Hank

FAA types are specifically instructed to not conduct ramp.checks at air shows. Nevertheless, I was once asked for my registration as I parked at one, it was the first of the three-year issuance. I saw him ask a couple of others, too, but that's all he wanted.

Pull the ring up and hold; squeeze in 1-2 drops of oil; relax and let ring fall down. Pull and release several times to move the oil down the shaft to the o-rings. It may be time to replace them.

I used to keep three 60-lb tubes of sand in the back of my little Ranger pickup in WV, really helped with traction in the winter. Shouldn't be hard to hand them from the engine mount; it'll be more work if the mount is also off.

Anymore, I just offer Pireps to whoever I'm talking to (Center or Approach; sometimes I'll give ceilings and tops if I'm talking to tower, but I usually fly to & from uncontrolled fields), they've always been thankful.

Wonder how it would work now? Or at least whenever the pollen becomes less visible on the car overnight . . .

Does the FAA have time and people to ramp check light, noncommercial GA?

That looks interesting! I use Wash Wax All on fround and air vehicles, is this easier than squirt on, wipe and buff? Walmart has the kit for $33.97, Amazon for $33.96. I'm out right now, and have to drive past wally world on my way home . . .

Could you take them off, tighten then a turn towards each other and reinstall? Or is the slop inside the holes at each end?

Signature did my engine (O-360-A1D) many moons ago for the previous owner. Twenty two years and pushing 1100 hours, with a couple years' not flying before I bought her. Still going strong!

Tie some barbells to the engine mounts. If that's been removed also, bolt some lumber to the mount holes with correct-sized bolts, and hang weights there. Sandbags should work, too, just tie them on well. You'll need to approximate the weight of the engine, more if the engine mount is off.

I guess the original settlers were either directionally challenged, or too completely stonkered by the wagon ride through the mountains to pay attention anymore. The roads must still be not very good, Google maps says it takes 4-1/2 hours to drive the 238 miles from one to the other. But North Bend does explain the body of water at the end of the runway. A saltwater bath will surely total even a Honda jet.

Ah! That makes more sense.

Saw this on the news just now: https://asn.flightsafety.org/wikibase/494972 Was surprised to hear that the plane that overran the runway and ended up in the water was at St. George, UT, and not on a coast somewhere.

Based on flying time and gallons to refill, my standard C with 52 gallons is good for almost six hours (4:45 flying, refilled with 41 gallons; did this twice. Don't recall gallons to refill after two more recent 4:30 flights).

Sorry to hear that you are against aviation and convenient travel.

That's already happened in the last 3-4 years since Covid . . . . Another huge price jump will slowly ground a number of planes.

Even the much lower fuel pressure in my C varies significantly in flight. Sometimes the needle will point up near or even above 2 psi, sometimes it will drop as low as 0.5 psi, right at the bottom of the green arc. Not sure I want a second-by-second graph of what it's doing, the swings of the needle are enough!

The only appearance of "crosswind" in the Owners Manual for my 1970 C, on Page 1-3: So I have to roll my own procedure(s) for crosswind landings.

I understand that! And yes, I do keep "do you hear how fast i speak? That's how fast i hear, too" in my.back pocket. But I also don't fly in SoKal or the Northeast Corridor, but some controllers seem to be practicing for there . . .

Depending on how I feel, I'll check in as "triple-four" or drawl slowly "four, four, four". Just because.

Some of us prefer sweep hands and pointers to non-moving arrays of digits. I can recognize hand position and understand it immediately, while it takes a second or two staring at a digital display. I have this clock in my yoke, and love it. It times my flights, and every time the hands overlap, I switch tanks. I'm not worried about it's accuracy over more than 4-1/2 hours. At the top of my Pre-Talkeoff Checklist is Wind and Set Clock, a task i usually don't after priming and before engine start. Yes, it's on there twice . . .

It's much easier to decide the weather is unfriendly and not fly, than to decide the weather is unfriendly and not land. Yes, we all check the forecast before departure, but you don't always get the forecast--you get what you get. I've not had winds blow up unexpectedly, but I've had forecasts of scattered cirrus @ 25K, unrestricted visibility at my destination turn out to be 400 Overcast, 2 miles in mist.

I dunno. A third of 32 is almost 11, so two thirds is almost 22; I need a calculator to find 3/4 of 32. (Half is 16; half again is 8; 32 less eight is 24. While holding course, managing descent and talking to Tower on the radio in IMC. Too much for me.) I'm firmly in the camp of "close enough," and find written test questions whose answers must be calculated to two decimal points to be silly wastes of time. What's the real difference between 22 knots crosswind component and 24 knots? Both are higher than the "demonstrated crosswind" in my Owners Manual, and the actual real value is 22.63 knots by my calculator for a 45° wind. Besides, aren't we approximating wind angle anyway? Wind angle may be reported accurately on ASOS, but runway headings are in 10° increments. So i lump the wind into big categories and get close enough. Less than 20° = zero 20-40° = half 40-60° = two thirds >60° = reported windspeed Quick, easy, simple. No calculator needed, no decimal points to used, easily done in my head. And it eliminates the 5° variability in runway heading, too. Half, two thirds, all works for me, and is easy to remember. And for lighter winds like 17 knots, unless it's close to direct cross, I don't bother figuring the components. If it IS close to direct cross, I just think the whole reported winds are crosswind.

I dunno. But Rosen visors have an STC..Never understood how a replacement sunvisor requires a change to the Type Certificate . . . It mounts in the same holes. Just get Don's. No fuss, no muss.

No STC required for Dandy Don's visors!!