Hank

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!!

I took the mystery out of cold and hot and warm starts by flying a C model. The O-360 is stupid simple to crank, the difference between cold and hot is running the fuel pump before or not. The important part is to turn the key and push!

@midlifeflyer, why do you use 45° = 3/4 of wind speed? sin 45 = cos 45 = 0.7017 2/3 = 0.6666 (= 0.04044 low) 3/4 = 0.75 (= 0.04289 high) So we're both correct. I find it easier to approximate a third less, than to halve it twice and take that off the wind speed. But whatever works for you. Guess I'm too muchnof an engineer to nit get out my calculator and figure thos out!

Wow. I've been asked by ATC ti "say intensions" but never thought to ask them.

There's a story that Al parked an M20 overnight while visiting Piper Field (I forget why), and a slew of engineers crawled all over it seeing how things were done. He may have been taken out to dinner, and put up for the night. Then the Comanche was introduced. I was surprised that the overhead shot of a "Mooney" taking off from a grass field had such a long ground run, and was still on the ground when the scene changed; then was further surprised on two other shots taking off from a paved runway where the gear stayed down for a long time before moving up s-l-o-o-o-w-l-l-y-y-y, but it was apparently a groundhog of a Comanche with that awful, fragile hydraulic gear transmission. Other than that, everything else was true, except for his comment abiut the Comanche tail being "the right way around," which we all know is facing the wrong direction . . . . I haven't seen much of Bryan-with-a-Y since the muttonheads on POA ran me off. I'll have to start looking for him on YouTube.

You will taxi and park in the grass. Bring your own tie downs. I bought a set of screw-ins made by EAA to replace my dog screws, and they held when the tornadoes hit. Many claw-types pulled loose. I arrived right as the airport was opening after the airshow, didn't even have to hold over the lake. Not sure how long it took--look at your EFB, measure the route and calculate time at 90 knots. Study and highlight the Procedure. Fly it accurately, and expect craziness around you. Eyes outside, head on a swivel. I was following a flight of two RVs, they didn't turn until after I had passed the landmarks . . . Oh, and have fun!!

Go, Don! That's the difference between a craftsman and a "maker."

It all depends on the weather. High temps or low pressure, my C suffers in the climb (doesn't everyone?). I did go to 15K one warm summer afternoon, step climbing the last three or four thousand feet, but the next day I did some searching and calculated that DA had been 18,800, which made me feel much better.

I thought that was about the price of a NEW prop!

My annuals come in around 20 hours. I'll have tincheck the papers where I just picked it up, but had to do some extra work, too.

You'll be pleased. I get 6-7 years on my Concordes here in Sweet Home Alabama, just a Mooney Hour from KECP, Panama City. No Minder used, and you fly much more often than I ever have.

Medicare will often pay for some level of lens replacement, but not premium lenses. It was always a Big Deal when a new lens model was finally approved by Medicare, as that made demand rise significantly. New models sold for 10-15X what our oldest model lenses did, so there was significant attention on new model launches at the plant, but other folks at HQ pushed paper with the government (our plant pushed paperwork for FDA launch approval). As everywhere, innovation is what kept the company going, and as you can read here, that same innovation leads to happy(ier) customers and improved quality of life. I enjoyed my time making lens implants, right up until the company was sold to another Fortune 100 company and everything (along with many people) began to change . . .