Hank

I check the gear handle & light on base, and the floor indicator on final. Raising flaps on rollout is simple, while holding the throttle to idle, just reach out one finger to the flap switch and bring them up

I fly because it's something that I always wanted to do, and discovered time, money and talent in middle age. So I'm making up for lost time!

Hope it goes well, and recovery is smooth. My own shoulder surgery was pre-PPL, and not as invasive as yours. Take the pills when they say, set alarms on your phone. You will heal better and faster when you aren't in pain. See you afterwards!

I have. Also been snow skiing. I much prefer water skiing, which requires liquid water rather than either form of frozen water, and a boat.

And the airstream impacting the bottom of the wing pushes it upwards, according to Sir Isaac Newton. Oncoming air is split--some goes upward, moving without physical limitations and creates low pressure due to increased flow speed; some is pushed downwards, and because air is compressible, it creates an area of high pressure as flow velocity is reduced by the change in direction. But air from the top surface is also deflected downwards simply because the flow direction on top of the wing is downwards for most of its length.

No, we don't fly at 0° angle of attack. The angle is measured from the center of curvature on the leading edges to the pointy tip on the trailing edge. There is probably a single weight and a single speed that will approach 0°, but my plane rarely weighs the same for very long, or on very many flights. Lift also depends on temperature and air density, both also highly variable. So angle of attack is different for each flight, and for each moment of each flight. We do maintain level flight when the weight of the airplane is balanced by the lift the wing is producing. Some flights start heavier, and require more lift, so more angle of attack; some are in thinner air (due to higher temp or lower barometric pressure, or both) and require more angle of attack; some are at higher speed, and require lower angle of attack, because lift is proportional to speed. To laymen like us, "downwash" is the body of air that the wing forces down. To an aerodynamicist, it's the much smaller portion of air that spills off the wingtip. The former creates lift. As the wing moves through air, air molecules must move out of the way--some accelerate upwards, creating a low pressure area that lifts the wing; some accelerate downward, creating a high pressure area that lifts the wing. Some spill off the wingtip, creating drag, which slows the airplane (and lower speed creates less lift, requiring higher angle of attack; round and round the mulberry bush we go!). So part of the issue is simply terminology--there are two different concepts both called "downwash" by two different groups of people, with different effects. Sadly, both are correct . . . .

Even with Right Pattern, I'd still sidestep to the right. Only need to move far enough to see the runway, should be well inside pattern distance. Then climb out and away, re-enter and try again.

Would that count as accepting an IFR clearance? There are rules and requirements for that . . . . Equipment, training and currency pop to mind.

Kinda like the linked article that said an airplane crashed at the airport . . . .

Wow! Glad I dont fly an F! Why so fast? In my C, short final is a max of 85 mph, down to 70-75 just before pavement, and on go arounds I aim around 85 initially (seriously), unless I'm still a couple hundred feet high, then I just maintain standard pattern speed of 90 mph. Then again, not much arm strength is required with only 180 hp. Good thing, too. I also don't use full nose-up trim, usually landing somewhere around the Takeoff mark. Trim is just another flight control to use to hit my intended point of landing, just like rudder, elevator and ailerons (which I also rarely move to their travel limits while landing); I just trim away the yoke force. Flaring is done by pulling gently on the yoke, and that close to the ground, I'm not letting go of the yoke to reach down for the trim wheel.

Aussie regs are not FAA regs . . . . Others here have asked similar questions to @Barneyw, but it isn't possible here. Canada has an Owner-Maintained category that we also cannot emulate. Both are good ideas . . . .

Yes, that is certainly "a" downwash, but as you pointed out, it also certainly does not create lift. The Newtonian downwash theorized to produce lift is spanwise along the wing, not way out just at the tip. As the airfoil moves through air, it displaces air in a downward direction along its length, and by the 3rd Law, the downward moving air creates an upward force on the wing. This is why introductory aerodynamics discusses infinite length airfoils, to eliminate the special causes of drag created at the tips. Then there is the Bernoulli Effect. Our airplanes fly because of both the Newtonian upward force caused by pushing air down, and the Bernoulli effect cause by pressure drop atop the wing. Newton pushes up, Bernoulli pulls up, and away we fly. Newtonian lift explains why a flat sheet (or your tilted hand stuck out the car window) generates lift. The lift can be increased by changing the plate / hand into an airfoil shape, and the airfoil can be optimized for a particular flight speed and air density; NACA generated A LOT of data covering this decades ago that designers still use.

Are you saying he was screwy???

That's all of the great ones!

Because you'll be spending more time with them at home instead of flying. On the plus side, with all of the paint repair and touch up work being done to planes using G100UL, maybe volume will rise enough to bring prices down?

I only use my torque wrench for the spark plugs. Catch them on sale at Harbor Freight for $10-15. Tighten oil filters like in the car, 3/4 turn after the gasket touches, then attach safety wire. Haven't needed to turn down / cut off / bend / grind any tools yet. But I do have two sets of extended reach needle nose pliers, straight and bent. Just buy what you.need, when you need it.

Cool! Never seen those before. I have a Craftsman set I got back when they were still good, with 1/4, 3/8 and 1/2" drives and a boatload of sockets, but I've still had to periodically add adapters, reducers, universal joints, extensions, etc. I bought a canvas roll of wrenches from the back of a truck at an Elk's Lodge sale about ten years ago, must have cost about $10. It runs from 1/4" to 1-1/4", and the one I use from it the most is the 1".

Yep. But most inexpensive sets, like I keep in the plane, are 3/8" drive. Then1/4" drive sets are generally smaller size, with shorter ratchet handles. Wrenches are still required, there is no room for a socket, much less the ratchet handle, on the oil filter.

Wow! For seven years I was in the first hangar behind & facing the fuel pump, close enough that I would pull my plane from the pump to my hangar after filling up. I've never seen an airplane engine fire. But I did watch a Beetle burn up from a broken fan belt the one year I lived at the top of a steep hill . . . . What I would do is pull my plane to the maintenance hangar and have them check it out! Remove cowl. Look for signs of heat and fire--scorch marks, melted stuff, and see what was affected, then check those components (and things nearby) as needed. Just like "what to inspect if you have an accident," there is so much variation in possibilities that I don't think a comprehensive "check these items" list is possible to create.

I just keep a normal set, what? 1/4 - 3/4, in my toolbox. You'll likely need some wrenches, again a standard set works for most things, but a 1" fits the oil filter. I buy unusual tools when I need them, as there are more tools available than will fit in my hangar. Screwdriver set, ratcheting screwdriver, pliers, channel locks, needle nose, dikes, wire stripper, torque wrench and spark plug socket. That'll do most of what you need. And safety wire pliers.

I've based at two airports with skydivers, for almost a decade total. Not currently though, it's been several years since I moved. Five? Yes, fiveish. Six? I dunno. When jumpers are in the air, I visually locate them. If I can't, I find somewhere else to fly for a couple of minutes; if they're close to landing, I find somewhere else to fly for a couple of minutes. The time it takes for a 182-ful of divers to land from 6500 is much less time than a standard pattern for me, and what's a couple or three minutes versus killing someone else and/or myself? Even when I was having prostate problems, I wasn't in THAT much of a hurry to land; in fact, a 2-3 minute delay then was often quite helpful. How do I know when jumpers are in the air? Jump pilots are required to talk to ATC, and give a two-minute warning and "jumpers away" to both ATC and UNICOM. So just listen on the radio and look. How do you know where jumpers are based? There should be a little parachute symbol beside the airport on the sectional. Check your EFB and make sure these are shown, along with the glider symbol and the star for fuel. All that said, go around for me are rarely to miss a plane on the runway, but if so, I sidestep to the right so that I can keep an eye on them. Just like when I pass an airplane in the air, the regs stipulate passing on the right so that you can see well and avoid them from the left seat.

I don't want to run my Mooney on straight Toluene.

1992 Jaguar V12. That tank rank well after about 15 miles' driving, so it could mix in. It's supposed to go into the tank before the gas, but the attendant put in Plus instead of Super; she knocked on the highway despite flat coastal Carolina terrain. Is there an octane boost that will mix with UL 94 to approach 100LL performance?

I've used Outlaw Octane Boost in my car, which requires minimum 92 octane, when it was accidentally filled with 89. Memory says the label had instructions to reach up to 105, but it was many moons ago and I've slept many times since then . . . .

Now I'm wondering if this was involved in the DC midair . . . .