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Maybe a problem with the automatic gear extension system? (If your Arrow is equipped that way).

You could perhaps find a used DME unit (KN64 or such), but with install and antenna, still maybe $1500. That would at least increase the capability of your single NAV ship. You mentioned single NAV/Comm, I'd personally really want a 2nd Comm for IFR flying.....I know it never ends..... That...

I believe stickwiglr is thinking of this transition: (from an AOPA article) "Prior to August 1997, the FAA required a high-performance endorsement in order to act as pilot in command of an aircraft with more than 200 horsepower or that had retractable gear, flaps, and a controllable propeller...

Looks like maybe the airframe unfortunately landed mid-fuselage right on the lip of the pond, kind of like cracking an egg on the edge of a bowl. Glad the pilot walked away.

FlightPlan.com has that feature, with their free online (no app) planner.

This: Even if possible, the cost to add the necessary equipment would be high. Lots of great twin Cessna info here: Temple's Tips | Jerry Temple Aviation | North Texas | Twin Cessna | Aircraft

Can't help with a new card for you, but FYI, I believe the 250/300XL series database now comes in two halves, east and west, due to limitations of memory size, etc. That would affect your Oregon to Maryland usage, without 2 cards. (Or just rely on portables until east of the Big Muddy).

I always liked William Kershner's The Advanced Pilot’s Flight Manual (Softcover) | ASA (asa2fly.com) Old school, but a good reference. That said, I agree with the above comments about seeing and doing the maneuvers as the best.

It's the Saginaw TRSA. I'll let you do the rest of the research.

Dirty injector?

Maybe here, not much to see, high speed on descent. https://flightaware.com/live/flight/N262TA Low weather conditions that time of night: KDLH 020555Z 08011KT 9SM OVC002 09/08 A3037 RMK AO2 SLP293 T00940083 10100 20089 401440089 50000 KDLH 020455Z 08012KT 4SM BR OVC002 09/08 A3038 RMK AO2...

But what if the sim is on a treadmill, in the back of a semi, going down the highway?

Wow. Glad to see the occupants walked away. But, how about: New Rule (well, actually, pretty old rule), Don't even get the 152 out of the barn after 10am, in the summer, anywhere west of the Mississippi.

"...Slowly I turned, step by step, inch by inch..." (sorry, somebody had to say it) Great vid, thanks!

No, "they" do not have any kind of priority whatsoever over other VFR traffic. Further, ATC does not provide any kind of clearance that allows priority, either. If the aircraft is on an IFR flight plan, when they are maybe 10-15 miles out, ATC will say "change to advisory frequency approved...

The training environment, specifically, the typical 1.5 hour lesson where one tries to get 4 or 5 approaches logged, is tough, and, somewhat, not realistic. Yes, you have to know how to do the fast dance for the checkride, but real IFR trips are much slower. Ask your CFII if you can do some...

Lots of great suggestions above. If you haven't already, you might do Furnace Creek, CA, and Leadville, CO just for giggles. (Though Death Valley just had major flooding, Furnace Creek may not be open). And, we haven't even mentioned BBQ stops yet. (Wait, how many years do you have for this...

Knock knock. "Who is it?" "Air shark."

Totally agree on the "too much confusion" principle. Also, most of 'our' airplane altimeters only adjust from 28.1 to 31.0 inches, leaving a useable bandwidth, so to speak, of 2900 feet, so you can't set zero for higher elevation fields. (I think they make other altimeters with more range, but...

As others have said, that route looks fine. Your final leg, RIF-PRC, will be getting very hot, and very bumpy, likely all the way up to 14 or 15,000 by then. Do-able at 172 altitudes, if you both have strong stomachs. As a tweak, I might plan a longer first leg, and pack your own food/snacks...