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Maybe in the earlier models. My flap switch has a shape of a flap on it and my gear switch has a wheel. You can see the 2 part fuel gauge switches on the left, but everything else is lights.

I have a 6 tank bonanza (1955 F35) with 2 mains, 2 wing auxes, and 2 tip tanks. Fuel management is certainly more involved than a 172, but it’s not terrible. I spent some time on the ground planning my fuel management for my first long cross country. What makes it more difficult is that for the...

@dans2992, I’ll message you. Not gonna post anything incriminating here

another option, to avoid lengthy airborne reroutes, is to call and explain what you want to do and ask if the route you filed is what you can expect once in the air. You can either refile the preferred way, or at least expect the new route and get any spellings or clarifications out of the way...

Any idea what’s wrong with the nav part of the 300xl?

My first night landing at Hampton during primary training, we got to short final before both the instructor and I realized we hadn’t turned the landing light on. Oops! It was very dark…

Don’t write off the early Bonanzas. I had my F model in and out of that airport in the summer with no issues. Although when it came time to fly back to PR I met my wife and dogs at PSM to top off the 90 gallons of fuel. They can be found for reasonable money. Mine with an E-225 and tip tanks...

I’ll add my perspective to the mix. At my center, we use Micro-EARTS. To add a VFR flight plan to the FDIO, I have to hit the “VFR flight plan” key, type your callsign with a Z in front (ZN4254B- that is how we identify VFR flights locally) then the aircraft type and route of flight which is 2 3...

Not yet. Our current contract expires in 2026 so negotiations should start next year.

Who is in contract negotiations? JAN?

A letter to the ATM (air traffic manager) would probably be a great idea. If you give the date and time of the experience, they can probably look up who worked you and make sure the sentiment gets passed along. Maybe include the frequency and a recap of how they helped you. The ATM is, at least...

Plenty of places in Puerto Rico. Mostly out of Isla grande (TJIG) or aguadilla (TJBQ). I think St. Thomas (TIST) may have a place too. Obviously a checkout would be required but you might want to call a couple places. Not all of them allow you to fly to foreign destinations which would limit you...

They do. They (tradewinds, aka goodspeed) often tell us they can’t comply with lower crossing restrictions due to glide range. But TISX to TNCS is 91 nm so it’s doable. They usually go VFR at 16.5/17.5. Overall it is a very safe operation. They are one of the better operators here in PR

I’ll add that while it might not sound busy on frequency, all it takes is a couple IFR inbounds and I’m gonna tell you unable practice approaches. Now, if there are gaps, or it’s just a couple arrivals and then I can fit you in, sure, I’ll tell you to expect some delays but we will make it...

I’ll chime in to add that on the panel shown above, the circle means that you are monitoring that position (at least at my facility). So if you punched (LC) in the circle, you would hear the controller talking and the pilots on that frequency.

I would pull the strainer out and see if there is anything clogging it up. Does it run smooth once it gets past 1800 rpm? Or does it not get there?

I fly a 1955 F35 bonanza. 140-145kts at 9-9.5gph. 1050lb useful load. I just upgraded my tip tanks to 20gal BDS from 15 gal. I can carry 100 gallons. I’ve made the trip from Puerto Rico to FL non stop a few times and now I won’t have to stop on the way back with a headwind. Calm wind range a...

As others have mentioned, don’t overthink it. I can all but guarantee that the controllers working you know exactly what you’re doing when they see you flying a route that keeps you clear of the bravo. Don’t worry about what that means for the controller as far as workload (I say this as a...

I agree with groundpounder. The NYC bravo is only up to 7000. Pretty easy to go over the top if weather permits. Another option would be to do the Hudson River exclusion. I keep saying I’m going to do that on one of my trips, but I’m usually cruising at 9.5-10.5, so I don’t want to descend and...

As controllers, we need you on a defined route. And as mentioned above, that route needs to clear SUA by a certain amount. I would not issue a turn at pilots discretion to remain clear of restricted airspace. But I could issue “left or right deviations approved, when able, fly heading 240 and...