- Float down the runway? Nope, it ain't a C-172. Much harder to float
down the runway in an Arrow. Easier to contact said runway with carrier
landing force though.

I've discovered that once people stop bringing C172's across the fence at
Vso + 40 knots they stop floating too

Only comment I'd make about the arrow is that you bring it in with full
flap, on the back of the drag curve, keep some power on or you'll go to
flare and find you've insufficient elevator authority to arrest your decent
(ie running out of altitude, airspeed, and ideas at the same time = carrier
landing). (Actually, we're gunna have to stop calling them "Carrier
Landings" - I've been doing a bit of reading up on them - those poor
*******s are touching down at 500 to 700 fpm, with no flare - then pulling
4g on the arrester wires - OUCH!)

By the way, I've lost count of the number of times I've only had 2 (or no
greens) - I think I worked it out at 1 indicator issue per 10 hours at one
stage - at least the gear has physically always been down when I needed it.
It's a good time to think about what options you have when (not if) this
happens to you - not just "running the drill", but just things as a flypast
the tower, or getting a mechanic in another aircraft to have a close look
from underneath. Most Arrows will haul a good load, so if you're safety
conscious, you might like to consider carrying an extra 1/2 hours worth of
fuel to give you extra time to sort out any gear issues.

- I'd almost forgotten how much better I like fuel injection.

Until you have to warm start one


- Engine out scenarios work way better when you pull the prop back.
Very good object lesson in drag reduction.

In the event of a real total failure you can augment this even more by
opening the throttle.


- It's really cool to (honestly) say "Yes it is" when asked "Is that your
Arrow?".

Until they go on to say "Great, been looking for you - I'm from the FAA and
I've noticed that you appear to have failed to ..."