Search results

I went route #2 (factory reman) three years ago. It was my first major engine work since I purchased this 1978 airplane in 2012. Peace of mind was a major factor for me. The old engine ran fine, but it had a long and complicated history. Having an engine fresh from the factory with a new log...

Acquiring a new-to-you airplane comes with a lot of cost, both money and time. Sales/use tax (depending on which State you live in) and a thorough pre-buy inspection add up. Each airplane has certain squawks, hopefully mostly minor but you need to know what they are (which you won't until you...

Maybe.... some day... ;)

I just went through the process. The FCC website is quite painful to use and navigate, but there are plenty of websites and also YouTube videos which help guide you through the process. Approval and issuance were quick. I just downloaded the restricted radiotelephone operator permit (RR) about...

True, but my students already have access to their hangars, right? This may involve walking through the FBO, but more commonly they have a badge for ramp access. I don't see what difference it makes to the FBO whether these students escort me to their hangar as a passenger or a flight...

Well, the way I read it, it says both: 3. It will not permit the conduct of any aeronautical endeavor or activity at the Airport except under an approved lease and operating agreement. Depends a lot on the definition of aeronautical endeavor or activity. Is flight instruction (from an...

One of our daughters lives in Savannah, so we visit the area every now and then. Hilton Head is nice, but it's a more expensive airport than KSAV. Saint Simons is a great destination and airport, but quite a ways away (as in 90 minutes each way) from Savannah. I agree - we've used both...

That interpretation makes sense from a technical perspective. Autopilot limitations for engagement altitude exist to protect the aircraft if a malfunction suddenly causes an erroneous flight control input (e.g. full aileron deflection, or runaway trim). That is largely a function of how much...

Sorry, but that just doesn't work for me. Even in the simple case, why should I have to make a request, even if it might be quickly granted? And in the Cirrus example, if I don't like the CSIP the flight school has on staff and I want to hire my own, why should I not be able to do that? I pay...

I haven't heard George talk to the issue which UND raised after their UL94 trial, specifically what may have caused the valve recession. Was it the lack of lead? Was it the lower octane rating? Was it something entirely different? What I do know is GAMI has been running their turbo-normalized...

I don't think that's too much of a problem. Technology such as GPS and uplinked weather has increased, in my view, the utility of light general aviation as a travel tool, compared with, say, 20 years ago. At the same time, airline travel is becoming less glamorous and more uncomfortable year...

That's an important point. An airport/FBO may have a great flight school, but they are likely not going to have CFIs on staff with the right experience to provide type transition training for every make and model of airplane. Their CFIs might not even meet the insurance requirements to teach me...

This is sooo messed up... Wording and chief counsel interpretation aside - what's the intent of requiring instrument training in § 61.129? To me it makes sense to require that a non-instrument rated commercial pilot has had at least some additional instrument training, beyond what little is...

AC 61-65H suggests the following wording for an endorsement for commercial pilot applicants: Does that statement not meet the intent of documenting that the requirements of § 61.129 have been met? This has to be documented for every single IFR training flight? I am also wondering what's so...

So, what's the consensus? Legitimate, but screwed up technically? I found this thread after trying to login on the website (www.ifr-magazine.com). Something isn't right there, but it doesn't look like phishing to me. - Martin

Yes, that is a good use of a GTN 650Xi, though somewhat of a waste for such a capable GPS/NAV/COM. In @Jamie Kirk 's OP's proposed configuration, I'd prefer to use the left GI-275 for traffic (unless it needs to be a PFD in a true reversion scenario). As for the GTNs, I like to have one on the...

I suspect that's part of it - avoiding head movements as much as possible. I do not know all the Human Factors work that has gone into confirming this as the standard configuration for jets. The center position also helps the right seater see what modes are active. Occasionally I instruct in...

Very, very nice. Two things I'd consider: 1. Can the autopilot mode control panel be moved to the top center? It would require finding a new place for the annunciator lights, maybe above the pilot-side G500 TXi? (I don't know if moving this is allowed in the Saratoga.) Almost every modern...

"Mr. Mulligan" (a.k.a. the Howard DGA-6) is one of those airplanes with quite a story. It was purpose-built in the 1930s to win the prestigious Bendix Trophy. Not just it win the Bendix Trophy in 1935, it also won the Thompson Trophy a few days later. In this video, Doug Rozendaal (a.k.a...

That's a good general rule. Having said that, there is the occasional case where ATC asks the airplane for a higher-than-normal approach speed. With some practice, this can be accommodated safely, even in IMC - easier in some airplanes than others (e.g. a Cirrus can take a long time to slow down...