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Yikes, didn't realize it was that much difference!

You didn't mention, but be sure you know what they'll give you on a core exchange, could be a significant difference between engines that aren't the same. All else equal, if I were to go to the trouble and extra expense for a conversion, I'd go with 180hp.

Additionally, if you fly the same routing often, you'll get to know what ATC usually assigns you and your plane. Sure, traffic or weather might change that, but typically, it'll be the same clearance nearly every time. Granted, you won't know that at a "new to you" airport. But as...

OK, I think I figured out how to make the "new" version workable (for my personal preferences). When asking for the web briefing, turn off NextGen and graphics content. This gives a streamlined quick-to-load briefing, then you can use the Table of Contents or the pull-down menu that...

Not specifically about actual landings, but a personal minimum for me, I won't go to an unknown airport that doesn't have VASI/PAPI. Holds especially true out west here where a majority of airports are out of town and are black hole runways. There are even a few fields (VFR-only) with VGSI...

St. George, at accident time, clear and a million, and non-instrument rated pilot. But the observations about speed and descent rate are certainly noteworthy. KSGU 241956Z AUTO 21004KT 10SM CLR 21/M11 A3014 RMK AO2 SLP188 T02111106 PNO $ KSGU 241856Z AUTO 19003KT 10SM CLR 18/M11 A3017 RMK AO2...

And, new owner/pilot as of very recently, not on the records yet.

Exactly. At some (unknown) point, you'll be a test-pilot on every flight. Feel lucky today?

Incident Piper PA-32R-300 Cherokee Lance N111NW, 24 Mar 2022 (aviation-safety.net) 2 occupants injured after prop plane crashes short of St. George Regional Airport runway – St George News (stgeorgeutah.com)

Something like this. INOP placard is fine, as long as the appropriate parts of 91.213 and AC-91-67 have been complied with. Probably an INOP sticker, and deactivation with a collared breaker, or complete removal, etc. with log entry. You (the candidate) should be familiar with the appropriate...

"Hey, ya know, after our last discussion, I was curious, so started doing some research, here's the regs and documents that I found, what do you think?"

Also, while you're at it, have a look at your battery box and cables. The original setup used a flat braided ground and positive strap, less than robust when new, and can be problematic in a 40 year old bird. Bogert Aviation has cable replacements, mod kits, etc. if needed.

Holy ****! Just tried the 'new' format for the first time, looked at it for about 15 seconds....already hate almost everything about it. Where do they come up with this crap?

Oral Exam Guide: Instrument Pilot - Tenth Edition (Softcover) (asa2fly.com)

I use a printed checklist very similar to RussR's example above, for the Beech Duke, it only has maybe a few more line items total than his. And, I like the two-column half sheet width. Mine is folded in half (approx 4x11) with front and back, laminated, for easy one-handed grab. Emergency...

I don't know about T-34s, but older POHs tend to be very brief with sometimes limited information. For any transition to a different aircraft, I almost consider the training as getting a "type rating" for that model, regardless of complexity, etc. A good way to approach your situation might be...

One of the (many) wise things my instructor/mentor/friend told me when I was a brand new CFI; "Don't ever sign off a PPL student for the checkride unless you would be comfortable letting your wife and kids go for a ride with that pilot." I've followed that criteria throughout my CFI 'career'...

Yes, thanks. After I posted, I reviewed the pilot-controller glossary, it says a visual approach is "an approach conducted on an instrument flight rules (IFR) fight plan.....", but you're right, it never calls it an instrument approach.