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Though I sort of understand the pay differential for different levels of instruction, I charge the same hourly rate no matter if it's primary in a 172, commercial in an Arrow, or instrument-multi in a Baron; any hour of my instructional time is an hour of my time. (Not talking about specific...

Another point of consideration: Realistically, how many hours a day can you give flight lessons, even if you have a full roster of clients? Lots of flight school instructors may hit the legal limit of 8 hours/day, back when I was full-time freelance CFI, a day with 3 lessons was about all I...

How about SPATS intersection, V32 CEVAR V236 OGD KEVW. You would miss the military areas (that little strip of LUCIN MOA before Wendover only goes to 6500, and following I-80/V32 along there keeps you clear of the rest). Around Ogden, ATC might clear you through that piece of Bravo, but you...

How about Old Rhinebeck Aerodrome? I think they used to allow people to fly in there, with prior (private) permission, before the show starts. Plenty of public airfields in the vicinity, if that wouldn't work.

OP question already answered by Craig and the label picture.....and, further, do you have a cockpit on/off switch for the ELT? If not, I believe that's a requirement when upgrading to 406 MHz, not that big a deal in a small unpressurized airframe, but just one more thing.

Yes, KSUN is rather expensive, and a Mecca for the big-jet crowd. But, it's totally do-able (if good weather) if that suits your logistics. Been a few years, but the last time I had to overnight there, the Wood River Inn and Suites in Hailey was a good spot, and reasonably priced. (lots of...

oops, yeah, apologies, I messed up the lyric, it was supposed to be "497 and a half feet".....but, if you're old enough (like me) to get it, you're way old enough to forget a lot of stuff!

A hundred and ninety-seven and a half feet should do it.

You could include the David Clark DC OneX in your search. And I'm sure others may suggest the in-ear models as well (I have no personal experience with those.)

Nearest reporting station, Gillette: KGCC 262253Z AUTO 07006KT 10SM CLR 26/08 A2998 RMK AO2 SLP094 T02610078 KGCC 262153Z AUTO 06009KT 10SM CLR 24/08 A3001 RMK AO2 SLP106 T02440078 But, Flightaware track shows some radar returns in the vicinity. https://www.flightaware.com/live/flight/N357HE...

Very odd flight track indeed. At that location, and 26,000 feet, really nothing to look at to warrant the tight loop. RIP more here, evidently the plane made a distress call prior to crash. https://asn.flightsafety.org/wikibase/404791

I don't recall what the actual TERPS limit is, but when arriving at FQF on those airways, the angle of required turn is deemed too steep. This kind of notation is common to many approaches, regardless of the airspace.

Yes, busy airspace for sure, lots of frequency changes to different controller sectors. The last 2 times I've been to LGB (from the east, Vegas area), on a STAR, then mostly vectors, and fairly close to LGB and SLI, the controller surprised me with "fly heading xxx to join Victor zzz." Without...

Figure around $700/hr, all-in operating cost for the Duke.

https://www.flightaware.com/live/flight/N245T/history/20240617/2100Z/KLMO/KSBS Weather at Steamboat reported as CLR. RIP.

Along the lines of a grounding issue, have a look at your battery box/cables. Piper's earlier "pass-through" battery cables and the flat braided ground cable can get flakey after years of use. (just a total WAG).

I'd start here as well. I've experienced similar issues with strobes (although not a tail-beacon), and it was a failing bulb.

Just curious, what does balanced field length work out to be at that elevation?

Probably right about that, you'd have to go in the winter, even then, marginal, standard temperature for Leadville, about -5C (25F)

150/152 only have on-off fuel selector.