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How about "Approach, N12345 has the field in sight." "N12345, cleared visual approach."

Wow, I'd be floored if that had ever come up with any examiner. For years, our home base never had an approach, and every instrument student XC was logged just like the OPs plan, never had an issue. But, as you say some DPEs are sticklers. (a very polite term for what I would call any that...

Maybe these guys? I still get their flyers in the mail once in awhile. FAA Test Prep and Flight Instructor Renewal (aviationseminars.com)

To the OP's original premise, certainly an actual contract would make things indelible. You may or may not need that, you be the judge. I've been lucky, the ferry trips I've done (all with pro-level remuneration) have been done for known friends and acquaintances, all worked out on handshakes...

Been years since I had a little bit of PA-38 time. Sounds great to me, but, I don't recall what is the average useful load? If like a 152, that can get kind of slim for fuel capacity if both people on board are today's average 200+ pounders.

I agree with everyone's comments above, get your PPL in a 172 or Cherokee, fly that for awhile, then look for your PA-32. I'd also add, you should check on insurance, it will be quite expensive for a low-time pilot in a 6-seater-retract like a Saratoga.

Lots of self-serve, as well as FBOs around here do not take Amex.

To your question about maximum rpm, here's a link to the Type Certificate Data Sheet for your 152 (you have to scroll through to the appropriate section.) DEPARTMENT OF TRANSPORTATION (faa.gov) This details the original certification specs, note that your O235-L2C is limited to 2550 as a...

Not exactly a 'department', one plane/one pilot-manager operation.

Gravity, but I doubt that's the case in the picture. (If that were it, the plane might be in big trouble!)

FWIW, the 182Q POH is different, stating that external power can energize avionics, if so desired.

There's this (of which I have no personal experience): Comm1: IFR Radio Simulator CD-ROM - MyPilotStore.com and this, from (sadly, recently deceased) Bob Gardner, an excellent start: Say Again, Please Book: Guide to Radio Communications - MyPilotStore.com Or, as suggested, liveatc.net, or...

Then, as dmspilot suggested, this one would be my choice: Pilot's Manual Volume 3: Instrument Flying - Seventh Edition (Hardcover) (asa2fly.com)

Lake Hood, Alaska has similar symbols as well, with the anchor. (Can't get the chart to post.)

Ditto what murphey said.....except, Denver DEN Signature has no particular TSA requirements (steenking badges or otherwise), other than having to ask the desk to buzz the door open for ramp access. The facility is a fair distance from the airline terminals, and any outbound airline pax have to...

KDEN, Denver Int'l, is do-able. Signature has a shuttle van that they use to pick up passengers at the terminals. But, expensive landing fees, expensive fuel, and handling charges, etc., plus, it's a busy Class B "A-game" airport. KCFO, used to be Front Range, now Colorado Air and Space Port...

That's what I was thinking as well, but maybe the OP didn't mean all flight time?

Hobbs for aircraft time, since it's activated at wheels up. (For other airplanes, a Hobbs that starts with oil pressure or master switch on is probably close enough to actual clock time.) Wristwatch for block time. Both are recorded (by pen and paper) at the start and end of each flight. The...

At "25-40 plates" it might make more sense to just buy the appropriate gov't chart book, especially if the ones you need are all in the same region/booklet...just a suggestion.

Years ago, at Salt Lake airport, SLC, when conditions got below ILS minimums (usually winter with ice-fog), they had Aztecs set up for cloud seeding. The pilot would fly the ILS through missed approach, the dry ice would cause enough precipitation to open up the approach for 2 or 3 airliners to...