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My biggest gripe with this is that it appears I will need to get multiple STC's to use different unleaded fuel versions as one companies STC doesn't apply to another companies fuel. The TCDS on my PA22 says I only need 80/87 octane aviation fuel or better. When I emailed Gami and wanted...

We wish we could stay, lord knows I tried. If you want a hangar at Oxnard we did just put in our 30 day move out notice so if you call or email Madeline she may be able to give it to you, its C7. The neighbors are great and from startup in front of the hangar to takeoff is usually 5 minutes. We...

Yes, we are planning to fly VFR if possible, but we are not opposed to IFR flying. Freezing levels will be the one thing to stop me in my tracks as our little Colt doesn't even have a heated pitot tube. We've been tracking the weather at 0S9 lately and it seems to be mostly good, although the...

We do have a hangar already lined up at Jefferson County, we would love a hangar at Apex or Bremerton. However, Bremerton has a 6 year wait list according to the lady we talked to 2 months ago. Apex has no hangars available right now but we are communicating with someone that may have one...

The majority of the "coastal" portion of the route is in California. Once in Oregon we would shift inland. But torrential rain and wind is concerning for our little fabric covered Colt.

Our Piper Colt that we bought a year and a half ago was covered in July of 2004 using the Airtech system and it looks great to this day. It has supposedly been hangar kept since 2004 and I'm sure that has played a part in how nice it still looks today.

A friend of mine just flew that route a week ago and he had 60 knot headwinds as he flew over the highway. But if the weather and winds are right for it that is a route we are considering.

Yes, weather can be an issue for sure up in Oregon and Washington this time of year. I have also mapped out a more inland route the entire way which puts us over some mountains. Not terrible but we are hopeful that we can fly the coast. As a good point, I'm on leave between commands at the...

I agree, PRB is a great airport and the diner is good. If we leave early enough in the morning it might be a good breakfast stop, but we may decide to push on as its only an hour and a half into the flight.

The Navy is moving me from southern California to Washington state which means I'm moving my plane from KOXR to 0S9 and am in the early planning stages to figure out a route and I'm hoping ya'll can help me out with any insight on places to stop or avoid. I'll be going with another pilot that is...

Yes I would have been comfortable with it, I've done plenty of all of that already as part of my IFR training. It would have required me to truly believe I was in an emergency to even consider it and I was not at that stage yet. I had hours of fuel remaining as I filled up prior to my departure...

A better way for me to say that was - in an emergency I could have considered this an option as I am comfortable flying RNAV approaches and have done many to this airport, but you are correct, I am not IFR rated, therefore cannot ask for a pop up IFR clearance.

This is pretty accurate for the SVFR clearance I received at my home airport. They asked I approach from the North and I set up for exactly that. But when I descended to 900 ft AGL and still had no real sight beyond the cloud layer and could see I would have to fly much lower, possibly close to...

Why does the FAA have to determine it? As pilots aren't we supposed to make that determination? If a pilot sees that bases are 1300 ft and they want to be within regs, they fly 800 ft, but depending on the area and airspace that too may be against the regs. If the pilot chooses to ignore the reg...

During the annual inspection the A&P/IA had to disassemble a few things.

Thanks everyone, lots of great feedback but it sounds like everyone is in agreement, IFR was not an option for me and if I felt SVFR was needed the controller should have responded differently. The complete disregard from the controller to even acknowledge that I thought a SVFR was needed was...

Charted TPA is 1000 AGL for GA singles and 1500 for anything bigger. This scenario is actually part of the reason I am working towards my IFR rating. In theory, I could have asked for a pop up IFR clearance to my home field and I'm sure it would have ended well. But as I'm not certified yet, I...

I flew a straight in from 1000 ft AGL, but as I got closer to the airport it was obvious that if I flew a normal pattern 1000 ft AGL I'd have less than 500 ft of clearance from the clouds. This is a Class D airport.

Had an interesting flight home today. I knew my home airport had the potential to have a marine layer coming in well after my planned arrival. Turns out it came in earlier and when I was 25 miles out it was broken at 1500, 10 miles out I call the tower and ask if the clouds are holding at broken...

I see you referenced FFA Order 8900.1, 5-534 however I cannot seem to find this paragraph in FAA Order 8900.1 or 8900.1A which replaced it. Can you direct me to where you found this paragraph? My airplane currently has a WAAS GPS only for navigation and I'm using it for IFR training. While I...