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It's a popular "poor man's" MFD. I have one installed in my panel as well. It is hardwired to my GTN 650 and displays traffic, weather, and pulls flight plan data automatically from the GTN. Requires no user input except for selecting which display you'd like to see. It's pennies-on-the-dollar...

Try your neighboring FSDOs. Sometimes designee rosters are overloaded in one region, while next door you might find availability. I empathize with everyone here regarding the availability issue. It is a tough problem. Every pilot examiner I know is committed to helping as much as they...

Yes, still end of story. ;) Despite the constructive language in 14 CFR Part 61, an applicant is only eligible to apply for a combined private pilot/instrument rating if they pass a Combined Private Pilot Certification & Instrument Rating Course which is only described under Appendix M of 14...

I've owned a Twin Comanche for 23 years. Love the airplane. The Comanche (single and twin) are an under-appreciated aircraft... really outstanding in performance/efficiency/pure fun to own and fly.

Under Part 61, the Private Pilot certificate with ASEL rating, the instrument rating, and the private pilot AMEL add-on rating are three separate practical test events, end of story. Under Part 141, appendix M ("Combined Private Pilot Certification and Instrument Rating Course") it may be...

It works this way in every FMS or Navigator, to my knowledge. You'll have to load a transition that contains the fix at which you'd like to start the arrival, even if you don't need those "extra" fixes.

Agreed on the fitness/nutrition angle; professional aviation is a great way to force one to focus on one's health as a primary concern. Re: "no age limits, Part 135/91" - well, it depends. I've been a pure Part 91 guy for my whole career. Our flight department is one of many with a mandatory...

Headsets are so very subjective - mostly. I had an old Zulu 2 that was deteriorating and falling apart. I have an embarrassment of riches in the headset department (one A30, two A20s, one QC15/uflymike, one QC25/uflymike, and the Zulu 2) but I figured it would be a good passenger headset in...

You've got the spirit for the undertaking. Good luck. Hopefully your efforts will be eulogized.

Your observation on the name of the tasks and why they're named that way... is accurate. ;)

I will point out one interesting scenario related to this discussion. For a brief time, years ago, I was entertaining an MEI ride in a King Air C90. This required coordination with the FSDO and some thoughtful consideration. The C90 falls into the "unique" category with regards to task XIV.D...

No, that's not what it means. These requirements are being made of the evaluator, not the applicant. There are other PTS tasks in which going to simulated feather is the only acceptable means of accomplishing the task. XIII.B, XIII.C and XIII.D are simulated feather tasks. XIV.D. cannot be...

Yes, always feather, no exceptions. The vast majority of my ME checkrides are in typical trainers like the Seminole, Seneca, and Twin Comanche. I've never had an MEI applicant present an aircraft whose mfgr "prohibits the intentional feathering of the propellers during flight." I'd have to...

Well said. The difference is between the theoretical and real use of the two navigation sources. GPS is nearly always perfect; VOR, only rarely. Lots of subtle nuances to the latter which can only be learned and absorbed by actually using it.

Recommend avoiding Android for the Garmin Pilot app. Have dealt with it, with a few different applicants, always some kind of glitch or trouble. The iOS version is quite good.

In accelerated training, it's seldom "burnout" can be avoided. It is what it is - and it's what one signs up for when beginning that arc.

Right - we're talking best practices here, not a limitation on what's acceptable for this particular aeronautical experience requirement.

Hello Dudley, I agree - it is subjective. This is a matter of opinions and experience, not official guidance. I think there are many valid and potentially divergent views on this subject. I'm fully in favor of the current methodology on minimum required training for stall and spin awareness...

There's absolutely, positively a great benefit to be had by receiving instruction from a competent and experienced instructor on spin recoveries at ANY time during a pilot's training arc. (For the nitpickers, no, this doesn't mean during hours one through five-ish, or on a discovery flight...

I'm in the "not a great idea" camp. This is the sort of trip you can and should enjoy after earning your private pilot certificate, which sounds like it's right around the corner. Prior to that, stay in training mode. A thoughtful CFI probably wouldn't want to have anything to do with this.