Search results

I agree with Dana...mincemeat every time.

I was better able to anticipate student actions as I accumulated experience as an instructor. During the first few hours I kept my hands in my lap, ready to grab the yoke or throttle as soon as saw the student's hands move in a direction that experience told me would lead to something...

Way too early to introduce stalls, IMHO. For many students, the first few hours are basically airplane rides...opportunities to get used to the idea of maneuvering in three dimensions, to be at altitude for the first time in their lives, etc. Don't let the instructor rush you into anything you...

Legal, but I would not do it. "Commonality of purpose" is the key to legality. Bob

We solve that problem by recording all sporting contests in which we have an interest using our VCR. Zapping through the commercials opens your eyes to just how much time is wasted looking at them in real time. Bob

It is boring for the instructor, but IMHO the first five hours should be devoted solely to attitude instrument flying. When you student can change speeds without changing altitude, transition from cruise to climb/descent smoothly, make level turns without losing altitude....all under the...

Part 119.1 lays out what the holder of a commercial certificate can and cannot do. Bob

I'm going to disagree a tad. In my umpty-ump years as an instructor, far too many pilots had trouble landing because they were concerned about getting too slow and stalling. Good landings are slow landings. 1.3Vso on short final and 1.2Vso over the fence provides first a thirty percent cushion...

Refer to Part 67 of the FARs.

The Two-Niner Diner at Petaluma is nice. I agree that it should be a short trip on a benign day. Gentle turns, telling her what to expect in advance, and gentle descents. Bob

I used to ferry PA-28s from Vero Neach, FL to Seattle, and I flew my own Cessna 175 from Seattle to Atlanta and back. As I recall, the ferry trips were about three days, except when the weather intervened (insurance said no IFR, no night flying). Got caught in Lakeland, FL for three days once by...

''I don't understand "the chaos of a school." Part 141 schools MUST follow an approved FAA syllabus; Part 61 instructors SHOULD use a syllabus. Where does the chaos come in? I've been involved in the aviation education industry since 1968 and have yet witness any chaos. Where are you getting...

Every time I wear my USCG Retired hat and hear "Thank you for your service" I say "Thank you for the check every month!"

In my experience, the one immutable rule about airframe icing is that there are no rules. Too many variables. FWIW, I have climbed through icy layers to VFR on top many times and it took forever for the ice to sublimate off. Always had plenty of clear air between the bases and the ground, just...

Right. It is "time in the tank," not "fuel in the tank."

Engine operating time limits are in the front of the POH under Operating limitations, not in the general information section.

During my career as an active instructor I had five paraplegic students....one went on to get his commercial certificate and instrument rating. All used a hand control designed for use in Piper PA-28s. I know that paraplegics have flown Cessnas but have no details on how their hand controls...

I get Aviation Safety, Aviation Consumer, IFR, and IFR Refresher...if I were to drop one it would be Consumer. IFR is the most valuable to me, but they all contain good information. Bob Gardner

Twenty non-flying years in the USCG...learned to fly in Juneau as a hobby (retired with commercial, instrument, CFII, MEL); twenty years as a working general aviation pilot, doing just about everything except crop dusting. I am now in my reclining years. Bob

I blanked on the fact that you will be a newbie. I agree with Clip4 that you should take some shorter trips before venturing that far from home base, unless you and your CFI have done some long cross-countries during your training. There are mountains to think about. Bob