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You're at 70 knots, flaps up in a Cessna 172S. At this airspeed, the IAS and CAS are the same due to the AOA and "design" of the pitot tube. CAS = 70 knots IAS = 70 knots You drop the flaps to 30 degrees and slow down to 50 knots indicated airspeed. But the airspeed is actually higher -- due...

Based on his disconnected sounding responses my early guess (and it's just a guess) is that his autopilot wasn't doing what he expected it to do, which can happen when the AP's rate or attitude source (depending on the AP) goes belly up. He sounded as though he was unable to identify his...

Highlights the need for flight instructors to really focus on those partial panel flying skills during initial and recurrent instrument training.

This is a consistent area of weakness at the private and commercial certificate levels. I decided to write something called "Untangling the Knots" in an attempt to put a little positive spin on the ball, so to speak... out there in practical test land...

D-ATIS sure is nice, if it's available. I have PDC set up for my airplane but I have yet to be able to use it. Unless you happen to frequent an airport large enough to offer PDC (most of us who fly small GA airplanes don't) it's not a terribly useful feature.

You won't be seeing this unit in any light piston airplanes... it's not what you think it is. "The GI 275 IVSI offers a new alternative to display TCAS II information (including Resolution Advisories) from either Garmin GTS 8000 or (ARINC 429 based) 3rd party TCAS II systems."

Appendix 5 (Practical Test Roles, Responsibilities, and Outcomes) of the Airman Certification Standards provides guidance for all parties involved in the certification event. It is at the discretion of the examiner -- the retest may only cover tasks which were deemed unsatisfactory (along with...

I hear smiles per gallon a lot when the subject of Jeeps come up... and indeed, my Jeep is about smiles per gallon. In fact, I get better MPG from my Twin Comanche. But a quick glance at my Jeep may explain why.

Provides some perspective on why the tech in those marvelous modern auto engines just can't seem to find their way to us in GA. A common complaint among those who think our engines are sadly out of date.

Quite right, Russ -- and, from an examiner's standpoint, may potentially be worse -- because there was no way to get the practical test underway resulting in a lost opportunity for other applicants who have been waiting patiently. Aside from a Notice of Disapproval, it is my least favorite...

That sounds right, not sure there's any scenario in which it could work another way. The idea for automatic switching requires the sources be from the same box of course. I'm confident you'll be able to send multiple sources to the G5 assuming they're all modern Garmin boxes.

Sure, I think that's probably all this is -- some confusion over expectations during this initial meeting. A glass half-full view may reveal a detail-oriented instructor who is careful to review his student's aeronautical experience and "prime the pump," so to speak, on a good start towards a...

That's correct; two sources may be connected, but only if they're both modern Garmin offerings (i.e. a GNS430 + GNC225, or GTN750 + GTN650, etc.) I still have a KX-155 as my second radio and it's connected to a secondary mechanical CDI.

I try not to look too closely at the bills. But yeah -- that does seem to be in the ballpark.

For what you're describing, I'd be hesitant to use the Navigator for anything other than lateral alignment with the runway centerline, and even then only in a "backup" sense (be able to see the runway.) You really have to think about the worst-case scenario every single time; you have to assume...

As has been stated, as described it may be logged as dual instruction received in a multiengine airplane -- not PIC, nor SIC.

Your quick description is exactly how I use the Skew-T Log P, at least 90% of the time. For my application, all that I'm particularly interested in, most of the time, is the possibility of icing conditions, freezing rain, etc. That simple review detects a lot of what I need to know.

I would think this is an important capability for this installation... ? If true, I would not want to install the 209 as interfaced with a GPS Navigator.

Ahhh, it's due to the composite output available from the GPS175 and other GTN series (GNX375 included I'd imagine.) Am I correct in believing that the KI-209 would not work with a GNS series? The KI-209A would be required for those Navigators?

Hi Sam, It's a "life event," that is, becoming a pilot. I can't think of a single pilot who ever said "Wish I hadn't done that." When you look back on your life some day in the distant future, you'll remember this decision and be thankful you introduced this special element into your life...