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Speaking of catastrophic engine failure at altitude: Mike Patey’s SE turban on Turbulence packed it in at 22,000 ft. Real IFR decent to a dead stick. What a pilot! I want to be him when I grow up:

I liked the Perdue video on minimum sink rate airspeed, because I had never come across the concept. If there is nowhere to land, like over mountains, then postponing landing buys you a bit more time to troubleshoot, communicate, & prepare yourself. If there are lots of places to land, but...

Maybe you could expand on your thinking. I have killed the engine at altitude &, like in the video, find all the key indicators, noise, engine instruments (at least at first), prop blur, to be quite similar to cruise flight.

If only we had the twin’s “dead foot, dead engine” test for singles. And all the scenarios are, of course, situational. An engine packing it in at 500 ft is a different situation than one going on vacation at 5,000 ft. It just seems there are better uses of your time, altitude, & airspeed than...

Oh I agree, catastrophic failures where the piston comes through the cowling are easy to detect. But a lot are more subtle, a reduction in rpm but maybe not quite dead.

Then add in the “best glide” for distance vs. “minimum sink” for longest time aloft question. Scott Perdue covered it well in this video: https://www.flywire.online/post/what-is-your-best-glide-and-min-sink Because it’s really difficult to tell in flight if your engine has actually died...

First, there is nothing like somebody else paying for you to learn to fly. He should checkout the military options before he leaves the Navy. Even if he decides to fly civilian professionally, having a flying gig as a reservist sure helps to even out the ups and downs of a getting a good line...

Think of this with gps only as the planning mode. When you attach to an ADS-B, it goes into navigate mode.

Okay, this ends for me now, before it spins out of control. I know my wife married the handicapped and that I might not every point correct, every term precisely used. That’s why I inserted the url. I come here to talk flying with flyers. Frankly, if the FSDOs are swamped in piles of PDs...

Hmmm…and there are people who let their hatred of all things ATC to cloud their minds to reasonable evidence from people actually doing the job. I’m not saying they’re right. I’m saying listen to the podcast, make up your own mind, and stop with the ad hominem attacks and attributions of...

“ “Call your local FSDO and ask to speak to an Operations ASI. Ask him how he likes processing PD's. Also, FAA Order 8900.1 has a section on processing PD's.” Oh, so you know this guy who knows a guy. There is the reg side &there is how things work

Well, listen to the podcast and see what you think.

I wrote that an automated TCAS alert generated a report to the supervisor. If a GA aircraft is somehow involved, there is a PPD.

Hmm…how do you know these things?

I’ve been learning a lot about ATC from the podcast Opposing Bases https://www.opposingbases.com/ In episode 334 the hosts (one a retired Army pilot and present Air Traffic controller, the other a former Air Traffic controller and current Airline pilot) discuss all things ATC. They...

I installed an Av20s recently & have discovered it is exceedingly sensitive to the slope of the panel. Since it is behind the panel, shimming is a challenge (surface mount has been remedied by 3D printing a mount, I hear). Don’t know if this applies to the av30s. Just a heads up.

Buy a portable radio, park nearby the airport, & listen. There is an ebb & flow to how this works in real life depending on how busy the airspace is. So comms are always the same, but also different.

Which engine oil analysis are you using and why? Are there any services that are particularly good with the Rotax 912? (Lots of comparative data)

All righty, then this might be a drive a little, fly a lot situation. Driving down county might help you find a school with fewer students and better availability.

Just a guess: cheapest rentals in the area?