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All the probes are installed correctly? Since CHTs are similar, likely I gather. With that engine temp, I’d image the oil temp would be elevated also? Correspondingly so, over 200F?

Sometimes I’ll a little embedded in the ‘do whatever it takes camp’. Those methods aren’t always delineated in the book. As a related aside, one should be staying within the holding airspace, sorta a given. Most bugsmasher training aircraft don’t go that fast, then we have the holding...

I have no idea what’s around the area, sounds like he was low, but had a little smack. No sense worrying about the engine, it ain’t coming back. That road does look tight, then the power lines on one side. I was flying the other day, evaluating a few road options, farm country. It’s not easy...

That plane was sold many years ago. I’m not sure if it was destroyed flying or possibly a weather event, MS. I do know, not related to anything to do with fuel indication.

Back in the day I had a Cherokee 140 with an inop fuel gauge on one side. I hardly missed a beat with the discrepancy. I got by with knowing a known fuel quantity before departure, then managing tank selection. I would land selected to the side with the working fuel gauge. That process may not...

Good thing that TFR is over, just in time. Maybe they need a mix of aircraft for the intercept? Something more matched to the 120 kt bugsmasher. A simple Garmin Pilot or Foreflight subscription would of been better for the pilot, other uses too. I kinda think the 30 mile TFRs are...

Maybe about the time her sentence is up they will review it?

Was that weather moving East from LAF? How was the TAF? Then time of day, how long flying? LAF has two runways, helpful with stronger winds. Yes, keep an airport in the back pocket, even closer if the weather is bad. Sometimes even when chilling at home, notice adverse weather coming...

The main thing to type in correctly is the ZFW, the FMC will take care of the rest. For any of this the term ‘reasonableness’ comes to mind. If one plans to fly Europe to South America, the plane will be heavier. With that heavy weight comes higher power and speeds for takeoff. Then the other...

Typed to soon, I was talking about a ‘yellow TFR’.

My two sons moved out, they left a lifetime supply of various shaving creams. I need to use up this supply first.

Same story, different year. https://en.m.wikipedia.org/wiki/Solyndra

I just skimmed through. Is there history of disqualifying meds in your medical past? If there are records then it seems one has to look into mitigation efforts, what can be done. Of course this assumes there’s a path forward. As one becomes an adult, it’s more up to you with decisions, no...

The yellow is a heads up on a future TFR. You have to check the time it turns red, then active.

A few things, I thought I read where this pilot operated with ‘basic med’ restrictions? https://www.faa.gov/licenses_certificates/airmen_certification/basic_med Also, he got his license about 10 years prior, then ended up flying this high performance plane. I didn’t see his total hours...

https://pilotsofamerica.com/community/threads/swan%E2%80%99s-island-tree-trimming.147782/

I am on a field where I have my annual done. Often they tow the plane to the shop, other times I taxi over. Besides that, if I was out of annual, I wouldn’t have a problem taxiing over to the shop. I feel the risk level doing so is very low, the next may feel differently.

Seems like it may of been continued flight into IMC conditions.

I googled snowbirds, mostly Juncos came up.

I realize it’s a common refrain, latent radar information, ADS or XM. I still say, compared to any preflight briefing 1-2 hours prior, it’s very helpful. It’s often how the information is utilized, maybe never even a part of the chain. I’d much rather have the ads weather available than not.