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I make almost every landing in a 182 power off with full flap. It's not hard at all. Just hold it off the runway until the stall warning sounds like we were trained as student pilots. I think people get wimpy with the controls due to fear of tail strikes. 182s are NOT prone to that. I don't...

No. No gravity inside a hollow sphere. It's a Gaussian surface. You'll fly straight through at constant speed and hit the other side.

It's not too hard to fly a 172 while ignoring trim, but it IS hard to fly one well like that. As I point out your nearly all CAP cadets, the point of trim isn't to minimize effort or fatigue. It's precision. Even a 12 year old kid can change altitude in a 182 with both hands without touching...

Almost all true car seats are FAA approved. Most, perhaps all, boosters are not. But a booster adds no benefit to a lap belt. Only shoulder harnesses. There is a general prohibition on boosters. The reasons apply neither to piston singles nor to most modern boosters, but they still aren't legal.

You'll eat that up in a hurry with a tailwind, especially if you're a bit off your game. I see King Airs and PC12s doing it almost daily. But not with a tailwind.

If you try flying a 206, a 182 sure will feel close to a 172. The big variable is wing loading, which really isn't all that different in any of the 100 series. Some 172s do have CS props.

More likely digging holes with his now-useless engines.

In an LPV, yes. The context is also rather important. You might want to review the thread you are responding to. My point was that you DON'T fly stabilized approaches to the flare after breaking out at minimums on an LPV or ILS.

While cool, I wouldn't think a difference engine would be all that useful in an airplane. https://en.m.wikipedia.org/wiki/Difference_engine

I've flown several fixed gear models. At similar weight, performance is quite similar. But later ones are chunkier. My favorites would be Q and R models. I don't care for G1000. Overkill.

Not if you keep it at 10 flaps and 90 knots to the flare. Doing the math, you'll eat up 3 miles just descending, and will overrun by 12000 feet before even starting the flare. It requires an aggressive slip, full flap, and 60 KIAS to do that from pattern altitude over the numbers. If you do...

Several folks have quoted the reg 14 CFR 91.126(b), but seem to have missed the first phrase: When approaching to land. There is no regulatory requirement for direction of turns on departure in Class G. This means there is no need to display markings for direction of the crosswind turn.

Looking to open a Pick'n'Pull yard? [ducks]

Those guys are top notch, but real expensive. Honestly, you would do as well to show up in Truckee or Reno and rent a local 172 and instructor.

Flying in an aluminum tube yesterday afternoon over KS/OK/MO, there were some gnarly winds to avoid. Most of them had anvils on top. Mountains are manageable, but there is additional risk and you do have to know what the winds are doing. Last time I was at TVL, there was a 152 parked on the...

No problem. It's actually a lot of fun to decipher it. The other part is, hand fly. Autopilots tend to turn rising or sinking air into airspeed excursions. It's a lot more work to manage that than to just fly the plane. The effect is not small, and if you are at high DA, you need your airspeed...

You can float for a LONG time like that. One of the LPVs locally is on a 3100 foot runway. Landing 10 flaps at 90 knots in a 172 will be problematic.

Crab angle is much easier visually. And you can feel where the air is rising and falling over lower terrain and get a good idea. Of course, watch clouds. Winds aloft is a FORECAST. It is not actual conditions. PIREPs can tell a lot, though you don't get much around Lake Tahoe.

Both are notorious, though I haven't flown either. I've done Grapevine in 45 knot winds, though. You have to know what the wind is doing and how it will change as the terrain gets higher. Local airport WX is NOT enough. I hit well over 50 knots on a search not long ago, barely 10 miles from...

Should run around $200/hour or a bit less for a 172 plus instructor. Less at Livermore than Oakland, but further from the Bay. For some reason, Hayward seems even more expensive. 30 minutes is TOO SHORT. You need an hour at least to do anything.