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I have, that's why the "pretty much". But I think it would have been pretty difficult to dead stick that to a safe landing too.

Maybe, but it's certainly true.

....and a lot of Non-CAPS fatalities. But it worked....again. Pretty much nothing in a CAPS equipped plane is fatal. A very good thing.

The FAA. The number of exams isn't changing and the FAA should be overseeing the quality of the exam. Just more DPE availability, So shorter waits and less cost.

Correct, That's the point.

I don't think that's necessarily true. Do you have a citation or case law to show that?

True. But market pricing (which it should be) is affected significantly by barriers to entry. In this case, on the supply side, there are many more fully qualified candidates that want to be DPE than the Government will certify. At least in our area. Around here, I hear more complaints about...

Or, when someone puts their shoes on without checking first. :)

Flight training can be a grind. My thought would be to get your PP as soon as possible (you have the cash) and fly for fun while you save up to finish the IR (you might need a bit more, depending on things), Then build the hours pay-as you-go for the Commercial. No need to quit your job until...

For the past few years, anyone with a comm, IR, and 1500 hours could find a seat up front somewhere. It's basic economics, there have been more seats than qualified candidates. But this is not the norm, it's part of a cycle and there are signs of the market returning to its traditional place...

Yup again. Parkinson's Law.

Yup. exactly. Also, is there any theory other than power tripping bureaucrats to explain why, even with 80,000 basic med pilots and increasing budgets, that backlogs are increasing? Doing less with more.

Of course, learn the basics, learn to read a map (even if it's a digital rendition of a sectional on foreflight) understand how to read a compass, etc. And also learn the things you'll need for the checkride and never use again (i.e. a circular slide rule). But mostly, I'm a strong believer to...

The medical exam part of the process is not far from fog-a-mirror, not often an issue. The part that gets people in trouble is that the rest of the appointment is really a medical audit. It's a 3-step process. 1) Read the question carefully 2) Answer the question honestly 3) Shut-up Not...

I wish I had seen this a couple weeks ago. I just traded my 800 in on an 830 with a bunch of new harnesses/probes for my AA1A. I'm looking forward to flying with it.

Of my 5 planes, I inspected them myself with only one formal pre-buy. No surprises. That said, all my planes (minus the one) were projects. YMMV.

I dunno. I quit a well paying job wrenching on cars to go to college. Everyone I knew though I was nuts. Later in life I quit a very well paying corporate job to start my own business, knowing full well 80%+ of small businesses fail. Fortunately, mine didn't. I'm happy the way it worked out...

^^^ This. I had 7 actual during IR training and 2.5 as a student. It helps. IMHO, there are 2 things in flying that are much easier the 2nd time over the 1st. Clouds. It's intuitive that you can't see, everybody is "ready" for that. However in IMC it's common to be able to see a little bit...

To be an outlier, it looks like a fair plan to me. Yeah sure, things could blow up...or not. 1/3 of a Cherokee 140 is a lot less than a new car. Keep your old car. When you decide to quit your job, talk to the local flight school and maintenance shop. A part-time $15 per hour job with...

about grits.... https://gardenandgun.com/feature/the-ultimate-guide-to-grits/