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Yes from the tach in the plane.

It was a normal slow rolling stop I think I had about 7 gallons left

For what it’s worth my engine idles at about 500 RPM and goes down to about 450 with carb heat. Is that too low for a Lycoming O-235 ?

I think I turned on the carb heat when I was downwind abeam the numbers.

They towed me to the ramp and got a jump. It started in a few seconds. But the jump gave me way more crank speed power than I ever get during a manual start.

Yes I do that procedure every run up.

It’s a lycoming O-235

I’ve had this happen twice in a year and a half. In both situations, (although I do this more often than I should) I was coming in a little high and a little fast so I throttled all the way back, carb heat was on. Upon landing as I’m slowing down and the throttle still completely off I could...

There wasn’t. The flight just a few days before this x-country was from KTKI to KTKI. It was a local flight to figure out if a rattling noise was gone. I didn’t fly between the second and third flight legs at all. So it is just as listed. The reason for the delay was I was re-positioning my...

Does this count for the commercial cross country? Aug 26 - KTKI KGNF 343nm Aug 26 KGNF KRYY 260nm Oct 18 KRYY KRMG 35nm §61.129 Aeronautical experience. (i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which...

I can't figure out how to send a PM. But planning to be there first week in May. Hoping to be IFR certified by then. I have a A-152 Cessna Aerobat and would welcome a safety pilot now and then.

I'm planning to move to Florida, Jacksonville under a governor who has a spine. My annual is up in May so I'm looking for any recommendations on a good A&P. Appreciate any recommendations.

Is the private pilot checkride harder today than it used to be? I’m just curious, after reading several threads. But it seems like the private is harder today than it was back when I took it in February 1983. It is hard for me to remember the details but it seemed like it was the easiest thing...

I just hit the 40 hr mark on my instrument, 6.2 in actual and I feel comfortable in actual. I enjoy flying instrument, I suppose because I like the companionship of the ATC along with me so I really want this ticket. Nonetheless, I'm never going to get my ticket because my ILS to 200AGL...

I meant victor, not vector. Ok so 10 miles NE of ALD they say cross ALD then heading 110. Then that's the last thing you hear and not because you died.

Ok for my scenario I filed from RYY via AHN, IRQ, ALD then to HXD and I was cleared as filed. Weather was 2300 bkn 5 miles vis so no alternate. I would think they know since I did not file to SAV then HXD that some vectors are needed. I desired the rwy 21. However I'm at 5000, 10 miles...

Thought about that one and from thinking your answer it would seem my approach pick would have to encompass scenarios like lost comms plus what equipment I have, plus whatever else may fail for the approach selected.

So for HXD, what would I use? In regard to going direct after losing comm - how can I go direct with VORs only?

Two more points come to mind what if you never received A vector and you know you need to be vectored For example the last person you talk to was tower and they said fly runway heading and then you lost your communication and you’re in IMC. The second point is I don’t remember ever getting a...

What do you do if you lose communication while being vectored to where you can begin an approach? In this scenario you do not have GPS and you did not need to file an alternate but you are in IMC. For example the LOC RWY 21 approach requires radar. Your last nav aid was the ALD VOR and you lost...