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The main test question is: "Are you flying for compensation or hire?" From what you stated, the answer is, "No." Some of your flying is incidental to your business which is allowed. And you're doing people favors - nothing wrong with that. There doesn't appear to be any commercial operation...

Thanks so much. An impressive list.

I was teaching a class for the commercial written test and when discussing airspace, the subject of class C and satellite airports came up. I was able to show the regs regarding ops but did not have an example. So, I thought I'd reach out to get one. Thanks.

Thank you! Exactly what I was looking for. No offense, but the others appear to be outside of the surface area. But thanks for trying.

A satellite airport in class C is defined: 91.130 Operations in Class C airspace. (a) General. Unless otherwise authorized by ATC, each aircraft operation in Class C airspace must be conducted in compliance with this section and § 91.129. For the purpose of this section, the primary airport...

Hi @ahmad ... Here is a link to another forum where I was asked to post my "story". https://thepilotsplace.com/forum/index.php?threads/by-request-an-improbable-journey.2498/ It wasn't that long ago and may give you a flavor of what I experienced. A lengthier read than typical for a forum...

I hesitated sharing this post because I didn't want to draw attention to myself. But then I remembered I wrote it on behalf of the older crowd and got good reception on the now gone AOPA forum. Then I saw a request to re-post it on another forum. Maybe it would help some folks, especially older...

Thank you so much for updating us. I think most of us are wishing you the best.

Sometimes the chemistry just diminishes...or never was there but was OK enough to get through the first certificate. But it sounds like whatever worked is barely there if at all. There is nothing wrong with finding another instructor. What has been happening with your landings may be influenced...

I'm not following. I'm talking about the scenario you spoke about earlier where an airplane is sitting on the ground and the temperature changes. You said if the ambient temperature decreases, the altimeter will indicate an increase in altitude. Is this also what you're talking about? I'm just...

From what I'm hearing, it has to do with the height of the column of air above the altimeter. Temperature changes the height, therefore the number of molecules above it, therefore the weight/pressure on the altimeter. The example was with the altimeter at altitude. But if it is at sea level, all...

Unless this effect is working from another principal, doesn't it depend on the elevation of the ramp? If the ramp is at sea level, would it still change?

You are right. I stand corrected. Thank you. Good luck.

No. Assuming you are trying to hold altitude, you will be flying based on what the altimeter is telling you. It will read lower and you will go lower. You have no other altitude reference. Maybe your usual habit is to fly lower than what your altimeter says?

Baked Potato is correct. The card is CORRECT. Think of it this way.... Flying from a hot to a cold, the altimeter encounters denser air (cold air is more dense than hot). Denser air is usually at lower altitudes. So, the altimeter will report a LOWER altitude. You will then fly lower to agree...

This is the most relevant observation on this topic. It really is up to the OP to make it happen...and I agree with others that it could happen. Heck, I was able to make it happen...so anyone can. Just need to be willing and determined. So, OP....what about it?

Why do you feel this way? Perhaps you would not fly IFR in an aircraft without both WAAS and ILS (and that's OK) but why would you demand others do the same? So they can't fly all the approaches. Suppose someone is OK with just conventional approaches and VOR navigation; suppose someone else is...

INTERNATIONAL AIRCRAFT SERVICES 20511 Skywest Drive, Hayward, CA 94541 (Parkavion Prop Mgmt, Hangar 3) Ed J. Therrien Principal 510.670.4700 510.670.4700 InterAirSvs@yahoo.com www.aircraftoceansshippingbayarea.com

Let's just do a sanity check on the theory that it was a microburst.... I would guess that a fully loaded 777 can still climb at around 3000fpm with full thrust, which I'm sure the pilots would have called for if caught in such a situation. Of course, should that be the case, the pilots would...

Not so sure about that. I'm surrounded by a large community of young and recently new flight instructors who unabashedly say out loud that the best strategy is to get into a program that helps memorizing answers.