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This is a reference NOTAM. It's a reference to a separate NOTAM in case you missed it. This one indicates there is an unmanned aerial system NOTAM covering Salt Lake City Center (ZLC). It apparently affects the Hailey, ID (SUN) area. For the record, UAS NOTAMs usually pertain to UAS flying at...

If you're a CFI in North Texas who needs an aircraft in which you can conduct training with your own students, please reach out and let me know. I own and operate a Cessna 150 through my company, Cobalt Aviation, LLC, and I am making it available to other instructors for flight training. Bring...

As it turns out, I received another follow-up from the CAP representative a few hours after I made this post. They sent another group out to the airport after I gave them permission to enter my airplane and discovered that it was not my airplane emitting an ELT signal after all. It sounded like...

If they have a radar display they can, unless the TRACON doesn't want them to.

I'm vacationing out of state and left my C150 behind. To my knowledge, nobody has rented or trained in it for about 10 days. I just got off the phone with Civil Air Patrol, and apparently my ELT has been going off today for an unknown duration. The airplane is kept inside a covered parking area...

"Yes sir. Yes, I am." It wasn't an approach clearance. (That would be "Cruise X,000" or "Cleared approach.") Just ask.

You'll usually always get a TRACON code to start. If they have time, you may be switched to an ARTCC code. In locations where there are known radar or radio coverage problems at your cruise altitude, you will not be sent to the next facility (regardless of whether it's a TRACON or center)...

This is called "VFR over-the-top." The term "VFR-on-top" refers to an altitude assignment you can receive while flying IFR. The presence of overcast conditions for a prolonged distance along your route of flight with underlying low-level fog is a condition that Flight Service would be mandated...

I'm a big fan of their training resources. Never Again stories, interactive courses, and the magazine are very helpful resources.

This is a good opportunity for an ASRS report with worthwhile suggestions. Changing the CTAF frequency should not happen until the next chart cycle kicks in, and CTAF frequency changes should be announced on AWOS/ASOS. UNICOM operators should monitor both frequencies, too.

@labbadabba from what it sounds like to me, you're almost definitely under investigation.

Airspace congestion during a checkride is more of an issue for the examiner than for you, so I wouldn't go to GDJ on that basis alone. I have not heard of Terry. Typically what I tell people around here is "Go with whoever's available." None of the 6 DPEs I've used among 3 FSDO districts have...

This is not acceptable. Your instructor is probably overworked. You're probably not getting the attention you need to understand fundamental concepts before you get into the airplane. You're probably not getting precise explanations as to what you can do to improve. The end result is a bad...

Per that clearance, yes. You wouldn't go back down to 6,000 until you get "Descend and maintain 6,000" or some other version of a descent instruction. "Climb via SID, expect 6,000 10 minutes after departure," where there is a leg on the SID that goes above 10,000, is not a legitimate clearance...

These were my thoughts as well. This applet thing they're using has been around since 2007. It used to run on Java before they transitioned over to something else. To be clear, do you really have to click 7 boxes (CIG/VIS, clouds, PCPN/WX, TS, Winds, Turb, and Ice) to get the same information...

Could an operator get field approval to remove a beacon in place of strobes? Correct me if I'm wrong, but I don't believe the 1980-series Cessnas (P models) originally had strobes. I used to fly one that had its beacon removed with a strobe light kit installed. Nobody ever really questioned it...

Yeah, the autopilot on some of those G1000 planes is deafeningly loud during its test sequence.

How old is the vacuum pump?

On this note I would also be looking for gear damage as well as any sign of a runway excursion. It may be worthwhile to call the FBOs or airfield operations people to see if they had seen any excursions recently. You might be surprised about how much people see that doesn't get reported. Also...

You could possibly make a letter of agreement with the tower that allows you to call yourself something snazzy like some of the bigger flight schools. Maybe even extend the agreement to include the approach control, too.