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Okay, this might actually be useful. How accurate is the thumb rule, "take one-tenth the airspeed in knots and add back half to get the standard rate turn bank angle"? I plugged it into Excel: The left side axis shows bank angle, and the right side axis shows % Error. The conclusions: The...

With my thumb rule, at sea level you get 64 degrees [correct answer should be 58 degrees]. At 50,000 feet you get 58 degrees [correct answer should be 54 degrees]. edit: I came up with an alternate thumb rule that's less precise for small speeds/angles, but is more precise for higher speeds...

Convert your speed to meters per second, multiply it by pi/600, set it equal to bank_angle + (bank_angle^3)/3, and solve for bank_angle. I just tried it for 51 m/s (100 knots) and got 15 degrees which seems right. This is a bit difficult to do while flying. Edit: For 200 knots the bank angle...

Just to clarify, is your thinking: The information you seek is in the POH you leafed through, but you couldn't find it. The information you seek should be in the POH, but the POH is inappropriately incomplete, so you couldn't find the answer in the POH. The information you seek lives outside of...

Unless you are using VA funding!

Case Study #1: https://aeronav.faa.gov/d-tpp/2208/00237IL25L.PDF

When I went OXB to ANP in the SFRA recently during a TFR we filed both flight plans.

The advantage to method one is that you are preparing your students for the types of approaches flown by the big planes where step downs begin well above 3000 feet. I also like shortening the amount of time I need to chase the glide slope needle. The FAA seems to like method two because less...

From OXB on the ground, you call the tracon currently serving OXB on the phone to get your unique squawk. Then you speak to Tracon in the air, when able, and make sure you stay away from the inner ring.

The only guidance (not requirements) I'm aware of is from https://www.faa.gov/documentlibrary/media/advisory_circular/ac_90-66b.pdf Straight-In Landings. The FAA encourages pilots to use the standard traffic pattern when arriving or departing a non-towered airport or a part-time-towered airport...

I've never owned a plane but I think you should give your dog as much space as possible.

Thinking about it, I'm pretty sure the first few times I was doing solo pattern work, I had trouble maintaining situational awareness when the pattern was busy. It was radio call after radio call from various people, sometimes hard to make out, sometimes from different airports, sometimes...

Setting aside the fact that the twin does look to have been moving way too fast, this does seem like a reminder that it's generally a bad idea to do a straight in to a busy airport.

Oh I didn’t read carefully. MEI has different requirements than ME add on. Same basic issues apply for 141/VA, though.

Under Part 141 (since this is going to be VA training) he will need to follow the curriculum which includes a minimum of 10 hours of training with 4 hours of cross country and 5 hours of hood time. See 14 CFR 141 App I Paragraph (j)(2). I think this is why most programs are 15 (or even 20)...

Congrats! I just got my ME add on but I don’t meet insurance minimums to solo the club’s twin…

Technically, some planes say in the POH you may exceed the white arc up to higher speed x for the first notch of flaps. In general, your principle still applies, though.

And I didn’t post earlier so as not to distract anyone.

Perhaps you should work directly for the NTSB. After glancing at the accident scene for 1 minute you can write a scathing report and then hit the bar.

I requested there be a way to automatically populate name, email, and phone number into a new flight plan without needing to keep a random recent flight plan alive in the history. The information doesn’t normally change for my account. The workaround isn’t a big deal but it seems like poor design.