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That was actually something I was looking for feedback on. I called immediately after I verified I had enough control to land, so I had figured that a.) I could technically could keep the aircraft in the air for as long as my arms held out against the yoke force and b.) as long as I didn't try...

Yes, once on the ground it became pretty obvious that the trim had moved to full ANU. I know for a fact it was set to neutral after the run up (I always check that, don't like unexpected mistrims at takeoff), and that the trim wheel was free at the time, so I'm a bit mystified as to what...

Honestly I didn't really consider the electric trim as a potential fault, partly because the amount of force I was applying should have been able to override it and partly because it felt jammed further down the line (a tiny bit of bidirectional "slop" still in the trim wheel). If I couldn't...

Just had my first real, live in-flight emergency today....and it wasn't the classic engine failure that gets so much emphasis. Thought I'd post here to see if there's anything I should have done better, but at least the airplane is on the ground in one piece and waiting for the mechanic to look...

Neat, I didn't know that. What energy source can it use that normal muscle cannot?

Not a doc, but happen to know in this case it's the type of muscle that comprises the heart. There's more energy storage in each cell (more mitochondria), plus the muscle cells have specific features (T-tubles) to increase contraction efficiency. Basically it's "designed" to run 24/7 under...

I thought that was just the Garmin stuff in our bugsmashers that did that. If the winds are strong enough, and the crab going into the hold is large enough, I've seen the 650 actually try to command a wrong-way turn on teardrop hold entry that'd take out some wind correction instead of turning...

That makes sense from the underlying physical principles. The idea with the static wicks isn't so much to discharge the airframe (that will occur anyway during flight, and basically uniformly on a metal aircraft), the idea is to control the location of the discharge. The discharge is almost...

Yes. Yes. Yes. On the original topic, I've used three different panels now in IR training ranging from steam gauges and a single 430W (this one doesn't let you do arbitrary holds, you have to put it in VOR mode and fly the hold with the second VOR receiver) to full glass. Had to do all of...

Who says the Midwest is boring? :) From late last year, before the snow and ice hit full force.

I made the mistake of continuing with the PPL checkride in a similar situation. Long story short, it was the beginning of fall in the Midwest, and when it wasn't raining the wind was 25G50(ish). I ended up getting signed off, then not flying for two weeks, and wasn't able to hold the short...

I didn't need it on mine (fairly recent), but the E6B is a must. They still do those "calculate fuel used from TAS and course" type questions, but with an IFR focus. Didn't ever see any VFR charts, so no need for the plotter I brought.

Got all signed off and ready to go, then hit a stretch of bad weather where no one was flying VFR at all, let alone XC. Rescheduled at least three times, finally just took the oral in crummy IFR conditions. Looking at all the moving pieces and getting worried about further deteriorating fall...

Ditto. I really should look at some of those Raspberry Pi-driven systems. Many many years ago I had been looking at Sphinx for the speech synthesis part, but it was quite heavy for the hardware of the time. The biggest problem nowadays is the lack of wired lighting controls with a separate...

I did exactly one landing in a C172 with my knees in my face due the pin slipping on downwind (flaps out, decelerate...slide to forward seat stops). In Class D airspace to make things even more exiting. In that case there was heavy turbulence the entire flight, and I guess the pin must have...