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Hi to all, I was wondering as to what kind of commercial, for hire work, can be done in a Navajo? I am located in the northern NJ/NYC area, but can relocate anywhere. Any thoughts will be much appreciated.

There are at least some bumps almost every time I fly. Normal. If the road is smooth, the ride is smooth. If the road is bumpy, so is the ride. Just ride it, enjoy the flight. About ten days ago, during climb, we encountered moderate to severe turbulence, lasting from right after take-off until...

I have a lot of flight simulators and add-ons on an XP Professional. I installed Windows 7 and started installing my flight sims on it. I noticed some problems. Tried Windows 10, more problems. I decided to have dual boot, XP Pro with my sims, Win 7 for other use. My next computer will be dual...

Avidyne less reliable?

Just like this. This is your textbook answer you are looking for.

Hold on the inbound course, the course that takes you to DOWDY, standard holding pattern - right turns, one minute legs. No approach clearance, do not approach. Do not join the localizer.

When I was working as a flight instructor, I had students of all ages, the oldest being a doctor at 76 - just started flight training. As for the airplane, I flew almost everything there was, my favored one for training was the Piper Warrior. Get a good CFI, which is crucial, and enjoy it.

Expect localizer 22 is not a clearance to join it. This gives you thumbs up what to expect after DOWDY, so you can prepare for the approach. I would never join a localizer or any other approach without the express clearance from the approach control. I see this situation quite often, as I fly...

"Why not "Cleared direct DOWDY maintain 2,500 until established, cleared localizer runway 22 approach." Because the controller is not looking that far into the flight. Gives you direct DOWDY. Now you're off his back, so he can attend to his other traffic. Also there might be another airplane in...

Sometimes they do genuinely forget a craft. I've flown through a localizer once in a while. Hey, that's life. Keep on trucking. :D

So, business as usual. By carving out the rest of the route, the controller saved you a lot of dough, and time, so business better than usual. Enjoy. :D

I think you are spot on Velocity173. Hold on the inbound course, standard holding pattern - right turns, one minute legs. No approach clearance, do not approach. The 2500 foot altitude in a 3000 foot MSA sector is no problem, as there is a Minimum Vectoring Altitude, which often is below the MSA...

That's it Ryan. The airliners I fly are equipped with dual EFB's for the past nine years, previously paper charts. The flight plans, weather, notams, etc. are paper. Being from the old school, I learned everything the good old way, though I appreciate the convenience of an EFB. My own airplane...

I feel the same way. I'll take hot summers over winters up north.

Try Florida Institute of Technology, School of Aeronautics in Melbourne.

There are a lot of people making living teaching flying. In fact, I hear there are instructor shortages. Florida is nice for about six months. The summers get very hot. I am also thinking about living and instructing part-time in Fla. when I retire from commercial flying, but those hot Fla...

Certificated Flight Instructor. Meat is certified.

Interesting. Beech and Cessna publish accelerate-go charts for most in not all their twins, right in their POHs. I have not seen a Piper accelerate-go chart yet, none, and I've flown many different Piper twins. Maybe I will have to invent one..

Thanks bro. No luck so far, still looking.