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Sorry to add to this old threat. I've searched through the Lycoming Operators Manual and I can't find the Red Fin or Red Box charts. My recent experience with poor engine management is going to be very costly and I am highly motivated to not repeat the past.

Newish IR rating so I'm learning that a lapse in currency can happen pretty quickly--I just want to stay out ahead of it.

Yes, that's true. I was less concerned with logging actual time then I was keeping currency with approaches, Although I can usually find a pilot to fly with, sometimes our schedules don't mesh. If I can file IFR and get to fly through a cloud layer to arrive at my destination, it can help.

I can see I am not the only one wondering! This answers it beautifully, Thanks! "The FAA does not require the ceiling to be at MDA or DA/DH during a flight in IMC. When an aircraft is flying an IAP in IMC, two outcomes are possible: 1. The aircraft will transition from IMC to visual...

Just curious about logging instrument time.. I have my IR. If I am shooting an approach and pass through a cloud layer I can log that amount of time as actual, but do I log the approach if say I am at 5000', I pass through a thin layer and pop out at 4000' and then fly the rest of the approach...

Another vote for the AA5 series. Great support network for parts and advice and the sliding canopy beats the single door IMHO

thanks! that's a good start.

Thank you! I need to go through the regs a little more.

I appreciate the response and I think you are right that I am probably overthinking it. So if I am not holding out, and someone approaches me to fly both them and their plane to some other airport for full compensation, that would be allowed, and I could do that in any single engine land...

That is my thought as well, just wondering if a DPE asked me to point to the reg that supports that, where would I look?

Thanks for the pointer. I do need to review that part for sure. It seems like part 119 does not deal with part 91 operations such as aerial photography, ag, banner towing, ferrying ops etc when not holding out. So, for example say; An acquittance of yours approaches you to fly him and his...

"Grumman AA5/AA5B" I'm a little partial to these :)

Looking at 61.133 (a) Privileges - (1) General. A person who holds a commercial pilot certificate may act as pilot in command of an aircraft - (i) Carrying persons or property for compensation or hire, provided the person is qualified in accordance with this part and with the applicable parts...

Wow, never knew any of that. Thanks for all the info! I need to add seaplane to my bucket list.

Do I have never heard of "lighted anchor lights" does anyone know what those are? (3) Anchor an aircraft unless the aircraft - (i) Has lighted anchor lights; or (ii) Is in an area where anchor lights are not required on vessels. I am assuming they have something to do with sea planes...

We have two 12 year old schipperkes and we live pretty close to sea level so that was my initial concern. Thanks to all of you who posted! I feel a little less anxious.

Thats good to know, I think we will do a test flight soon. We live on the coast so they are acclimated to sea level pressures.

I'll have to look at that as we get closer and have a plan b if it looks convective along our route

yup. I went with a traveler which isn't as fast or capable as the tiger.. but I absolutely love this airplane and the support community just can't be beat

Looking for advice. We are planning to fly from central coast California to near Biloxi MS this December (weather permitting of course). I read that pets usually don't do well in elevations in excess of 7 to 8k so I we are planning to fly south to the LA Basin and then loosely follow the I-10...