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If I hadn't turned back, the entire leg from the KPHL area to the Potomac area would have been one large scud run, something I couldn't forsee doing. The funny thing is I'm not afraid of IMC, I was more concerned that I wasn't supposed to be in it; otherwise I am OK navigating by instrument if...

hurricane level winds - and they circled for 2 hours before landing, I don't understand why there was not a diversion to an alternate.

never mind :D

where? I no find...

it's being reported the aircraft circled for 2 hours after an initial failed landing attempt - which begs the question, why would an alternate airport not be used? weather is being reported as near hurricane winds during the time.

It was actually sky clear, and I knew it would be good, but getting there was the tricky bits

this is a very good fear to have, because it stays at the forefront of your mind. When I first practiced stalls I was terrified, now not so much, however I'd like to do some spin training just to experience it; however from my experience so far, if the weather is calm it's quite difficult to...

I had a tough experience this past week on a rescue flight; conditions were MVFR at the departure however clearing quickly in my flight path; upon departure I found the ceilings to be a bit lower than reported in light rain, in turn forcing me to scud run at between 800' and 1000' to stay clear...

As a pilot in training, I used to cringe at what was apparently safe distances; today, 500' separation does not bother me. I'm more bothered by the occasional aircraft passing of my nose that most likely doesn't even know I'm there, and I have to take evasive action. I once had a C172 or 182...

I use the mini, strapped to a kneeboard. Since I'm a renter, I never know what plane I'll be flying, so it's easier for me to keep all of nav gear portable and small.

I do instrument and gauge scans usually every few minutes. The problem with aircraft is, that if something does go wrong, you may not have a lot of time to deal with it; unlike a car, you can't just pull over to the side of the road. Once an emergency starts, you may only have minutes before...

I pour my fuel samples back into the tanks after refueling and top off for this exact reason. Piper fuel gauges seem to be fairly accurate however there's just no excuse for not taking 5 minutes to visually check the tanks.

I don't think people pay enough attention to it. I'm absolutely NEUROTIC about fuel, weight and balance on my animal rescue flights. I don't mess around with that. Assume worse case hourly burn and plan accordingly.

I just flew over at 8500 last week coming back from CT on a rescue flight - on a clear day up higher gives a broader view and less hassle for you to worry about traffic.

Cool, I'll check that out. All of these flights are rescue flights, so a custom call-sign makes sense (at least to me)

I need to find the requirements for that - was hoping to get something custom for the org. Right now I'd say I fly about 100-120 hours per year doing this.

I'm not familiar with "animal flight", just the general compassion callsign. That said, when I eventually get an aircraft, I do plan to apply for a custom call sign.

99.5% of the flying I do is animal rescue. I founded a non profit for this and it's what I enjoy. However I rarely use the compassion callsign in my travels; rather I plan my VFR flights around restrictions, airspace, and approach/departure ends of airports. For example, when leaving my home...

Noise and vibration puts them to sleep

very cool, you must have found the original!