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Well besides the insurance, is there an easy way to check on state or local laws?

I just went from flying a C150 (Slow simple plane) to flying a Mooney M20E. I don't see the big deal with the 172 thing. I have noticed that a Mooney requires faster thinking especially when I was flying a training IFR flight last weekend. What plane is the guy coming from?

Are we allowed to land a plane in a field during a non-emergency. Not a grass strip, but just a regular field which is not on the charts at all. Is there a rule against this, or would the 500ft away from man made stuff cover this, but does it not since it would be for the purpose of landing?

I am assuming you are talking about Lone Peak Wilderness Area and MT Timpanogos Wilderness area. If that is there case, and you stay outside of each then you should be fine, but like murphey said, what are your options. If you flew down there you won't be able to turn unless you climb into a...

Okay, so if I understand this right I should do the following: - Continue on V13 to Razorback. - Intercept 221 radial off of Razorback and descend as low as 3000. - Remain on radial 221 until localizer is established then turn inbound and descend to 2500. - Upon reaching the OM or 026 radial of...

Yea I saw that, but that's quite a bit extra distance to travel, and I didn't know if there was a faster way to get inbound without vectors.

I have DME and two VORs. I did have an RNAV in this case, but the plane I usually fly does not have an RNAV.

I see that, but with only a vor and no RNAV, how do I get to ELMIE since I can't go directly to it unless I am on the 221 radial already?

I would personally do this at 60 seconds, but you can do it with what ever time you want to keep you within 10nm of ART VORTAC as shown on the IAP.

Yea that's what my idea was, but if I don't have an RNAV would I just intercept the outbound for the localizer or go to the drake vor then from the vor on 026 radial then back on localizer to begin the approach at ELMIE?

I am currently training for my IR, and I recently flew a flight to KFYV (Fayetteville Drake Field) in Arkansas. I was flying from FSM VOR on V13. My clearance had me go to BOYLE, but I got radar vectors to LOC-C about 10 miles out. If I didn't get vectors for whatever reason, such as a loss...

But IFR is like a golden ticket, but it just takes some work. (Taking my IR check ride in 21 days)

I can see a student pilot messing up with it easily, but I have practiced multiple times with just my phone in hand.

I agree. Just you can also have another electronic copy on another device as a backup. During my check ride, my examiner didn't let me use anything but my paper flight log and my paper sectional. Learn without a GPS and moving map, and once you feel like you can ace the test and not get lost...

As soon as I start my engine, I do a slow speed brake test that way I can use the hobbs as my time logged since the aircraft started moving when the engine was turned on.

Thank you for all your ideas and advice guys. I will probably stick with working to CFI, but would like to do one of these before getting ATP. You guys posted a bunch of ideas, but how much do they pay and what kind of work do you do exactly and how many hours do you need for each?

I'm not that close to a commercial pilot license yet, but I was wondering what jobs are available after getting CPL? I know that Ameriflight is one of the possibilities, but it requires 500TT for a first officer, and I have tried googling commercial pilot jobs, but they all come up with airline...

The FAA did some test rewrite in June this year for instrument and private pilot written (might be more but I know of those two). It was suppose to make the questions more scenario and realistic based and worded differently to avoid just memorizing questions. When I took my instrument written...

I currently use WingXPro on my iPad for charts and flight planning. WingXPro uses Duats to file flight plans, but sometimes it says a flight plan was filed, but fss sometimes says no flight plan was filed. Does anyone else have this problem, and how can I work around this? Is there another...

I know before my solo my landings got terrible until post-solo. Also before my private pilot check ride, my maneuvers got so terrible until the day of the test. Maybe it was because I was nervous, and if that is so, maybe it is similar for you.