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That's why he needs to get the psychiatrist's records to know what was recorded for the visit. He'd have a tough time pleading lack of knowledge if the diagnosis was one of many "psychiatric conditions", often up-coded by the psychiatrist to justify charges for the visit. He doesn't know the...

You should get your medical record from the psychologist. You have to report the visit and the FAA won't care what your assessment is. They will insist on reviewing those records (along with the cardiologist's records) to make their own determination, and you can bet that there is a diagnostic...

I once listed a Garmin 430 for sale on eBay. When I saw my own photos for another one I pretended to be an interested buyer, but was concerned that those same photos had been listed before, so the seller sent me new photo images that were just harvested from a Google search. He wanted me to...

He's not going to do well with an idiot for a lawyer.

It's going to cost Dan money and effort, too. By the time he files appeals to the judgments already against him I have to believe he will be short on cash, if he isn't already. How much was that recent judgment against him?

Sad knews, and I was keenly aware of his medical challenges to the end. Had a delightful dinner with him and his wife in Portland a few years ago and have been in touch electronically since then. We recently compared our lifetime flying experiences and they were remarkably similar.

I've owned the same 206 for 40 years. I've only once or twice loaded it to near gross weight, and while I'm lugging around some wasted space most of the time, when I've needed space or extra load capacity it's hard to find a better option. Incidentally, I'm in the process of selling mine, due...

So you weren't allowed to drive from the scene. Were you allowed to drive before the court date?

Did you drive away from the false arrest?

Don't try to diagnosis anything from the pilot's seat. It's simply a MEDICAL emergency. ATC may or may not ask further questions, but the priority is to land as quickly as possible where medical services can be made available quickly. So what if it turns out to be nothing serious? That's...

Tavares, Florida. Not far from Orlando. Nearest airport is Leesburgh. That's where we took our PA12 on floats, leased by them for the winter. There were NO Jones' and no brothers involved in the operation, but one of the founders was Eric Weaver, who flew their Twin Bee ampibian to Vermont...

My original flight instructor and I bought this PA12 on wheels. I flew it from Vermont to the Baumann Float factory in Wisconsin where we put it on floats and flew it to Tavares Florida for the winter then back to Vermont for the summer. The plan was to do that every year, but I only did the...

When you have any emergency you are free to do anything that reduces its risks. Keep ATC advised and realize that your decision making may be reviewed by the local FSDO. That's never a problem when your actions are reasonable.

Halfway through radiation/chemo, I'm acutely aware of one of the side effects: ;) (Two or three days of raking up fallout. At least it's gray, not blond, which it would have been many years ago . . . )

Could this in any way be related to your earlier post about answering "no" when the correct answer was "yes"? It's hard to make DUI things just go away . . .

If it's been reported previously it shouldn't be a problem, however "should" and "FAA" often don't work in the same sentence. You may need your AME to correct it. If you even have to (I don't remember) I'd just report hours as xxx+, reporting a number you know you have.

Pretty well, in my experience. You don't have to do anything to make them do that on landing, but it helps to kill the engine when you're pulling into a parking space.

The violation has already occurred by violating the 500 foot bubbe if the people and property are that close on either side. "Undue" hazard is one where it would be impossible to avoid it in an emergency landing, and ditching on the water is not hazardous unless there is no clear segment of...

Not as clearly a you think. "In the event of power failure" only applies to the risk of people on the surface, not the risk to the airplane and its passengers.

The hooker in the altitude regulation is the exception that says "when necessary". The FAA can easily take enforcement action when they deem that the action wasn't necessary.