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What if you parked the plane on an incline. Fuel could migrate from the higher tank to the lower and then out the vent. What if one cap had a slight air leak, creating a partial vacuum in that tank? What if you needed to drain one tank for some reason? There are any number of scenarios where...

Partnership, yes, with the right partners. Leaseback, no.

Today's "kinder and gentler" FAA is supposedly focused on correction rather than punishment. Being forthright about what happened demonstrates a compliance attitude. However, I certainly would not admit to something I was not guilty of or that might be subject to interpretation. So, I guess...

There is some selection bias going on here. You're not likely to hear about the check rides that go as scheduled.

Keep in mind that the "normal" traffic pattern you are used to at a non-towered (I didn't say "uncontrolled") airport will most likely not be the pattern you are directed to fly. This means that some of the references you use to establish your descent will be absent, e.g., reduce power abeam...

This is a serious commitment.

Remember that book fuel consumption numbers are for a properly leaned engine. I get the impression that many instructors don't spend much time on this, or actively discourage leaning. Not leaning could lead to an unpleasant surprise. Of course you should always build in a safety margin in...

For one who flies less that 100 hrs/year, FltPlanGo works for me. It's free.

FltPlan.com does it for me. None of the services integrate skewT/logP, which is a shame.

Good video, reminds me of many summer flights across the SE United States. Flights like that are when a Stormscope/StrikeFinder are worth their weight in gold. Real time and shows where the bad stuff is. The advice to fly below the buildups, while sound, makes for miserable flying in that...

Whether you agree or not, 91.13, "careless or reckless" covers it.

It's said that there's no such thing as a stupid question. I think we've found the exception.

Sounds like a young CFI with some book learnin' and not much experience. Slipping away from a crosswind? Crazy.

You need to be able to be flexible. Years ago, flying into CHS, a joint civilian/AFB, in a 172, I was told to slow down for a flight of two F106's to land before me, then moments later "maximum speed for a flight of four C141's". Flying into busier airports you should be capable of responding...

The ripples of 9/11/2001 extend far. Sad.

There's been some bad-mouthing of partnerships so I'd like to offer a contrary opinion. The keys to a good partnership are to know your partner(s) in terms of finanacial capability, intended use of the plane, and temperament (no my way or the highway personality, for example). Also, a good...

Handsome.

It's the royal "we".

My primary instructor also taught in taildraggers. He insisted on full-stall landings in the Cherokee 140. That training transitioned well when I started flying taildraggers. Pretend you're 3-pointing a taildragger.

I got my instrument rating in 1979. It was much easier then, before GPS. Even holds and NDB approaches were easier than mastering the buttonology of today's boxes and their many "gotchas". GPS is great and opens up many destinations with instrument approaches. The magenta line is wonderful...