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You're right- just not sure how conscientious some of these places are about fuel- I might know that I only need x-amount of gas, but their line guy might not, and despite mentioning that I'm larger not sure if they'd remember and just fill up the tanks. Its all a moot point now, found a...

Number of spins- not sure; full fuel- just playing worst-case scenario.

Yeah- that's what I thought too. The empty weight for one of the Citabrias I was looking at, according to the W&B sheet posted, was just under 1350 pounds. I guess this one is a bit heavier.

...and at the risk of the same rant, I've been told (and agree), that most Cub/Champ/T-craft training flights are also never under gross for the same reasons, and fortunately none of these airplanes are all that particular about being slightly over weight. Although I'm not endorsing it, the...

Great question- yes, you can do spins without any endorsement at all. However, when you meet with the DPE for your CFI checkride he/she will need to see an endorsement from an instructor that you've completed formal training in spins in alignment with the requirements for the initial CFI. At...

Hi all- I have a little conundrum. I'm a very tall, 215 pound, CFI candidate that needs a spin endorsement. The school where I rent and take instruction doesn't offer spin instruction, so I've called a couple other flight schools. Both schools agreed that my size is no issue and I can complete...

Thanks! Seems I remember the clocks in the 1960s/1970s era Cessnas I’ve flown having the word “electric” printed on the front, like the Borg images I found online- and yep, the clock in the Cherokee functioned exactly like the instructions on the Waltham website... so I’m guessing it really was...

I’m not sure where to post this one- it’s kind of arcane, so here it goes: Today while riding in my flight schools 1973 Cherokee 140 while it was towed to the pumps I started playing with the clock. In all my time flying I admit having never looked at, nor bothered to tinker with the original...

Good point- it didn’t occur to me that the clearance would be simpler anyway...

Yeah- I think that’s more in the spirit of what I’m used to, except I’m used to making two calls- one to get the full clearance (before starting up and taxing), and a second for release right when I’m ready to go (at the hold short line, runup complete). The second call is my release, with the...

Class G under class E starting at 700’, within 10 NM of the outermost boundary a major class B terminal area.

I’d certainly let the controller on the ground who gave me my clearance known that I’d prefer to depart VFR and activate my IFR when airborne- in response to their question “how would you like your release”. It’s just I can’t seem to find anyone online who mentions this as an option. It seems so...

Hi all- just a quick question about departing IFR from uncontrolled airports. As a low time IFR pilot, the few times I've departed IFR from an uncontrolled airport I picked up my clearance on the ground via my cell phone from the local TRACON, usually while sitting in the airplane just before...

Duh- I should have know that. Thank you!!!

Hi all- this may be a silly question, but how do you identify the VDP when flying an RNAV approach? For LOC approaches this is simply a DME value, but what about on an RNAV approach? The approach plates give the VDP location in NM from the end of the runway, but where on a typical GPS would I...