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True. Dancing isn't a great idea. Precise, small-ish, timely movements are the way to go, but most students are a half-second behind, only reacting to what they have every-so-late perceived, and this leads to Pilot-induced-oscillations, or PIOs as we call them.

Sometimes I think it would be fun to host a tailwheel instructors gathering. Maybe I should put one together somewhere here in Dallas.

They look cool enough from the right angle... I'm thinking four little probes off the front (ALA F-117) and a ghostish looking bat symbol somewhere on it along with monocolor USAF markings and it would a pretty cool ride.

I teach three points first because of the law of primacy. If I'm in trouble, I'm more likely to three-point than wheel land, so, I disagree with the style of teaching. That's a personal preference deal, but I think it's important. Another reason for this is that you can often "salvage" a botched...

Carb icing would be one way for the engine to be out without fuel. A little odd, though. Guess the NTSB will have an idea.

I don’t think so. I’ve got a student that has a Tri-Pacer and they are great little aircraft with pretty rugged gear. That said, they come down fairly steeply and if a person panicked a bit and didn’t keep enough speed margin, they might run out of margin to get the nose up. That nose gear is...

Twin Beech? C-47?

Doesn't matter which side of the aisle you're on, this is funny.

Lol, somebody forgot to check the graphics!

Speaking of knives, there's a new multi-tool out that looks very, very promising, that does NOT have a blade and should be fully TSA-compliant for those of us that would like to carry something rather than nothing when we have to travel by airliner. I would have loved to have had this option on...

Food for thought: If you ever have an engine out you may need to combine the two techniques.

So, I have some thoughts on that. I've been in the industry for over 20 years and yes, I've heard of certified engines failing in their infancy, but of the ones I'm aware of, it's generally a situation like a mis-installed oil line, or some other part, a badly-executed break-in, or a specific...

Thread drift.

I think I’ve been specifically asked to help with one of my multi tools or knives three times of church in the last two years. Maybe that’s because I am the oddball and other people don’t carry them, but Nobody acted like it was weird.

As a pilot, I use the tools on the Leatherman and the Swiss Army far more often than the knife portion, but the knife has many non-weapon uses such as opening mail, cutting tape for boxes, and more.

I usually have a Swiss Army in the pocket AND a Leatherman Charge on the belt at a minimum, (often a folder, too) and frankly, couldn’t care less if anyone thinks it’s weird or not. The real question I have from the OP is about losing the knives. Like, how do you not anticipate where there will...

It’ll cost you everything if you don’t address it correctly and don’t have the flying skills and judgment to deal with the failure mode.

Aircraft Spruce sent out an email about that today, announcing the acquisition.

You also have landing weight limits. You might have to fly for several hours anyway to be able to safely land - and you've got a damaged landing gear anyway, so landing with a LOT less fuel might be a lot less stress on the landing gear than immediately turning around and dumping fuel to get it...

Which location are you more familiar with, which has the better winds / weather, who's firefighting crews do you prefer, and where will the aircraft get the better maintenance after the landing? Lots to consider.