Recent content by \__[Ô]__/

I'm surprised it made it to 500' before moving. I did this once and as soon as the engine started, it got blown of the cowl. Everyone in the plane saw it, including the plane's owner (not a pilot). I knew what happened immediately, but he saw what appeared to be a piece of his plane come flying...

That may not be a great answer on their part. But you appear to be taking their lack of explaination as proof that their position is wrong. That logic is as flawed as theirs. That sounds great to say. If you get your CFI, suspect you'll learn a lot from your first students.

Have you ever had a CFI tell you not to do touch and gos or not to do full flap slips in a 172? Did you ask them why?

I'm not going to take a position either way in this thread. But I am going guess based on this post that you're not a CFI?

Stop the train before the earthquake fills the tunnel. Still potentially left with having to dig people out if the tunnels collapse, but that gives a chance to save people if the tunnels don't hold up.

That was my assumption as to what happened (and I'd argue it shows a lack of common sense by the DPE) until the poster said he saved money and time the way he did it. There are significant differences between doing ASEL then AMEL vs. AMEL then ASEL. The AMEL then ASEL route tends to be the more...

I'm aware of both of those scenarios. The first (already having multi commercial) is not what was described. For the second, I know people do the checkride in two planes. However, I'm unaware of any exception that allows one of those planes to be of a different category and class than you're...

Was this in reply to me? If so, I read it in the commercial pilot ACS (and the PTS before that). The plane you use for the checkride needs to be the same category and class (and type, if applicable) that you are applying for... Perhaps there's a combined single/multi process I'm unaware of? If...

I'm confused. As far as I know, you can't demonstrate the complex part of the single engine checkride in a multi. What am I missing?

I'm of course not going to argue that a pilot can't exercise emergency authority when deemed appropriate. Two questions, out of curiosity: Would you consider lost comms in IMC to always require using emergency authority? In a scenario where you consider lost comms to be an emergency requiring a...

Destination and class C were two different airports. Of course there is likely a conflict at some point. I don't know all the details of if/how going to the airport first makes that easier on him. I do know that he told me it does.

Yes. He said it would disrupt the flow of traffic into the main airport. edit: perhaps his opinion was specific to the case where not flying to the airport first would disrupt traffic. I didn't ask.

"Pilot failed to follow regulations and instead deviated into the approach path of an international airport. As a result all inbound traffic was diverted in order to maintain separation." Sounds like a pretty compelling pilot deviation to me. As far as an NTSB hearing: I think a plane deviating...

I was told by a supervisor at the local class C that he absolutely expected the pilot to fly to the airport (because it was the clearance limit), then fly outbound to the IAF, and then proceed back to the airport via the approach. He indicated that he would be unhappy if anything else happened.

I could see this as a potential outcome (maybe not likely, but possible). I would think that having an un-commanded deployment of the chute is an airworthiness concern. A Cirrus owner I spoke with yesterday was thinking about this possibility as well.