Recent content by Jereme Carne

Awesome explanation. I do know that when I have tried to spin a "trainer" you pretty much have to force it. So flying my RV through many spins was cool because that baby behaves a bit different and will stay in it! It also has a spin quality where the elevators float up and force the stick...

Great video! Love the Sporty’s stuff. Used them for my instrument and commercial. Here is another awesome spins video.

Thanks for the replies guys. I feel very ready and comfortable in recognizing spins, teaching them and recovery. If we start getting into advanced aerodynamics involving spins I’m betting it would be a different story for most of us, including myself. Don’t really know how deep to go with the...

Maybe some of you more experienced acro/ CFI guys could help me understand something. Everyone always says "go out and get good spin training for your CFI endorsement". Okay but what does include? I went up with my CFI in the RV-7A I built and we did quite a few spins and explored things a...

Sorry for the confusion. By denied a clearance I have never been denied a pop-up, been denied picking up in the air, or been given any long waits for a release (should have worded it different); but like I mentioned I fly in remote areas where separation isn't much of an issue for atc. All of...

It's an IFR affair where I live. lol I do love night flying but the thought of losing the engine at night... not a welcome thought.

I have definitely sat on the ramp on commercial flights before. Probably for the reasons you mentioned. I just wondered if us GA pilots were the only ones having the issue or not as I'm not that familiar with the 121 world and they seem to have less of an issue (at least from my perspective)...

Just took and passed my Commercial checkride 2 weeks ago. I will say the instrument added more value to my flying skills but I was surprised that the commercial maneuvers did in fact make me a better stick and rudder pilot. Pretty much all of the performance maneuvers are about control...

This conversation brings up a question; why is it only us GA pilots having this conversation? Do 135 or 121 operators get preference? Do they never have issues because it's in the system well in advance? I have never had an issue with getting a clearance but then again I don't fly out of LAX...

Thanks for the clarifications and knowledge.

I'm going to have to disagree with you on this. While it does list those things it also lists FARs required to be met and sometimes has required equipment listed within the document as well.

Not disagreeing in this case after seeing the TCDS. However, not all TCDS documents read the same so I was merely saying to check it first before going to 91.205. Many people forget that the TCDS needs to be checked as well. P.S. 23.1351 (which is in the TCDS) has some pretty specific...

Have you looked up the TCDS yet? I doubt there is an MEL for that aircraft so a TCDS needs to be checked on the FAA website before heading to 91.205. I would help a brother out but their website appears down right now.

Yep I'm with Salty on this one. I can confirm that at runup RPM the MAP does in fact increase a bit but that is different. Been awhile since I have done an inflight mag check but I don't think the MAP is going to change much if at all. The EGTs on the otherhand...

True, not disagreeing with you, but any PPL applicant should at some point wonder things like, "hmmm, can I get out of a spin if I ended up in one?" or "hmmm, why do so many people die from XYZ, maybe I should learn how to not end up there" etc.