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i think you came out a winner. that expertise you drilled on will serve you well in your flying career......just don't forget it! :)

I told my company that i needed a comfort labrador retriever in order to keep working there or i just couldn't do it emotionally anymore. and that my labrador needed a comfort quail to retrieve. but the lab kept chasing the quail all over the office so they wouldn't let me anymore.

Get the checkride he needs and tell the examiner exactly what happened and what he did to make sure that never happens again. If the examiner thinks the guy is fudging or trying to hide it that will be a big red flag. The examiner might start asking himself what else the pilot is trying to hide.

That's a great chart, well done! Merry Christmas, Happy Holidays or whatever your particular season you celebrate to all of you.

Redtail, have you started ground school or are you going to do it yourself? I just started, bought a book and reading on my own.

There's no chivalry with glass cockpits! :D Go round dials or go home! :wink2:

But if you are on an IFR plan how does VFR minimums play into it?

Thank you Maybe Next Year, for sharing that with me. So what exactly IS a contact approach? Does that mean you have everything in sight so you can therefore scrap the rest of your IFR plan? You answered my question, but I think I have more questions as I read your response. Bear with me, I'm...

Reading more on approaches and the discussion in the book was about a Contact Approach. Says has to be pilot initiated, ATC will keep IFR traffic separation but pilot has to avoid obstructions. What I can't figure out is, when would you want to ask for one, when is that to your advantage...

What do you find is the most difficult procedure or aspect of IFR flying? I'm still in the ground school part of IFR, self-study, and alot of the material appears pretty complex to me, and so wanted to hear some feedback about what the pros think is the most difficult part of flying IFR. Thanks

I'm reading some IFR ground school and just finished a section talking about holding patterns. The books says ATC can assign you a holding pattern at any fix and they spell out the characteristics of the pattern and you fly it until further clearance. Has anyone ever had that happen to them...

I don't have the first clue as to what issue you all are talking about. Can I get inside the circle of trust? What's the problem with skyvector? I use them to rough out a flight plan before I put pencil to paper.

Would you mind sharing that scenario you put on the stickum?

Ok. I'm not trying to be a smart ass honestly....so when they say moving map they mean moving when you manually scroll it on the device...with FF anyway.

Oh so it's not a moving map? I was under the impression it was.

David I'm not sure I fully understand the ratio 9:1 and what it's a ratio of. Could you explain it a little more please? Thank you.

Yes, I used to do that too and after watching the military channel I realized I was probably a good candidate to fly the Stuka so I started working on my descent procedures....with an engine on of course :)

Gentlemen, this was marvelous discussion thank you. I had calculated in my head 300 fpm approx descent with engine out and 60 mph and since I fly in SE Texas estimating 500 elevation. So I was multiplying 300 x thousands of feet in the air minus 500 and 60 mph over the ground. But if 1,000 =...

What kind of data package do you have to get in order for your IPAD to stay connected in the plane? Would you mind sharing about how much that runs you per month?

I fly a 172 and would like to ask if anyone has a quick formula to share on how to determine glide distance and airborne time remaining in an engine out scenario? I roughed one out in my head but wondered if anyone has a good solution that works for them?