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Ill be flying to NYC in early December and my passenger wants to go to Teterboro. Ill be flying a VFR only 172 and am interested to hear if anybody here has ever done that. Coming from the Eastern Shore, what would be the best way to go about that? I'm a CFI but don't venture VFR near class B often.

While with a student doing pattern work in a 182RG, I ran the same procedure that I always do and quickly learned the error of my ways. We touched down, rolled out, set flaps back to 10, verified they were in transition, and powered up for the go. As we rotated and ran out of usable runway, I...

Demonstrated stalls. ...as in accelerated, secondary, and cross-controlled. Yes I have done stalls.

Having never had demonstrated stalls demonstrated to me, I am curious as to the configurations used in each; specifically in RG airplanes. Also for the secondary stall, do you add full power on the first recovery or do you just increase AOA again after the first stall with power off? And lastly...

I'm preparing for my CFI checkride and have a question about logging PIC time as a student. Let's say you have been endorsed for and completed your first solo flight and you and your CFI go out to the practice area to do manuevers. Can that dual time also be logged as PIC for the student pilot...

Regs state that no turns should be made prior to 400 feet. Its hard to believe they would have busted you for starting your turn at 700 feet. My guess is you were OK until you admitted you were not familiar with the procedure. :dunno: Oh well. Live and learn.

Shake it off and get back at it. It sounds like the examiner knows that you know your stuff. It's just a matter of checking off the boxes in the PTS. You'll be a private pilot in no time.

Someone I know just took them out himself out of a Beech Musketeer to make room for a couple of furry PilotsNPaws transports. He didn't even consider getting a new W&B done. Guess I shouldn't fly with that guy again.:wink2:

C'mon. Compared to the things I have seen on this board, that was cordial.

Is it safe to say she busted at this point?

Example: Hold west of the ABC vortac on the 250 radial, left turns. 1: Draw a compass rose. 2: Draw the ABC vortac in the middle of that compass rose. 3. Draw an arrow FROM the 250 direction TO the ABC vortac. 4. Complete the holding pattern shape with the arrow you drew. ( In this...

Plugs pulled. Plugs cleaned. Engine happy.

Same issue again today. Almost sounds as if its skipping somewhere. I'm thinking its a mag timing issue but its still odd that it is happening with both mags. Could someone who's 'in the know' explain to me what makes the H2AD setup different in that regard? I hear that there is a single point...

Aircraft is a 1977 172N with the H2AD engine that is past TBO. During the runup about a week ago, I get a very rough running left mag with about a 250 RPM drop. Conveniently, I had already decided not to fly due to runway conditions but I wanted to run the engine anyway because it had been...

Make sure you have easy access to approach plates at all airports that your examiner may have you use. The hardest part of the checkride for me was having three approaches at airports within 15 miles of each other. It gives you very little time to brief and prepare. Visualize hold entries...

Just be prepared for some pretty intense sideloading on your first few landings. The sight picture can play tricks on you.

Thanks for the responses. Follow-up question: Assume I have my cfi rating and own an airplane. If I allow an aspiring pilot to buy into my airplane, can I give him instruction in that airplane? If so, does my airplane now require the 100hr inspection? I'm sure the insurance rules vary by...

Checkride approaching. Would like clarification on a few possible scenario questions... 1: I own the airplane; a friend offers to pay me to take him to an airport 100NM away. Can I do it? 2: I rent the airplane; a friend offers to pay me to take him to an airport 100NM away. Can I...

Long story short, I've been spending a lot of time around the hangar with local mechanics to satisfy my curiosity about how things work. I always leave with more questions than answers. Anyway, this stuff gets me thinking about how different the systems are between the mighty skyhawks of the...

Thank you for clarifying. Follow up question- I am assuming my hours accrued training for the IR count as my 10 instrument training hours that are required for the commercial(as long as they are logged correctly). But do all of the 10 complex hours have to be on commercial maneuvers? Or can I...