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One of my daughters' school teachers asked her what I did for a living. She said, "Nothing, he's a pilot." I've tried to live up to that for going on 40 years now.

https://www.iac.org/aerobatic-flight-schools I don't have any personal experience with the school listed in San Diego. I can highly recommend CP Aviation in Santa Paula. It's but a short hop away from you.

Holding it on the ground past Vr is a poor practice and one that not all aircraft tolerate well. It's always best to just follow the procedures given in the POH or aircraft handbook.

My first flying job was flying air-tours from LAS to the Grand Canyon. I knew a couple of ATPs who had never seen the inside of a cloud. I've got mixed emotions with this - Do I think actual time is necessary? Absolutely and I've never signed off an instrument student without some. Do I...

That was then, this is now. How many guys nowadays have landed an MU-2 on an interstate highway because the helicopter couldn't get through? One of our guys did that. I know it wouldn't be tolerated now, but 30 years ago, yeah, it was done.

It's not quite so cut and dried. Let's say it's your wife/daughter/mother in the airplane and the ceiling is at 100' and vis is good underneath. There was an auto accident and they were critically injured and being transported to a regional trauma center. Along the way, your W/D/M goes into...

Losing an engine on approach isn't going to be an issue with Part 25 twin-jets and in most cases you'd simply adjust your ref speed and perhaps flaps and continue the approach. It's not something that would merit busting minimums for, just go missed then soldier on to your alternate. It's even...

Back when I was flying dedicated air ambulance in MU-2s, we regularly did stuff that required letters of explanation to the FAA afterwards. All it took was a letter from the controlling physician that there was an in flight medical emergency included with the letter to the FAA and that was...

That's just one of the advantages of corporate flying under Part 91. We actually got to train, not simply prep for the checkride.

I agree. With exception of the last one. It's pretty easy to come up with scenarios where the potential hazards of missing a particular approach are greater than the potential hazards of busting minimums and going for it. That's why we have made it a point to occasionally hand fly an approach...

These types of clearances are actually quite common and it something that we frequently run into. The revised clearance "should" cancel both the initial altitude and speed restrictions. However... experience has taught me that's it's probably wise to query the controller regarding the speed...

Recently retired corporate pilot. I'm still learning how not to do stupid things in airplanes. The funny thing about aviation is that the more you know and understand, the more you realize just how little you really know and understand. I guess that really means that I'm still just a student...

He knows all. :yes: You're early in your flying experience. Given time, you'll likely find, as most others have, that it doesn't really matter one way or another.

I've trained at both and I've instructed at both. When it comes to any flight training, it's all about the CFI. Period. It doesn't matter whether you select a Part 141 or Part 61 flight school, or use a "freelance" flight instructor - the quality of your training will be largely determined by...

What's a kneeboard? Seriously, forty years flying two-pilot airplanes and I've only seen one pilot use one. When you need to write something down a pad of large Post-It Notes or a pad of note paper is all you really need. Personally I like post it notes because you can stick them where you can...

The accident aircraft wasn't a 700, it was a 800A. I'm not typed in the Hawkers, but it is my understanding that the 800s have both a shaker and a pusher. I am typed in 5 bizjets and have over 10,000 hours in them. Based upon my experience flying Lears with both shakers and pushers, I just don't...

If I remember correctly, someone developed an STC to get rid of the T-tail but it never got any traction. My advise is to not look at the tail when you're doing stalls. :D

That was my experience in them as well. You can't simply let go of the controls and expect the airplane to pop out of the spin like you would in just about all 100 series Cessnas. Tramahawks require you to use "normal" spin recovery inputs, but that's a good thing.

Yes, all of that is true, but recovering from a stall in a jet is simply a matter of bumping up the power levers. With BOTH shakers and pushers, it's hard to see a crew letting things decay to the point that it became a factor. It just is. We'll see what the Feds have to say.

There are several towers out there. Granted, that's not what you'd expect to see if they were simply busting minimums - unless they had just struck something (tower?). The other possibilities/scenarios that come readily to mind are fuel exhaustion, but the fire would seem to indicate that there...