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Ron: Slightly O/T, but to give you an idea of how backwards the gun laws are in NJ, they classify BB guns as de facto firearms. So it doesn't matter if oldboy was shooting cars with a BB gun or a .357 magnum. It also means that in order to purchase a BB pistol you would need to get a signoff...

Regarding ADF: When you do your instrument rating, do yourself a favor if you can, and train on an ADF. It will be way less confusing when that's over. You may never need to do an ADF approach, but if you like learning things, take the opportunity now because NDBs are quietly going extinct in...

Have chatted with him but not at length. Perhaps I am mistaken but I was under the impression that students don't graduate with 1000 hours even in the program, rather they are set up to get jobs where they can build up to 1000 hours. Is that not the case?

I'm dying to know who this is, but since I've not taken a Purdue AT course since the 90s, it may be someone else entirely that you're referring to. At least when they went full Cirrus they got rid of the remaining non-Arrow PA-28s and sold some of them to the FBO so we can rent and fly them now...

I do it because it's an option out here. In fact, if you look at a sectional for certain parts of Indiana, Illinois, and Ohio, it's almost unavoidable past a certain altitude. It's not exactly a bad problem to have.

Not a medical expert here, but I noted awhile back that the New York Times is not a peer-reviewed journal.

The biggest one that comes to mind is being able to see an airport beacon within glide range vs. not being able to.

Do you differentiate between doing it in an area where you can glide to a field vs. someplace like the mountains or overwater? I won't do LIFR at night.

I feel comfortable doing it if I am current. You need to plan what you're going to do and where you will divert to at any given point along the route, perhaps in a more detailed fashion than in the daytime/VFR. Specifically, keep airports within glide range along the route. It's relatively easy...

It's no big deal, just be more forthcoming on initial contact in the future with that facility. Don't take anything personally. You are going to be more aware of these little issues now, but when you get used to flying more it will seem less of a big deal and you may not even think of them.

Because we don't live on a completely flat, perfect sphere, it is impossible to predict how a given signal transmitted at a certain power level is going to attenuate, definitively, in all directions. The 40nm distance exists as a baseline minimum that you can follow. That doesn't mean your...

Don't worry about the landings. Those are the first things that will go (the finesse) when you get out of currency. It will improve (and come back if you stop for awhile).

If ATC uses the phrase "at pilot's discretion" in an altitude clearance then yes. Otherwise no. AIM 4-4-10.

I don't doubt it for a second. But in this case the dude was flying and apparently managed to land the plane. So you have to expect that he was way more lit when he took off than when he finished the flight and landed.

Are you sure that the BAC in the article isn't a typo? Because it seems like .27 would be a permanent death sentence, period.

The best mnemonic I have found is to memorize MOCA as having the asterisk next to it. That's the splat that your plane will make if you don't obey the MOCA. The "O" is for obstacle.

The NAV receiver derives azimuth information from detecting the phase angle between two signals, one of which is transmitted at different phase angles in the horizontal plane. If you are directly above the station, the receiver cannot adequately determine the phase relationship between the...

I was under the impression that in larger conventional gear airplanes, it is impossible to see directly ahead of you when taxiing regardless, meaning you need to develop the skills to know were you are pointed based on cues from each side. One example would be that one video where the guy was...

14 hours isn't crazy at all if you're crewing a strategic bomber in the 1950s.

Before the university here switched to Cirrus SR-20s for primary flight training there was the occasional student who would forget to switch tanks, declare an emergency and do a forced off-airport landing. I never want to show up in an NTSB report where the words "the [right/left] tank was...