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Thanks!

Does anyone have experience installing a 915iS? Specifically I have some wiring questions that I can't find answers to in the installation guide. Victor

It's definitely not "hard" to manage but what if, for example, a re-tractable gear aircraft had 3 separate buttons to control the gear? One for each gear. It's not hard to push 3 buttons instead of one but most of the time there's just one button/lever right? The manufacturers cleverly designed...

But if you just had 2 wing tanks shouldn't it be simpler? In the C150 I assume there's a left, right, both and off setting. Why not just "both" and "off"? You said the Cherokee has left/off/right. That seems overly complicated and adds more pilot workload and the possibility of having the...

I'm a sport pilot and all my time is in a Skycatcher so I've never had to deal with managing/balancing fuel between tanks. The C162 gives you "on" or "off". That's it. No "Left", "Right" etc. Pretty simple. I like that. So I watch this video: and the gist of the story is he had a ferry tank...

As part of your flight planning for a Bay Tour be sure to have a contingency plan in case you cannot get the Bravo transition. When things get busy your transition may be denied in one direction or the other. If you are transitioning from the south, an alternate is to head out over HAF and...

I am always drooling over the videos of cubs flying down a valley 30' above the river. It looks like a blast but I always wonder about being high enough that you're within gliding distance of a place to land if the engine crapped out. I realize that's not always practical but it does seem...

Creating a plane that can fly itself is not that difficult. The difficulty is in designing one which is proven to be safe under all conditions.

I suggest that the punishment for shining a laser at an airplane is to have a laser pointed at one of his/her eyes and turned on long enough to do damage. That might stop people from doing it. Brings a whole new meaning to the term eye for an eye.

For me it won't help unfortunately. I am a Sport Pilot and (as my wife regularly reminds me) I am lucky to be able to fly at all. I had hopes that the FAA's own proposal would allow me to fly something with a gross weight higher than 1320 lbs. Just 150 pounds would help immensely. I'd like...

Boston John used the the phrases all the time.... https://m.youtube.com/watch?v=TMhZkNwOzA8

Re: Will the watered down version of PBOR2 still probably would kill LSA and Sport Pi I'm disappointed with the changes to PBOR2. Personally I can't get a medical and frustrated as hell with the 1320 lb weight limit. I can live with no flying at night, staying below 10,000 ft etc but the...

During my checkride the DPE said "I can tell you're a glider pilot because you actually USE the rudder". Coordinated flight is more critical in gliders because efficiency is everything when you're trying to stay up. One advantage that glider pilots have is we tend to be more aware of...

I recommend going up with an instructor and covering up the airspeed indicator and then land 10 times in a row without it. You'll quickly learn that if the nose is pointed down towards the spot on the runway where you want to touch down the plane will not stall if you're correctly using...

2.6 hrs. 1.2 with an instructor to erase a bad landing habit and 1.4 for a SF Bay tour with my uncle who is 75 years old and has never been in a small plane before. Not sure he was expecting something quite as small as a 162. Weather was perfect though. The Golden Gate Bridge was amazing.

I may be misunderstanding what your instructor meant by the term "bad approach" but if he meant you were not achieving a stable approach then maybe you should be going around rather than trying to "save" it. I agree though that determining exactly what you need to improve on is crucial to...

Wow. Thanks for sharing pics of your babies! Someday I will have my own to love and dump money into :) Victor

I develop avionics software for a living and the difference between certified and non-certified software from a development cost perspective is astronomical. The industry standard process is defined by DO-178 and the amount of effort it takes to develop software to that standard is amazingly...

I stand corrected. Thanks for the clarification.

Class A - Need IFR clearance Class B - VFR if explicitly cleared to enter the airspace. You must hear something like "cleared into Bravo..." Class C - You need to establish 2-way communication. The controller must acknowledge with your callsign. As Shawn says if the tower says "standby"...