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The retract is the problem. It's top (119kts) and cruise (108kts) speeds are okay... Also, it's gross weight 780lbs, stall speed (37kts) are okay. It has a 19k ceiling, far above sport pilot 10k limit, but that is allowed as long as the plane is not flown above 10k.

The FD C4 is getting EASA certification under CS-23 rule not waiting for the FAA. https://www.eaa.org/en/airventure/eaa-airventure-news-and-multimedia/eaa-airventure-news/2015-eaa-airventure-oshkosh/07-24-2015-flight-design-breaks-new-ground-with-c4-certification-approach The plane will be...

http://www.avweb.com/avwebflash/news/NTSB-GA-Fatalities-Up-Slightly-in-2014-224670-1.html

Usually if they clear you for short final they will say 'short final approved'.... A 'shortened runway' means the full length of the runway is not available (usually maintenance or construction going on). They want to you land and exit as short and as soon as able. The 'square base to final'...

You may want to check out the WACO. It's a high performance bi-wing. http://www.wacoaircraft.com/ And oh by the way, from the second world war on, all combat aircraft are low wing. I doubt the guys that flew and fly them today would be considered pu**sys.

The instruction is a reminder not to turn short base or go wide. They wanted a standard downwind and enter base leg at a 45 to the end of the runway with a standard turn to final lined up on the runway...the way we were all trained but rarely do anymore because it's tedious and takes longer.

Consider aircraft are handmade and very small volumes. There is no economy of scale or automation in building them. You will likely not see a medium performance 4-seater cheaper than $200k new. Compare 30 or 40 year old Cessnas and Pipers to a new plane is a tedious debate that always leads...

GPS is reliable, powerful, and standard on all new aircraft...like the Cirrus SR22, Piper and Cessna products. VOR/ILS is being phased out, like LORAN and large painted arrows on the ground from the past.

Maybe. So he either calls for fuel, or goes to self-serve and puts it in.

The real discussion should be why his 'ex' CFI is snooping into his current flights. He was PIC on the flight, not the CFI. If/when the CFI gets a job with the FAA, maybe it will matter more at that point.

I have been flying with ADS-B in/out for 1.5 years. ATC doesn't care...but we in the plane do. ATC still gives traffic advisories...about half the time we can already see the traffic on ADS-B. We also see traffic when flying squawk 1200 VFR enroute...which is an extra added benefit.

Consider you can get a new SLSA like a Flight Design CTLSi with fuel injection, an ECU, 120ktas cruise, 140ktas top end, Dynon Touch, Garmin touch nav, a parachute, 4gph burn at 90%, mogas or avgas, ADS-B, Autopilot for $160k. Soon, Flight Design will have their C4 which has a 150ktas cruise...

Re: My instructor nagged me because.. Who was PIC on the flight? You or your old CFI?

The C130 was taking off, not landing.

I refused to get on the runway due to wake turbulence (sitting on the runway waiting for wake turbulence to dissipate before taking off). I chose to hold short instead. The controller was fine with the decision...

The RV-12 has a Rotax 912ULS engine in the kit. The newest product is a factory built SLSA from the RV-12 kit. http://www.vansaircraft.com/public/rv12.htm Don't know which of the RVs are being counted at the airshow, but the RV LSA is becoming a very popular aircraft for Light Sport.

Here is a scary thought for you. I only flew with steam gauges for about two hours. The rest was in my own plane with Dynon glass and Garmin 796 WAAS/GPS for nav and EFB. After boarding the plane the DPE turned off the Garmin. The whole ride was via pilotage and dead-reckoning. After...

No matter how advanced the planes get the FAA still impedes the creation of new pilots by requiring very expensive and time-consuming training. And the aging baby boomers that created the spike in GA in the 70s are now too old to pass a medical exam...and on fixed incomes so they have no money...

The RVs are LSA...and so are most of the experimentals.

The Flight Design CTLS is 49 inches wide with gull wing doors. The plane is designed to accommodate tall people given the low seat and high ceiling. There is a cross beam than supports the wing (strutless wings) that may be in the line-of-sight for some dependent on seat position.