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Pretty simple, really. After Private, Commercial, Instrument, Multi, then CFI. I notice you're talking "career." There's no better way to learn about General Aviation than to teach. My learning was accelerated when I started teaching. Students ask some pretty tough questions sometimes and you...

I read a short article about her. Sounds like she was a very active young lady. Condolences to her family and friends.

Friend of mine from Texas was on vacation travelled into New Jersey. Was pulled over and asked about any firearms in his car. Surprised at the trooper's question, he asked why did he ask. Trooper said he saw he had a Texas plate. LOL!!!

I can't think of a reason for my trips to be visible. Much less a public record to be made of them. To me tracking is tantamount to stalking. Isn't that illegal?

You can take the advice of some mechanics.....some you can not. Personally I don't take flight instruction from a mechanic. Use your own experience given the wx conditions in which you are flying.

Yes, 50 years ago. Have the results changed over time?

Ain't that just like an Irishman! (ahem)

The way I look at cowl flap operation is "monitor engine temp just like you do any other instrument." Mostly depends if you're operating in wintertime Alaska or summertime Imperial Valley.

Good documentation! Didn't know that.

Most times shock cooling will slip up on a pilot in a long drawn-out descent from altitude. Even during Summer. That's mainly when I watch the gauge closely and adjust cowl flaps as needed to maintain the temp I want.

Overcooling can stall an engine...kaput. Overheating can cause pre-ignition causing power loss or failure. Don't think you want that. Pay close attention to the eng temp/cyl temp gauge. In time you'll get to know the airplane's characteristics.

What does your POH/AFM say? Go by it. Mfg'r knows best due to thousands of hours of flt testing.

Agreed. Also a good look at the AFD is strongly advised if going into a strange field at night (as in Peapatch Peoria).

This has got my curiosity up. Think I'll try to find it in the reg's. Thanks.

Just wondering. Local news channel said the Cockpit Voice recorder was recovered intact, but the airplane purportedly didn't have a Flight Data Recorder onboard. Don't know what the reg's say when to have one or the other or both. Anybody up on stuff like this?

Also, I can understand how the right engine was POSSIBLY misidentified as being the bad engine and left rudder and aileron was applied. That would account for the airplane's radical left turn. No time to correct at that altitude and 105-110kias. Anybody's guess at this point. Condolences to the...

Never heard of ANY auto feather feature also reducing power on the good engine. That's crazy!

Very good point(s)! Hmmmmm

Best thing for you to do is just suck it up, do the flight maneuvers and go home with your reinstatement.