I agree with Ahramin, most insurers don't know what they are looking for, so most anything you'll write will serve their purposes, but of course, if they specify something (number of hours, specific maneuvers) have the candidate do them, and state that they were satisfactorily accomplished when they...

Through this whole Covid thing, I've had no problem interacting with TC as I normally would. It might have taken an extra day or so, and sometimes I've heard the TC staff member's kids in the background, but no problems. Twice, I've had TC call me on their initiative, and inquire about how the Covid...

I knew a fellow who lost a leg below the knee (having earlier lost an eye), he got a PPL no problem in a standard C150, with just a funny bracket I made on the rudder pedal. He worked it out so he could work the toe brakes fine. Your friends aspiration for tail dragger and skis might introduce a bit...

Read the regs carefully, there are some odd exemptions related to spraying. I don't know if this would be one, but it might be worth doing the research...

misunderestimated

Is that like "It's getting less worse, more slowly?"

Take your time...... Allow everything to find harmony, rather than rushing it. Yes, some specific actions must be done without delay, but otherwise, wait the extra second, minute, day week to allow what you're trying to do to be in harmony with what the plane will do best, your navigation will do be...

Nobody thinks to ask why an AME can't answer a question about what work is legal for an AME to do? The notion crossed my mind briefly, however, the OP states that they come from an airline environment, and the work they propose could verge on being specialized maintenance, or a modification, so the...

Honestly, think very carefully before investing any time/money in old avionics. Would you ever use an ADF or VOR? (I haven't in 25 years for VFR only flying). If you feel you do need them, look for low cost sale units, there seem to be lots around, as people upgrade their panels. And, if you do spen...

the older Cessna 180/185 aircraft are like driving a sports car, and can get out of hand very quickly, whereas the 206 is more stable in both take off and landings. And in flight. Yes, I somewhat agree with this. I suppose it's a matter of whether you feel you'd like more agility at the expense of ...

Guess where I found this? Cessna manuals I agree, the data is in the Cessna manual, though presented as a Supplemental Inspection Document, which believe to not be mandatory on private airplanes. But, the SID provides helpful data, which the main Service Manual does not contain. Thus, it is a valua...

After a bit more digging, 'cause I got more curious, I have found in the Cessna SID for the 150 (1969 to 1976) the following corrosion repair criteria: (6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the part thickness) is Level 1 corrosion. Which I...

I have not had the need to wear a mask while flying. However, I wear one regularly for dusty workshop work. I agree that combining a mask and safety glasses results in fogged lenses. So yes, tape across the bridge of my nose. I find regular masking tape works perfectly fine. 'Probably looks dumb, bu...

Elsewhere, I made an observation about grammar in a post. The poster's choice of grammar was neither here nor there to the content, nor understanding of the post. Different people place different importance on the precision of their use of language. I accept that. For myself, I view my use of langua...

Thank you Dash8-400, I appreciate your courtesy. To each their own with the style of posting, I know that there is a new style, where whole words and precise grammar are less the focus. I still appreciate the effort of those who put the extra effort in to writing, just as they would put the effort t...

Two thoughts: Check the manuals there must be a pile of generic blended repairs for this section of spar. "The manuals" are not explicit, nor provide quantitative tolerance for this type of corrosion damage. I agree that the corrosion in the photo does not appear serious, and probably needs only cle...

There are students and there are pilots. ........ Students have fun. Pilots push their limits and trust their instructor. I see it differently. The minute that a pilot stops being a student, that pilot is at higher risk. To the original question, It depends what the offense is, as to who might be a...

I did it many years ago, and quite enjoyed it. Some number of FW hours are credited toward RW, though I don't recall how many (it's not as much as half). I did not enjoy flying the R22 (I know some people do, just not me), so I found a school with Schweizer 300's, which I loved. Sadly, the school so...

Oil can collect in a few places inside the engine (Continental starter adapters being one example) from which it won't all drain back to the sump - unless there's an unusual attitude/slip/G/turbulence bump. For half a quart, I wouldn't worry about it, you may find that it's relocated itself next tim...

The type certificate data sheet for the 180 specifies "spinner" 60 times on the certificate under propeller and propeller limits, and none of those references to spinner are to say that it's not required. Perhaps there is an STC approved propeller which does not require a spinner, or an STC to remov...

'Makes me think back to when I was checked out on the Bell 206 on floats. The float supplement for the helicopter actually said "avoid flight over land". The check pilot explained to me that an autorotation landing on floats on land would likely result in a rollover. I've only landed once floats on ...

I experimented again (factory C150M). At full power, 2700 RPM, carb heat cold, mixture rich = 53F, then carb heat hot = 71F, then peak lean = 77F. Reduce power to 2200 RPM, didn't touch anything else, carb air temp = 89F, repeated several times, same result. Then at 2200 RPM, carb heat hot, leaned m...

That is a very counter-intuitive result

Yes, though not so much if you're considering the induction air as "cooling" air - more air = more cool = more heat required to warm to deice.

Are you saying that the manual is incorrect or the manufacturers technique is not as effective as reducing power? Sadly, and with reluctance, I am. Yes, usually, I'm the person stating that the flight manual should be followed. If you were flying one of the two C 185's I STC approved with a carb, y...

even if working and used perfectly, will not provide sufficient heat to remove ice in conditions of heavy carb icing. I think the logic is that there is more moisture in each intake stroke of a 550 than in a 470 because the intake volume is greater, while the heat produced is not. This has been my ...

A few years ago I took a friend on a quick fuel run to Orillia. As we stood and enjoyed a nice day, a fellow finished fueling a 172 floatplane at the dock. He was a person of generous proportion. He then boarded two adults (who appeared to be husband and wife). It was a hot, still day. I did the men...