Ronald Levy

Hey everyone!

I searched through the forums here and didn't find anything recent, so I thought I'd ask to see what recommendations everyone has.  I'm looking to replace my existing tablet with a new one for Garmin Pilot. Trouble is, it appears in 2021, Apple/Samsung are only making these gigantic monstrosities of tablets. Currently I'm using a Samsung TAB S2 which measures 8" x 5.5" with a rugged hard case installed.  I usually mount it on the windscreen just forward of the A-pillar in a Cessna 172.  It's out of the way and easily accessible. Pretty managable.

I've looked at newer Samsung models and iPads.  They're just huge.  Especially when you have to add the measurements of a case and/or mount. The smallest I could find so far was the Samsung Tab A7 which measures an insane 10" x 6.5".  I'm wanting to transition to a yoke mount as I'm working on my instrument rating, but I just don't see how in the world I'll mount something that size anywhere in the cabin and not have it blocking instruments, large sections of window, or yoke movement.

I know the iPad Mini is out there, but it's already 2 years old, and I don't want to invest in old tech.

Anyway, it seems the era of 8" screens on tablets are gone, so I'm wondering what recommendations folks have, even if it means creative ways to mount a tablet of that size.

Thanks, everyone!
Alan

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Hey everyone!

I searched through the forums here and didn't find anything recent, so I thought I'd ask to see what recommendations everyone has.  I'm looking to replace my existing tablet with a new one for Garmin Pilot. Trouble is, it appears in 2021, Apple/Samsung are only making these gigantic monstrosities of tablets. Currently I'm using a Samsung TAB S2 which measures 8" x 5.5" with a rugged hard case installed.  I usually mount it on the windscreen just forward of ... more

Hello follow members. I'm new to this site as well as learning to fly. Having recently retired I'm moving forward on a dream I had little time for in my working life. Now, free of the day to day grind this old dog wants to learn a few new tricks. As of this point I have a grand total of 4 whole flight hours, impressive I know. I maybe wanting to move to quickly but I have been plowing the web for aircraft to buy. While I know generally you get what you pay for I still need to keep things within limits my wife can live with. That being say I have been looking at Pipers Arrows and Archers, Cessna 172's but mostly Mooney M20's. As for price I'm holding the line of 80K or less. What I'd like is to pick some of the brain power of those who know the real processes of pre-purchase inspection, purchase processes cost of ownership. Ideally I'd like to buy an IFR Cert. and update cockpit and ready to fly. While that's my wish list I'm realistic enough to know my price point makes that tough to attain. 

So, if any of you would be willing to set this old dog on the correct track with some imparted wisdom, I'd be ever so thank full

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Hello follow members. I'm new to this site as well as learning to fly. Having recently retired I'm moving forward on a dream I had little time for in my working life. Now, free of the day to day grind this old dog wants to learn a few new tricks. As of this point I have a grand total of 4 whole flight hours, impressive I know. I maybe wanting to move to quickly but I have been plowing the web for aircraft to buy. While I know generally you get what you pay for I still need to keep things ... more

Hello. I hope you all are having a wonderful day. I was just wondering how one becomes a Sport Pilot. Since I have a passion for aviation and flying and eventually want to get my PPL. Though due to medication I am on for ADHD that is prohibited by the FAA I am currently eligible to get a PPL. My understanding of being a sport pilot is that I would be limited in hours of flight. Also, that does not require a medical certificate which is my biggest hurdle at this time. Any advice would be much appreciated. Thank you to all of those that take the time to read this and or respond with advice. 

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Hello. I hope you all are having a wonderful day. I was just wondering how one becomes a Sport Pilot. Since I have a passion for aviation and flying and eventually want to get my PPL. Though due to medication I am on for ADHD that is prohibited by the FAA I am currently eligible to get a PPL. My understanding of being a sport pilot is that I would be limited in hours of flight. Also, that does not require a medical certificate which is my biggest hurdle at this time. Any advice would be ... more

If you recall from a post back in September of 2020, I knew it would be a hell of a road to get a third class medical certificate, and so I opted to go the BasicMed route.  Thus far it's great.  I'm flying, I'm soloed, and I'm happy, but I'm thinking I might want to eventually try to get a new medical, possibly even a second class.  To be clear, I have no desire to be an airline pilot, and I'm way too old (41) to even consider starting down that road, but it would be nice to be able to fly into Canada, fly a Saratoga without an STC, and get away from some of the other BasicMed limitations.  I'm wondering, based on my history, if there's any way I could do so without being required to take SSRIs.  I suspect the answer is no, but I figured I'd check anyway.

I have a relatively moderate psych history with anxiety disorder and ADHD.  I have never made any suicide attempts at all.  I've had panic attacks back in the early 2000s, but I haven't had any of those in a long time.  I have also had generalized anxiety disorder with a rule out diagnosis of OCD (NOT OCPD!)  I had an eating disorder not otherwise specified as well.  I have no history of depression, bipolar, or any of the other automatically disqualifying conditions at all.  I've been on psych meds thrice.  The first time was in the early 2000s when I was on Celexa (which didn't work), Buspar (which I don't know if it did anything), Valium, and then I got switched from the Celexa to Effexor XR, which worked remarkably well but was banned by the FAA.  I got my original medical before I had any of these problems, but because of these problems I grounded myself, and I had been off the meds for a couple years before applying for my second medical back in 2004, and I went through a rather rigorous neuropsych exam that was all sorts of fun.  Ultimately, the FAA cleared me without an SI, which surprised me a bit, but hey, I'll take it.  That medical expired in 2007.  Around 2009, the EDNOS issue popped up, and I treated with Prozac for that for several months, but the Prozac had a tendency to cause chemical burns in my esophagus, probably due to either reflux or issues with swallowing the capsule (the latter is what the doctor thought to be most likely).  Additionally, Prozac helped, but the side effects were intolerable and left me sleep-deprived and practically impotent.  It was simply not a workable solution.  So it was discontinued, and the condition resolved itself in relatively short order.

Fast forward to 2018, when I had some issues with possible OCD and additional generalized anxiety disorder.  I tried to deal with them on my own, but I ultimately felt it was better to get treatment before it spiraled out of control, which it was headed far in that direction.  As a result, I was in and have been in psychotherapy with a psychologist since that time.  However, additionally, my psychiatrist prescribed me Effexor XR (which I know is actually an SNRI) and Valium for about 2.5 years while I worked through the issues.  With my psychiatrist's approval, I discontinued the Effexor XR and Valium back in August of 2020 and have been free of them since.  The Effexor XR worked perfectly, and the side effects were minimal, but again, the FAA, in its infinite wisdom (HEAVY sarcasm) has seen fit to declare it an off-limits drug, despite it being safe, effective, and on the market for over 20 years.  I want to make it very clear that I do not lack insight into my condition.  I realize it could come back again, and if it does, then I will probably just ground myself until it's gone again or go back to BasicMed on Effexor XR while waiting for the rest of my life for the FAA to approve it.

I think I already know the answer to this question, but the question is, is there any way, assuming an otherwise favorable HIMS evaluation and favorable reports from my psychiatrist and therapist, that I could ever hope to get a medical certificate again without being on SSRIs?  It seems, based on what I'm reading, that the FAA has no understanding of the difference between recurrent chronic and recurrent non-chronic conditions, or if they do, they don't care to distinguish between them. As an physical analogy, if I'm correct, their reasoning seems to be that if you have recurrent back pain, you should take pain meds every day for the rest of your life because it might come back.  To be clear, I'm not ever going to go the SSRI route with the four approved meds.  One did nothing whatsoever (which might be a good thing, considering the effects the Prozac had), the other I took was of limited usefulness and had horrendous side effects, and from what I hear, the other two are worse for side effects than Prozac.  Nobody could pay me to go through that nightmare again.  So unless and until the FAA approves Effexor XR (which I've been told might not happen even in 100 years), if taking an SSRI is going to be required, I'm going to stick with BasicMed and just eat the limitations on the aircraft I can fly and never fly into Canada (which sucks, because I live on the border).  Any input would be appreciated.

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If you recall from a post back in September of 2020, I knew it would be a hell of a road to get a third class medical certificate, and so I opted to go the BasicMed route.  Thus far it's great.  I'm flying, I'm soloed, and I'm happy, but I'm thinking I might want to eventually try to get a new medical, possibly even a second class.  To be clear, I have no desire to be an airline pilot, and I'm way too old (41) to even consider starting down that road, but it would be nice to be able to fly ... more

AOPA’s Pilot Information Center receives regulations and privileges questions daily. Recently, a caller had two scenarios to discuss. By the way they were asked, I gathered these were just “what if’s?” and not an actual situation. However, they are interesting and after reviewing, if you have any evidence to point to, please respond and discuss or offer.

Student pilots have many specific endorsements an instructor can add to their logbook for any number of privileges. Otherwise, FAR 61.31(d)(2) and endorsement A.72 on page A-19 of AC 61.65H allow a pilot to fly solo as PIC in an aircraft for which they are not rated. Here are the two recently presented scenarios:
 

1. A private SEL pilot is training for a rotorcraft rating in a Robinson R-22 and he holds the endorsement to solo. On flight test day, he flies the 20 miles from ABC to XYZ to meet the examiner. He fails the flight test. Is there any FAA regulation or guidance that would prohibit him from flying back home to ABC? Other than a failed flight test, nothing has changed and all is the same as when he left.

 

2. Student pilot at ABC flies the 20 miles to XYZ. He has the 25-mile endorsement to visit another airport and is otherwise completely legal to make the flight. He, too, tests and fails. Is there any FAA regulation or guidance that would prohibit him from flying back home to ABC? Other than a failed flight test, nothing has changed and all is the same as when he left.

There is no negative guidance in FSIMS - https://fsims.faa.gov/PICDetail.aspx?docId=8900.1,Vol.5,Ch1,Sec6
The 8060-5 only indicates that performance was unsatisfactory for the issuance of the certificate or rating sought. What you had regarding pilot credentials when you arrived, is exactly the same you have when you leave – you gained nothing, but lost nothing.

Commentary is always welcome.
 

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AOPA’s Pilot Information Center receives regulations and privileges questions daily. Recently, a caller had two scenarios to discuss. By the way they were asked, I gathered these were just “what if’s?” and not an actual situation. However, they are interesting and after reviewing, if you have any evidence to point to, please respond and discuss or offer.

Student pilots have many specific endorsements an instructor can add to their logbook for any number of ...

more

I have an expired CFI with Airplane Single And Multiengine, and Instrument Airplane ratings. Issued in 1977.
In reading CFR Part 61, 5-502 it says:

5-502    REINSTATEMENT. A holder of an expired flight instructor certificate issued after November 1, 1975, may have all ratings reinstated by accomplishing a flight instructor additional rating practical test. If appropriate, for an additional flight instructor rating, an aeronautical knowledge test may be required (refer to § 61.183(f)).

Does this mean that I could have my flight instructor certificate with all the ratings reinstated by just doing the practical test? Would the flight test have to be in a multi-engine plane or include all the items in the CFII flight test guide in order to reinstate these ratings?
 

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I have an expired CFI with Airplane Single And Multiengine, and Instrument Airplane ratings. Issued in 1977.
In reading CFR Part 61, 5-502 it says:

5-502    REINSTATEMENT.  A holder of an expired flight instructor certificate issued after November 1, 1975, may have all ratings reinstated by accomplishing a flight instructor additional rating practical test. If appropriate, for an additional flight instructor rating, an aeronautical knowledge test may be ...

more

After a lot of searching I can't believe how hard it has been to find an answer to what should be a simple question.  How do you conduct the annual ELT inspection and how do you log it.  According to 91.207, all I have to do is remove an access plate (permitted by Part 43, App A), and to comply with 91.207(d):

1. verify proper installation
2.  inspect for battery corrosion (and observe battery label for expiration)
3. operate the controls and activate crash sensor (set to TX and set to Arm)
4. verify operation by monitoring 121.5 for a signal (1975 Grumman Cheetah).

And as the Owner/operator, I make the log book entry.  What am I missing here?

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After a lot of searching I can't believe how hard it has been to find an answer to what should be a simple question.  How do you conduct the annual ELT inspection and how do you log it.  According to 91.207, all I have to do is remove an access plate (permitted by Part 43, App A), and to comply with 91.207(d):

1. verify proper installation
2.  inspect for battery corrosion (and observe battery label for expiration)
3. operate the controls and activate crash sensor (set to TX and set to ...

more