Safety and Training
(Skip ahead to page 14 after you open the link.) This is a classic area of confusion, mostly arising from the distinction between serving as PIC and logging PIC. There are times when you may log PIC even though you are not acting as PIC and vice versa. This FAA Safety Briefing article does a nice job with the most commonly arising scenarios, including one I have encountered, but didn't know the answer to: Say I fly with a friend in his SOCATA Trinidad. I have no Trinidad time, and I'm not insured on his airplane, so he needs to be PIC, but suppose he let's me do all the en route flying. Can I log that?
This article is about practicing abnormal conditions arising from human factors. For example, we all train students in engine failures and no-flap landings, which arise as a result of equipment failure. We don't all train students to take off with the trim horribly mis-set, though it's a situation they may experience, and it would be better if they had tried is once (a) knowing it was coming and (b) with some supervision. I'd like to be better about doing more of this as an instructor. I've done all of these things, but many of them I didn't do intentionally.
Good story on how one thing leads to another, which leads to low fuel emergency. Carry more fuel than you need, and take your diversion early.
This is written for the aircraft owner, but I actually think it's really interesting as a renter. Mike discusses what can be discerned about engine health from looking at the oil and oil consumption. You can get more out of this as an owner, but as a renter, you have less information about the health of an engine, so what you can glean from looking at the oil is more interesting.