midlifeflyer

I tried to read up on this when a friend of mine acquired an airplane with an IFR GPS which was not connected to the OBS at all. I'm still confused but it seems that, from the FAA's perspective, so long as a CDI is available within certain visual angles, it can be the one in the unit. OTOH, you will find the AFMS limitations for some units specifically require an external CDI. So I think the answer is, "it depends."

"Technically" true but operationally insignificant in the US except for selection of alternate airports on an IFR flight plan.

Dunno. But FWIW, I've used the method in airplanes with constant speed props too. Engine mechanics is not my strong suit, but as far as I can tell, starving the engine still produces roughness, whether it be a substantial RPM drop or something less but still detectable. Most of the time, it's an airplane with an old fashioned single EGT but I've done a comparison out of curiosity in a few which have more extensive instrumentation, including G1000s with lean assist. Hardly a scientific sample but I haven't seen a huge difference. Similar EGT, similar fuel flow, and similar cool CHTs. Obv

Do you remember student pilot training when you leaned to engine rough and then enrichened until until smooth? That was lean of peak.

Ive done a few (not enough) Pilots n Paws flights with larger dogs. Pretty uniformly, they treat it like a car, hop right in, watch takeoff and landing, but otherwise curl up and go to sleep. Since the dogs are strangers, one thing I have is a tether which buckles into a seatbelt so they don't wander up front and get in the way.

There are a couple of differences. An interesting one I came across about two years ago was about ILS OR LOC approaches. In the Garmin database, they are listed separately. In the Jepp database (used by Garmin) only the ILS is available. Obviously, you can fly the LOC if you have the ILS in the Jepp, except for one thing - no LOC only step down fixes. It's mostly a training issue if you want to use the LOC for an nonprecision approach for a checkride or IPC. But it may also have significance when there's a NOTAM that "GS is OTS."

If you are comfortable in the Apple/Foreflight ecosystem and there isn't any real reason to go to Android for a phone, I'd stuck with Apple. I have Foreflight on an iPad but my phone is (and will probably always be) Android. iFlyGPS is my pay-for backup. Best there is on Android, hands down (and it's multi-platform). For free backup, might as well go with the free FltPlan Go! I know some folks love Avare but I've never been a fan,

Go to Settings |It's in the same place but the new format is not mobile friendly. Here's two things to try. 1. See if landscape mode works (it does in my Mini, but I have not tried in on a phone). 2. Go to Settings | Safari | Zoom Level and bring it down to 75% or smaller. You'll barely be able to read anything but at least you can log in before you change it back. but yes, the "improvements" make the site virtually useless on a mobile device. It not only affects login; also notifications, the ability to mark read... good thing no one uses mobile devices!

I'm pretty sure I said that in my earlier post on the method I used in Colorado for 20 years.

I guess the bottom line is, if you are planning to fly one, this is as good a time to do it as any. Here's my take: Instrument training is <20% aircraft control and >80% understanding procedures and rules. It is a best practice for instructors to focus on that 20% in the first few insrument lessons, including such things at standard power settings for different phases of flight - what combination of pitch and power and configuration will give me a 450 FPM descent at 90 knots? Learn the 20% well and you free yourself for the other 80%. Most of those standard power settings are

Here's a pretty good simplified version directly from the Advanced Pilot Seminars group Busch bases his article on... https://www.advancedpilot.com/course/download/TargetEGT.pdf

I didn't say "climb." I said I wanted manual confirmation that have best power for "takeoff." I should have been clearer. You are right about extended climb. The altitude and hence the requirements are changing and maintains target EGT is a bit better than guestmating. But I am not willing to bet on the numbers for takeoff at Key West automatically applying for takeoff at Leadville. I want to see it and feel it. I can be a Luddite about some things.

It's one of the improvements of the new interface. not joking. There's another thread discussing the issue. Apple mobile device users have an advantage - they can zoom out to make the regular words so tiny they are almost unreadable, but at least then they can see the notification, mark read, and other links.

Yes, 75% works on Safari on the Mini. I don't generally care one way or another about format changes. I even got use to the new Facebook browser interface is about 5 minutes . But I'm sorry, having to shrink the text by 25% just to be able to use basic forum functions (it applies to notifications, email, profile access too) on a tablet or a phone (no surprise the same issue is on my Samsung phone) is not an improved interface; if anything it's a regression to earlier times before handheld devices existed. I take it there's no "mobile" version of the site like in the early days. I'll stick wi

BTW, Busch et al tend to get very technical. The very best dow-to-earth discussion of LOP, ROP, and the Red Box is Martin Pauly's