midlifeflyer

Apples (GPS) and oranges (ADS-. And far more apps support the Dual ADS-B receiver than the GDL-39. Stratus supported only by ForeFlight GDL39 supported only by Garmin Dual supported by FlyQ, WingX, Avilution, Naviator, plus a few apps that are little used or going away and more to come including FltPlan and AnywhereMap

That's funny (or not). Mine did the exact same thing, but waited about 3 years to do it. I ordered a Dual XGPS150A. I chose it because it works with my Android tablet also. Ordered it through Amazon and it should arrive tomorrow. Since I have a Stratus with my ForeFlight, I contemplated not bothering, but there are other location-based apps and Stratus only works with ForeFlight.

In addition to ForeFlight, I use WnBPro for weight and balance calculations and Sporty's E6B app for miscellaneous in-flight calculations And although not aviation dedicated, Notability is my in-flight note pad, Chronology prompts me to change tanks, and both are open on every flight. Goodreader stores POHs and other materials for quick reference.

I'm pleased to say I had a (very) small part in this one. I came across Ed's pdf and mp3 while searching for information on the Skew-T and offered to combine them into these two movies. I also joined Scott Dennestaedt's www.avwxworkshops.com, also mentioned, to get more in depth.

Going south and north from APA, you're going to get DENVER (whatever number is current); eastbound, some transition off of PLAINS. is common. Not much you can do about LARKS since they have to keep you high until clear of the mountains. ATC is used to dealing with pressurized aircraft capable of high descents rates on that one.

Most IFR GPS load them right up into the flight plan. As do some apps like ForeFlight.

I used a DUAT-generated flight plan for my instrument checkride with not a word of concern from my examiner. That was 22 years ago. I'm now a confirmed tablet user with a sticky note pad as the only paper I bring with me. My iPad backup is an Android tablet. The FAA insists you know how to dark-age navigate. Given that I heard the #1 reason for a wrong answer on the navigation questions on the multiple-guess knowledge test is the answer that gives the direction exactly opposite to the correct answer, not to mention CFIT with bells and whistles, I'm not sure that's such a bad idea. (Search: "Children of the Magenta")

PLAINS departure, Goodland Transition? Um... KBJC in Seattle??? When did they move Jeffco/Metro to Washington State?

You are more likely to get the exact same routing as the SID or STAR but without the benefit of having it nicely charted for you, than you are a re-route. Personally, I never quite understood "No SID no STAR." True, they are generally for the big iron but that just means we (low altitude piston singles) generally don't get them. And when we do, they tend in my experience to be routes, not altitudes. Given a choice between a charted route and the same route in longhand, I'll take the charted route every time.

Wow! I sure hope no one's actually been doing that training exercise once they got their private ticket! Oh, didn't your CFI tell you...? (Mini-rant: I've always thought CFIs not explaining this to their students was the #1 reason for not planning VFR flights). Personally, I've been using electronic flight planning since the early dial-up-by-modem DUAT days. I'm not sure how long ago that was, but I used a DUAT-generated flight plan on my instrument checkride in 1992. But yes, I do still plan flights on sectionals. But they're not paper. And paper's been gone fro my cockpit for about 2-1/2 years now (except for an emergency sticky note pad).

There is also a theory just beginning to take root in instructor circles that when we teach stalls we are actually teaching that stalls are ok and that we can alway recover from them easily and with no problem. That's not exactly the lesson we want.

Interesting. Like teejayevans I'd suspect most people getting into an inadvertent stall due to poor piloting technique("making the mistake of stalling the plane") would be doing other things wrong as well.

As Super Dave says, ask. It's really no different than if there wasn't a STAR. I've read a number of things suggesting that "descend via" is rarely used in the US and that STARs are primarily used here for course guidance with ATC handling the vertical.

§ 91.175 Takeoff and landing under IFR. (a) Instrument approaches to civil airports. Unless otherwise authorized by the FAA, when it is necessary to use an instrument approach to a civil airport, each person operating an aircraft must use a standard instrument approach procedure prescribed in part 97 of this chapter for that airport. This paragraph does not apply to United States military aircraft. Then follow all the limitations on when you can descend, etc. Note that unlike some other FAR 91.175 does not limit itself to IFR "in controlled airspace." It applies to both. The FAA already knows there are instrument approaches that terminate or have minimums in Class G.

As a plain vanilla Part 91 operator, if you have the required flight visibility, one of the required visual references for the intended runway and are continuously in a position to descend at a normal rate of descent, you may land. FLIGHT visibility, not GROUND visibility. What is 1800' flight visibility? Your guess is as good as mine but since an ILS runway has an aiming point marking 1,000' from the threshold and fixed distance markers every 500' you have some good clues.

Absolutely the best. For an excellent introduction, though check out these two YouTube videos. They are Parts 1 and 2 of a PowerPoint presentation. I came across the slides in Ed Williams site and thought they were so good that I offered to merge the slides and video into a self running movie. Weather in the Vertical Part 1 - http://youtu.be/2pMYkSwZp0g Weather in the Vertical Part 2 - http://youtu.be/SU_ecI-vcNY

"Ease of alignment" is a personal assumption by you that will not be shared by others. So-called "crab & kick" and "slip down final" are not different techniques. They are the ends of a continuum in which diffferent pilots will have different levels of comfort that may even change with the specific situation. The amount of flaps I use does not typically depend on whether there is a crosswind. Especially in a Mooney. I ony increase airspeed to deal with gust factors, not steady-state crosswinds. I always think it's fun to wait until the wind starts to blow you over before correcting for it — NOT! I much prefer to stay ahead of the airplane by transitioning during the rollout from xwind flight position to xwind taxi position. I'm not sure what you mean by this one. I use the amount of rudder that I need to maintain runway alignment, no more no less. How much do you turn the steering wheel of your car when you are hit by a strong side gust? Enough to keep in lane or enough to crash into the barrier? Don't see any reason to. FWIW, here's my FAQ on crosswind landings: http://midlifeflight.com/wordpress/flying-faq/faq-takeoffs-and-landings Don't spend too much time at the site; I'm transitioning to WordPress and things are a jumble. The FAQ file seems to be working though.

FltPlan.com seems to be the choice for Part 91 corporate and 135. Walk into an FBO that sees a lot of them and that's what you will see up on the computers most of the time by far. Accuracy is quite amazing. Two extra nice features are the suggested routes - based on actual recent ATC clearance between airport pairs - and advance notice of your expected clearance.

This is definitely a "talk to" event. If the problem persists, what does your group's operating agreement or rules say about it?

Interactive text checklists have existed for a while. If you fly with a 430/530, for example, you have one. I'm audio versions exist also. Good thing? Maybe. Maybe not. I've had friends who ran through them like a paper one but I'm not sure how you overall avoid it being a "do"" list where you read and do each item in sequence rather than a a briefing or flow-confirmation "did" list. I'm not sure I want to be behind the guy doing the 5-minute run-up.

I think it;s one of those ideas that sounds great but is actually prety limited. I always wonder how many people use the electronic checklists in their G1000s and other systems that have them available. Or how may pilots actually use one if they bought it for their phone or tablet. All the ones I've played with, even those that allow me to customize them, have been pretty bad at getting through a checklist as efficiently as a flow backed up by a "written" one (in my case the "written" one is a pdf filed on my tablet).

The resulting theory is that there will always be enough room for a [Name your favorite piston] on a runway designed for jets. Nice theory, and true to a point. But consider that a Jet coming in at 140 up to DA will land on the touchdown zone marker (my favorite was the time I was in a spot landing contest and a FedEx jet on a regular route decided he'd win)... I'm not that good but it's closer to that than to just avoiding running off the end of the runway.

That's ok since it's purely a question of technique not a procedure required by aircraft limitations or safety. Personally, since I fly multiple aircraft types, consistency in procedure is paramount. From C-172 to A36 Bonanza, I prefer no-flap approaches (with one exception). With retractable gear, it's gear down at GS intercept on an ILS, but no flaps. I have indeed found the long-body Mooney (M20J) a bit different in terms of it being more difficult to slow down after reaching minimums than other aircraft and have played with a few variations on the theme. The one that seems to be working pretty well for me is a further power/speed reduction and the addition of flaps in the latter stages of the approach (but still stabilized by 500 AGL). But even that is still tentative.

Another GoodReader vote here. So much more capability for organizing and annotating than iBooks and other choices.

I don't know. If I was making the rules I would say no. And I think (but not sure) that with the Air Safety Foundation online courses, if you already took it, the course only thinks of a retake as a refresher and you don't get new credit. But with so many good ground courses to choose from on a variety of topics, why would you want to take the exact same one over and over again? (PS - we do need to get together when the weather warms up a bit!)