xftrplt

Chris, you gotta look at the headings after the DTWs. From EBGUR it's 101 degrees--within 2 degrees of the recip of the heading for RW 28 (for which it is the DTW). EBGUR is not and cannot be mistaken for the DTW for RW 24; it's heading to fly is 44 degrees off the downwind course. Likewise, the heading from AVILL is 057 degrees--1 degree of the recip of the heading of RWs 24L/R. As per the plate, if you haven't received clearance by the DTW, you are expected to fly those headings for downwind. It seems gin clear to me, though, admittedly, I routinely flew this and similar STARs at CYYZ (Toronto) while based at LGA and DCA.

Nice explanation, Dave. Brett, EBGUR does NOT make sense for an approach to RW's 24. DTW stands for Downwind Termination Waypoint. AVILL is on the downwind for RW's 24, EBGUR is NOT. The FMS was, as you said, correct, and the clearance unambiguous in my opinion. However, as Dave said, "Confirm via AVILL" could be appropriate. I disagree with "Request VTF." Pros flying turbojets are expected to fly the STAR. Cheers, Dick PS: Here's another quick link. http://bathursted.ccnb.nb.ca/vatcan/fir/moncton/WeeklyTopics/Archives/20030629/CurrentTopic.html

Is that the trim wheel you're moving? If so, could it be that there is a little play in the movable tail trim that allows the vibration, which stops temporarily with slight retrimming, since trimming would take up the slop and then it would resume as the play works itself loose?

We should be careful not to conflate pitch and AOA, as they are often unrelated. Flaps increase the Cl (Coefficient of Lift) for a given AOA. A given airfoil may stall at a slightly lower AOA with flaps (but not slats) extended. But is producing more lift at that AOA than when clean. RE, you need to get a good text and study. Even online there is plenty of information. Edit: DM answered the question very nicely, while I was pecking away.

I won't be attending, due to being snowed-in in Garrett Co. Best wishes, Dick

Brett, How about Luray Caverns at KLUA? They'll pick up up at the airport. It would seem NYC, or even DCA, is too far from KLBE with travel time to/from the airport--any airport--plus too much to see for one day, especially in the winter. Less is more.

But is an inverted hover?

mpls623995, I believe it's completly inappropriate for an instructor to fly an approach with the weather at "RVR 1080, less than 1/4 mile, and ceilings at 100 or lower" in a C172 with a student and passengers. Legal, sure; stupid, absolutely. (I've have 50 years flying, with 40 in jets, and have flown my share of approaches to 600 RVR--in air transports.)

Here's one for sale on eBay. Bid, $75. http://www.ebay.com/itm/WAAS-Data-Card-/110987991681?pt=Motors_Aviation_Parts_Gear&hash=item19d7665a81&vxp=mtr

...or go barefoot.

You mean, I assume, "OCD-afflicted." :D

AcclaimML wrote: "Come on guys. No need to insult my flying skills. With a cross wind to the path of flight the AP WILL add a crab into the wind- but it leaves you uncoordinated." It doesn't leave me (or my aircraft) uncoordinated. Apparently, you haven't absorbed the information in the numerous above posts. Restating a misconception with conviction doesn't make it any less wrong. I don't know a whit about your flying skills, but hopefully they're better than your understanding of the difference between crabbing and slipping. However, at this point, I'll leave the process of enlightenment to others. Edit note to DM re following post: Regardless of your spiritual needs [perhaps the Burning Man Fesitval would help :-) ], we certainly agree regarding how an aircraft flys.

Not only are you wrong, you are profoundly wrong. Sorry, but this is basic student pilot stuff. This thinking comes from too much time flying with GPS and too little basic airmanship. Question: If you had no GPS (or VOR, etc.) and were flying over an undercast or over smooth water, how would you or the plane know there was a "crosswind?" Note: The "crosswind" (note quotation marks) you refer to is only relative to a ground track. Advice: Get thee to a good CFI ASAP, or cozy up with a good book on the subject.

Default altitude? Too many variables: distance, weather, winds, ride, etc. However, Foreflight's new Nav Log (in the Edit mode) provides an Altitude Advisor, which displays time and burn for different altitudes.

I suspect many "no-contacts" are due to looking in the wrong place. Calibrate your eyes. First, azimuth: find reference points in your cockpit for 1, 2, 3, 9, 10, and 11 o'clock. Second, altitude: the 60/1 rule applies to altitude, too. At 5 nm, 1000' high/low is only 2 degrees. Bank 2 degrees to see how much/little that is.

It's a highly effective technique, and widely used by tactical jets, where the wing flash might be a 90 degree roll. Presenting motion and more surface area are key. However, if there's no pressing need for a visual, say clearance is not a question, I'm not rocking my wings every time traffic doesn't have me.

Well done, Sherlock.

No argument from me.

Andy, Just so you understand I'm no shrinking violet: Based in DCA and LGA and flew the NE for 20 years. Don't recall ever having an FO more aggressive than I. If it could be done safely and within the rules, we went. Seen ice accumulate rapidly, dispite a heated windshield and powerful bleed-air systems. Had both engines surge and the A/T kick off from ice at FL350 with 30 miles viz. Flew fighters in front-line units throughout the world; always felt the reins, not the crop. (Still ride a Honda VFR, hard, with but small "chicken strips.") GA is great because one can fly virtually when and how one wants, with minimal oversight. But GA's virtue is also its Achilles' heel. It seems a disturbing number of perfectly good Mooney's, Beechcraft, and TBM's have fallen out of the sky recently. (All the pilots, no doubt, thought they were above average.) Having been a horse soldier, I know cavalier when I see it. Finally, though inured and coldly apathetic to pilots killing themselves, I do regret the toll on innocent passengers.

You guys always make it sound like ice is an instance (sic.) death sentence. Other than frontal conditions, you can sit there in a good old 172 or an Arrow, take on an inch during an approach, fly your final 20knots faster, look out of a side window and land just fine. Been there, done that, didn't use any flaps. ----------- Cavalier in the extreme. Caveat subscriptor!

Re D OWABY: No criticism intended, just the unvarnished rules. If ATC doesn't like your full holding pattern, they can simply give you 10 more minutes in the penalty box.

The instructions were valid, though arguably incomplete, since they lacked an EFC. Standard pattern, 1 minute legs, right turns, on the inbound course to the fix, not (necessarily) 229 degrees. Direct OWABY? Turn shortest direction direct.

Wilco.

I notice no mention of the 'tween the seats bell crank indicator, which is the ultimate determinate of "down and locked." If your aircraft has one, and you checked it, and it indicated DAL, emergency over; land. Tower flybys, though fun, are generally considered useless in ascertaining whether gear are locked, especially at night.

Agreed, no need to time IF the MAP can be identified by on board nav equipment required for the approach. BUT it is neither wise nor legal to rely on a georeferenced plate on an iPad to ID the MAP.