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Several years ago I read an article, might have been in one of the flying mags, about a guy who set the goal of flying every day that year (I think). I believe it was all recreational flying, Private Pilot stuff. He did own the airplane. Although it started out like a fun challenge, it became...

I agree that's an options, but how is that better than just putting it on a USB flash drive that can plug into any computer, and is smaller as well?

@murphey , this was my thought exactly. You hand me a CD (of anything), I have literally no way to access it. I'd recommend switching from your CD/DVD method to a USB drive or cloud storage.

Yes, if there is nothing stating it's right traffic, it is most definitely left traffic, as the regulation requires. But for the opposite, where right patterns are published, there is a potential shortfall or loophole, though, isn't there? The regulation says that left patterns are required...

I think that's pretty much the key. This CFII has almost certainly not flown much real IFR. Here's the thing though - while 5 nm legs (or whatever the published distance is) is certainly an option. But in a 172 or almost any piston airplane, it's really pretty unnecessary and ends up making...

I don't understand. A 4 NM hold would only be a 1 min hold if you had a groundspeed of 240 kts. Which is possible if the wind and altitude are right (given the 200 KIAS limit below 6000 where you will mostly see 4 NM holds), but is not very common especially for instrument training airplanes.

They're both really rare. 5 nm PTs - you will only find these on procedures that are limited to Cat A, which is very rare in itself. And then the design would have to involve a PT as well. I've only ever seen one or two. None come to mind off the top of my head. 10 nm HILPTs - since the...

Actually, both the AIM and the IPH, when discussing holding entries, say "one minute", and do not discuss other options like using the charted number of miles. So in that sense, your CFII is actually correct. However, it also shows that your CFII probably hasn't flown a lot of real IFR, since...

Aircraft models (not just tail numbers) in MFB are often entered by users for more rare stuff, if that model isn't already in MFB's database. In this case, whoever entered the 4-AT-E model originally forgot to check the "High Performance" box when they did so. Since (as far as I can find) ALL...

Mine is an iPad Air 4 and I have noticed the same behavior over the past week or so.

So far we've done a lousy job of actually answering your question, which was simply what are other places you can send your plugs to. But I think the fact that nobody has suggested another place kind of shows that most of us have never had to do that. Meaning it's just a common mechanic thing...

Not for many years. There was a time when DME fixes were not necessarily named, but that rule changed over 15 years ago at least. The last time I saw an unnamed DME fix had to be 10 years or more ago, and part of the project was to change it to a named fix (sometimes there are stragglers when...

My A&P always just cleaned them and checked them out (or let me do it if I was around). Is this not a normal mechanic task?

No, I'm not joking. You'll note that the topic of "solo endorsement runs out before the checkride" hasn't come up here before, or at least not often enough for me to remember it. But from what you say here about your school, they have abysmal scheduling practices. 6 weeks between completing...

I don't understand what you mean. Of course there's a fix. There's always a PT fix. It's the fix you have to stay within 10 nm of. MUTTS is the PT fix. If that missed approach hold was a HILPT instead, you could do pretty much all the same things to get turned around.

You probably have more knowledge than me in this area, but I would think that although it's going to be expensive, it's not going to be AS expensive as if you chartered it to fly around for the same amount of time. After all, sitting there it's not burning fuel, and you're not having to the pay...

I guess you could consider it more restricted by distance, but for both a PT and a HILPT you: 1. cross the fix 2. turn around somehow, staying on the barbed side or the holding side 3. get established on the inbound course Step 2 in either case seems equally as flexible to me. In practice...

Well guys, I don't really know any more. I do know he made me give a 61.31d endorsement and since I was there I just wrote one real quick. And perhaps I (and he?) didn't read down the list far enough, I don't know. So I started endorsing everybody for 61.31d, even for different DPEs. As I never...

The teardrop/parallel/direct entries are not required, they are merely recommended. So you can enter a HILPT using a 80-260 or 90-270 or amoeba turn or pretty much whatever else you want as well.

By my (and the DPEs I used when I was doing a lot of ME training) reading, a 61.31d endorsement is still required for the checkride. 61.31d is required for the pilot to act as PIC, which they are on the checkride.