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Since I was paged... Basically, no. From my perspective these concerns you've described are matters that are related to your training. I walk into a practical test completely unbiased, and if you meet the aeronautical experience requirements, have the appropriate logbook endorsements, have a...

I would also guesstimate approximately $10k/yr. assuming all other things being equal (nominal hull value, etc.)

I took this in cruise some number of years ago. A photo will never be great at capturing what the HUD actually "feels" like in use. Every detail on that combiner is easy to read in any lighting condition. It's always at the perfect focus. That's because the image is at, or close to optical...

It's hard to deduce from your written description, so I could be completely misunderstanding you -- but it sounds like your indicator or receiver may be malfunctioning. Under normal circumstances, a properly flown ILS approach will include capturing the glideslope from below. The correct...

I'd agree with the suggestion to consider the Cirrus SR22 for your described situation. The number of intended annual hours to be flown as stated by you are not enough to attain reasonable proficiency in the light twin, therefore the twin's redundancy in the powerplant department won't be of...

It will be interesting to see if this concept will work for GA. The full size, extremely modern HUD I use is still somewhat of a preference item for many crews; my favorite application is EVS. Curious to see if this (very small?) HUD can truly expand capability, or if it's a novelty for us in...

Au contraire, your contributions are great!

My scenario involves a SID, specifically. The other comments from MauleSkinner are pertinent.

That is a practical test subject I always include on every instrument rating and CFI-IA ground portion - I expect applicants to understand that climb gradients do apply to them under Part 91, and that by accepting a SID they're agreeing that their aircraft performance is adequate to meet those...

Checks and balances. Providing you with the clearance is a relatively trivial concern. Introducing you into the system, uniformly across the entire NAS, isn't so simple.

Sorry to hear it Salty. Best wishes - peace to your family.

PA-30, Twin Comanche.

Well, most button pushing, anyway. For autopilots which have the ability to capture a VGP or GS there are some additional considerations on AP. Those were in effect here in order to be able to capture the glidepath with an Altimatic III.

Correct, the DAs were the same for the straight-ins. I was told to expect the ILS RW17 earlier in the flight, and there was no mention of CTL at that time. I noted the ceilings were above all minimums however. I did not hear the controller release the departure. Must have been on a different...

In this particular case it ended up being a course reversal because I was cleared for the approach on the outbound leg of the hold, so there was nothing else to do but let the GTN650 do what it was expecting to do, which was sequence past CACAS after the second time the aircraft crossed the fix...

Either are perfectly fine. If the pilot is comfortable with the automation it doesn't need to be done in a rushed fashion. I actually had a moment to consider all the different ways I could handle this last second hold and in the end, re-loading the approach to accept a course reversal was the...

One of those mythbuster flights -- relatively benign IFR (ceilings around 500-1000 for most of the flight) but got a surprise last second hold and an honest to goodness circle to land approach with weather just above circling minimums. Mythbuster because, myth 1: you'll hardly ever get a hold...