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If you haven't already done so, report the issue to team@foreflight. I suggest you take screenshots to illustrate the issue.

That's what happens when you join a discussion in the middle using the New Posts function and start reading from there. :)

I doubt that. I think that it has more to do with the amount of airspace needed for a hold would interfere with KSJC and Moffit and/or the terrain if one placed an IAF/IF and a HILPT at DOCAL. I would guess that in many cases, one will just be vectored or cleared direct-to to the IF DOCAL to...

I agree, but there are even more ways to mess up an ILS, especially if you are using automation. The ILS frequency needs to be tuned and made the current frequency in the Nav Receiver. The CDI has to be changed to select VLOC when on final and back to GPS during the missed approach. There are...

Makes sense.

If you meant breakdown in the US for ADS-B Out for 1090ES vs UAT rather than "mode S receivers, compared to UAT", 1090ES ADS-B Out currently is 77% of the installed US fleet vs UAT ADS-B Out which is 23%. If you just look at fixed wing GA, then UAT is about 39% of the fleet.

The Mode S transponder TSO does not support an anonymous mode, but in the US, there is an FAA program that allows the assignment of a Privacy ICAO Address (aka PIA) so the transponder does not emit the ICAO identifier tied to the N number. Aircraft then use a third party callsign from one of...

If the Swift had UAT such as the tailBeacon, it supports anonymous mode, so there is no reason why someone would not use it for their own protection.

First L describes the Signal Service Volume (SSV) for the VOR and second for the DME for the Nav Facility PRB. The service volumes are described in the AIM 1-1-8. With the FAA MON program removing many VOR east of the Rockies, they added new service volumes so that legally one could use VOR or...

The required accuracy of a Baro Altimeter that complies with Part 43, Appendix E is 20 feet at sea level and grows to 120 feet at 18000 and continues increasing above that altitude. The baro altimeter set to the correct local pressure at an airport does not compensate for temperature and this...

I am not confusing horizontal accuracy with vertical. The standard GPS SPS accuracy parameters for vertical is 13 meters with a worst site of 33 meters. Actual performance is better. I have attached the standard and actual data for Q2 2024 from the "GLOBAL POSITIONING SYSTEM STANDARD POSITIONING...

Glad you found the guidance. One thing to remember, you will be only logging RNAV (GPS) approaches, which in electronic filing systems such as ForeFlight will all look the same unless you add the line of minima that you used in the comments. The line of minima is what makes the approaches...

Your phone, FlightAware, and ForeFlight should not normally match what your altimeter says. Your altimeter is MSL when you have the correct altimeter setting entered. FlightAware is pressure altitude, which is standard pressure with the altimeter set to 29.92. Depending on if you have a device...

I sent a follow up question to the Flight Standards email address on another issue relating to whether or not the Garmin GTX 345D is using a single antenna or dual antennas. The PAPR reports I got for three aircraft indicate that they are broadcasting erroneously using a single antenna instead...

I guess it was a private question forwarded to an FAA contact. This is her response when she checked into it. If you want an official response, send your query to the Flight Standards email address.

The FAA acknowledged that the PAPR report has an error in the Kinematics and they are working to resolve it.

I ran a PAPR on my Bonanza for my 4:15 hour flight home from Oshkosh. I also got an MCF of 3 and 2.52% on Position delta. This is what the user guide says: My flight was IFR, at 11,000 and other than the flight over Lake Michigan was essentially direct to my destination, so no maneuvering at...

I had an annual done by an incompetent IA. At the time I had an STC oil filter that was cleanable and could be reused. There was a special torque required for tightening the filter after an oil change, IIRC 400 in-pd and it was clearly marked on a decal on the filter. I asked the IA to confirm...

And the vast majority of those occur on final approach or the runway because both aircraft are lining up for the same point and one overtakes another. The aircraft in front can't see the one at their 6, even if both have a landing light on and strobes and the higher speed over taking airplane...

it would be bad policy if they did so. I don't think the FAA has any inclinations to do so and FAAST teams and SAFE don't speak for the FAA.