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I dunno :dunno: , it reminded me of watching To Tell the Truth. Much ado about dust on camera lenses. I think one looked like a kite flown from the stern of a boat by a sailor.

INHIBIT isn't an approved label in the above TSO Table 2-6, so does your FMS also use SUSP at the MAP? Why do they say sequencing is inhibited so early in the approach? I could guess that it's maybe less confusing than springing it on you at a busier time and at a more critical altitude.

Maybe that's for transitioning from GPS to ILS/LOC at the FAF?

This is correct? "I’d just point out that inhibiting auto-sequencing of waypoints (the terminology used in the system I fly) at the FAF..." My 530 seems to SUSP at the MAP.

Gets more confusing all the time.

Well, Russ, I'm mostly kidding, but I can offer a serious explanation for the underlying kernal of truth behind my tongue in cheek reply: The OBS knob on a CDI indicator is labeled to describe what it sets, a bearing for the omnigator device. A bearing is a course. The OBS button on the GNS-530...

OBS means Omni Bearing Selector. Since the button had nothing to do with Omni, they should have labeled it BS.

If you want to discuss non-intuitive VOR terminology, start a new thread. This thread is for non-intuitive GNS/GPS terminology. :tongue:

??? In MAN (you'd say OBS), you just set with the CDI knob or the cumbersome (dangerously distracting and time-consuming) digital input field process.

Now, my way, the "CRS" button would have been toggled to "AUTO" and this behind-the-curtain business you speak of would happen in secret. No confusion for the poor pilot trying to be a pilot instead of a geek.

Me too, it's a "Course Selector". Shoulda been "CRS" on the button and "MAN" or "AUTO" on the annunciator, imo. Suspend? That's what the wings do. Sequencing? Thats what the tower does. YMMV.

In other words, @FastEddieB , did they start it up and run it in a test cell at full throttle until overhaul and determine the wear was exactly the same as a brand new engine started only one time? Of course not. So, without knowing how "starting wear" relates to hours of operation at various...

Max range on a C-172 is at less than 65% power. I happen to have the chart on my hard drive. Volumetric efficiency is less at high RPM; to get lower RPM with a fixed pitch prop you need to close the throttle, but maybe you're referring to a constant speed propeller airplane? In that case, you...

Can you express that in an equivalent number of chest x-rays?

LOL, well played! Used my post to plug your seminar, good shot. Now, y'know, I'm talking about "squared" power settings during climb after takeoff. Comes in handy often enough if you don't have a better set in mind. Also, I can't think of a lot of fixed pitch planes with MP gauges, though I knew...

Why? Better range. "What we call 'cruising' is from the engineering point of view barbaric waste." - Wolfgang Langewiesche, "Stick and Rudder" pg. 376.

Something wears out those cylinder walls and causes higher oil consumption and low compression, just sayin'... I bet it varies with the number of piston strokes.

Let me say it my way, "In order to turn, i.e., deflect the flight path, you need to use the wing (more surface area than, say, the side of the fuselage) by pulling the stick. That incurs load factor as the result. If you don't have load factor, you aren't deflecting the flight path. Some might...

I don't do "energy".

"Use the bank angle that you need to execute a good, smooth clean pattern and if you are banking don't pull back on the yoke 'cause if you don't pull back on the yoke the airplane's not going to stall." While it won't stall, it won't turn either, so this statement in the OP's video can be...