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Yes. I think you are right. Anyone have Jep chart ? I wonder if it is clearer? Sent from my XT1254 using Tapatalk

Yes. I couldn't make heads or tails of the notes.... Sent from my XT1254 using Tapatalk

Do they just expect you to fly heading 296 until localizer intercept and head inbound. Sent from my XT1254 using Tapatalk

Yes. But you should be able to fly approach without radar since DME equipped! Sent from my XT1254 using Tapatalk

You can only identify FAF, not IYIYO. Sent from my XT1254 using Tapatalk

thanks, I should have done that straight off ! http://aeronav.faa.gov/d-tpp/1607/00010il1.pdf

I know it's unlikely, but let's say you are flying WITH DME and WITHOUT GPS into KALB and approaching KALB northbound on V91 towards CIRRU. At CIRRU you receive clearance for ILS 01. You are using NACO charts. How would they expect you to navigate to the FAF ? The bold face line is to...

My take on all this is "probably most but not all". Nobody knows exactly answer. My favorite retractable landing gear is the only one the FAA decided didn't need a back-up. The Old Mooney Johnson bar-powered by pilot strength. Reliable if properly maintained. A few issues e.g. watch...

Yes. You are probably right. I didn't realize that many gear up landings are NOT required to be reported to the NTSB. It would be interesting to know...

I guess proceed to alternate, but you have no routing !!! Clearly you'd fly at MEA. You would really hope, given proximity to EWR, JFK and LGA that they have you as a primary target. Fly most obvious route to alternate ?

I just saw the aftermath of a gear up landing. Seems like pilot simply forgot to put the gear down. May have ignored gear warning horn. I've heard of cases where, despite pilot's effort, the gear could not be put down. Does anyone know what percent of gear up landings are due to pilot...

I had an Archer for many years. Solid plane. Would meet your mission. Easy to fly and forgiving. Parts not a problem. Same with a Cessna 172. The fuel pump on the 172 will never fail. The 172 is easier to get into. The oleo-hydrolic suspension of the Archer will occasionally go flat on...

Amen ! Thanks for all the help. No way could I have figured this out at 9000 feet. This discussion was very helpful to me. Take home lessons for me: 1) (you said it perfectly) Planning every flight on the basis of a lost comm situation is the cornerstone of situational awareness. 2) check...

Thanks. All good points. The VFR chart shows south and east (right turns would keep me east of WARRD) nothing more than 800 feet high. So I would not worry so much descending to 2000 in the hold. I do see 3000 as the Grid MORA on the IFR chart which, unlike the VFR chart provides protection...

If WARRD were a VOR I'd fly inbound to WARRD on the 180 degree radial (northbound) to WARRD then turn right outbound, heading south long enough so that after another right 180, one minute flying north would bring me back to WARRD.

South. Away from Newark International.

Sorry, you are 100% right, WARRD is IAF. But there is no published hold there. I guess I could just descend in a standard holding pattern there one or two laps would get me down. Terrain there is no problem, as you can see on IAP.

O.K. So from SBJ to the WARRD, the IF of the only approach at Linden. Now I'm at 9000 feet, 16 miles from the missed at 740 MSL, no published hold at the IF. Not clear what to do. This isn't some obscure scenario I'm dreaming up, pretty much any clearance to KLDJ would be like this and I just...

If I fly from the airport back to WARRD at 9000, still the problem of beginning descent at WAARD, I'd never make it down.