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Yes. you are right...Clearance read.Cleared LINDEN.....expect 9000....blah...blah...blah...SBJ direct I.e. direct Linden. So are you suggesting I would fly to SBJ then to the airport (right near KEWR) at 9000 then turn around back towards the initial fix WAARD ? There is no published hold at...

Yes. At my home airport KLDJ, to make matters worse, no procedure turn, and no hold, except for the missed. One approach GPS-A. But as far as I know, no one has ever flown the missed. Approach REALLY insists you cancel early because otherwise they have to hold up all the traffic at Newark...

Now THAT makes perfect sense. It's just not written into the FARs/lost comm procedures at all. It says to stay at highest of....until final fix and then descend to approach at the expected time. But yes, much better to start 500 fpm descent 14 minutes out...

No. Not at all. What if I lost comms early in the flight? I'd be expected to climb to my cleared altitude, 9000, and assuming no further climb needed for enroute MEA or MOCA-stay there until my last cleared fix (SBJ in my example) and then start descent.

Yes. But HOW would you actually lose 7000 feet in 15 miles?

I've read the FARs and I know what they say I should I do when I experience comm failure, but the other day I was thinking about what would really happen if I really had COMM failure. Supposing my clearance is ....9000 feet...blah..blah...SBJ direct. And my airport is 15 miles from SBJ. What...

I'm giving a talk and wanted to dig up an accident report from maybe 8 years ago (I could be wrong about the date). Someone was flying, I believe if memory serves me well (it usually doesn't) a Cessna 172 from the factory, I think delivering it to a customer and (no surprise) ran out of fuel...

A lot of great points posters have made. I think to answer OPs question, or to answer the generic question requires a little more info. Specifically, what's your level of training, recent experience, comfort/familiarity with airplane being flown and what aircraft are you flying. In my...

When flying the Hudsor River Corridor, one of the requirements is to carry a current New York Terminal Chart. With WingX I believe the only charts displayed are the sectional charts. I can, using Goodreader and the downloadable FAA TACs, meet this legal requirement and have the TAC on my Ipad...

Ever since I upgraded to the new Wingx "Adv IFR" (which I think is same as Geo-referenced approach plates) lights up red indicating 'subscription expired.' But my Seattle Avionics subscription is not expired. Anyone else have this same problem or know the fix ?