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So I was airborne for about 0.01 seconds today while sledding with the kids. Everyone was cold, including the poodle.

Well this is where local knowledge of the climate comes into play. There was probably ice up in the clouds (Mari can confirm since she was up there), but below them it was fairly clear with light snow. One could have been doing VFR pattern work with no problems (except that the ceiling was a...

Yeah, we had blowing snow this morning. It could have blown into the sensor. It's unclear to me which observation was human and which was machine. I would guess that a surface observation is the ASOS. (maybe I should go find out where it is)

I don't think anyone was arguing against that (the way I read the thread anyway). There's no requirement to update an IFR database either for that matter. There are requirements stating what you may or may not do under IFR with an expired database.

Unless it becomes sentient...

OK, but now it makes me wonder which one is right.

I don't always update my VFR database, but when I do I drink Dos Equis and I log the dang thing. Dan I think most are in agreement with you that it is silly to require logging of a VFR DB update, but the reg just says if you update the GPS DB you gotta log it. It says nothing about what kind...

This METAR says vis is 3sm and then it says that SFC VIS is 8. What the heck does that mean? The METAR decoder I found didn't help much. METAR KAPA 012153Z 03006KT 3SM -SN OVC012 M07/M09 A3043 RMK AO2 SFC VIS 8 SLP353 P0000 T10671089

Any radio antenna has side lobes. These are areas off the sides of the intended transmission direction where a bit of radio energy sort of leaks out. RF engineers try to minimize the side lobes when designing antennas, but it impossible to remove them completely. For the GS there are side lobes...

I'd suggest that the FAA could remove all reference to the DB update logging and let the GPS manufacturer take care of it in their ICA manual. They could specify who and how updates should be accomplished. This addresses Dans's beef with applyinh the rule to VFR GPSs. Pilots still have the...

Right, by my calculations the first false GS would cross BUFFS at 8401 MSL. Seems like capturing the false GS is pretty unlikely for us NA bugsmashers. People with turbos or turbines may have a different experience. I understand the comments about flying exactly what is on the plate. However...

I think the "stay within ..." is referenced to the IAF not the DME for the ILS. In which case you could be within 10nm of BUFFS, but well outside of the GS service volume.

Ah, so then the question becomes is it unsafe, illegal, or otherwise bad to intercept the GS outside of the service volume? Those reference altitudes do provide protection against capturing the false glideslope, but there is no depicted maximum altitude for the intercept. Also, on that...

Yes, those are the ones I was referring to. The IPH doesn't describe the difference. That crosscheck is very coarse at best. I pick up the OM for about 10 seconds which renders any altitude estimate pretty much useless. Well, maybe it would tell you if your altimeter setting is off by 1 inch. So...

Here's what I found in the Instrument Procedure Handbook: "Another important altitude that should be briefed during an IAP briefing is the FAF altitude, designated by the cross on a nonprecision approach, and the lightning bolt symbol designating the glide slope intercept altitude on a...

That's not really the same as suspended water. A large amount of water will simply sink. Sespended (or even a small amount of dissolved water) water takes a while to fall out. Water in suspension shouldn't be an issue for the engine though. You can adjust the mixture to compensate.

I picked up a B&N Nook Tablet on Wednesday. I have managed to sideload Naviator, but I still have to get an SD card to load all the data. So, I can't report on how it works yet. I do like the Nook a bunch though. I did try one of the digital enroute charts in the pdf viewer and it looked...

Careful what you wish for. I made the short hop from Rapid City to Wall, SD (Wall is a hoot if you're ever in the area) at 4500 feet. I was following the magenta line of extreme precision and almost ran into another Cherokee going the opposite way on the same magenta line. Thank goodness for...

I like the 100 fpm climb rate. Thats gotta be exciting. Its almost one of those ground effect airplane/boat things.

Do tell.