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Aha, you’re right! That explains the difference in the depiction, they’re showing the holding pattern altitude above the the descent path altitude. Depending on what you’re doing, you’re at a a different altitude over the same point on the ground.

Thanks! Apparently, as usual, I’m overthinking it.

So is it just a different method do drawing the picture than the example below?

The detail below is from the VOR/DME RWY 17 at KLUD, UKW is the VOR. My understanding of most of the approaches I’ve studied allow descent form the holding altitude once established inbound, but this depiction seems to indicate a later descent form the holding altitude to the crossing altitude...

Becca, I have personal experience with Dr. Chien, he helped me through a very difficult situation and I can’t recommend him highly enough. And there are others here who will I’m sure recommend lbfjrmd just as highly. Imho, these guys are the experts in their field. My advice is reach out...

Assuming proper speed and stability, if your problem is flaring too early, don’t flare so soon. Seriously. It finally clicked for me when I forced myself to get the nose ‘down’ and keep it there until what seemed to me the last possible second. (It wasn’t.)

I know the replacement was steel, but don’t know if it was an elbow. But I’ll check, thanks!

Knowing what I knew at the time, I should have accepted the offer. Knowing what I know now, I should have insisted! As a practical matter though, I don’t think it would have made much difference. My understanding is there are no trucks on the field, only the municipal FD. And come to find out...

I appreciate your comments. And I’d add that I haven’t done my part either after initial instruction to train myself on emergencies. I can’t tell you the last time I went out and practiced stalls, emergencies, power off 180’s to a spot, etc. Can’t blame that on an instructor.

Thanks, don’t disagree with anything you said.

The blue fitting was male to male (the other end is still inside the other fitting) and was aluminum. The best guesses I got was that over the years, possibly during a rebuild shortly before I bought the aircraft, it was over-tightened and damaged or cracked. Then, over an unknown period of time...

You’re Preachin’ to the choir there, brother.

Salty, I appreciate the thoughtful comment, I cringed when I got out, too. And I don’t disagree. Another Lesson: I was blindly following the ‘low fuel pressure = aux fuel pump’ procedure without taking a few seconds to think. There are a few things that must be executed immediately and without...

Pretty weekday morning a month or so ago, about an hour into a 3 hour-ish trip from KAFW (Ft. Worth Alliance) to T05 (Port Mansfield, TX). VFR, Flight Following, 5,500 feet, had been handed off to Waco Approach a few minutes before. Everything is good, looking forward to catching some fish...

GFC 500 Certification Programs Currently In-progress: (Subject to change.) Cessna 172 Models: R172K, FR172K Cessna 182RG Models: R182, FR182, TR182

This. Unfortunately, sometimes technical or specialized expertise and interpersonal skills don’t go together.

This. Even if I don’t agree with everything they do, a GA advocate is worth a few bucks to me.

How old are you going to be if you DON’T do it? ;)

As a relative newbie here, this looks like the most direct way to look at it. I’ve always kinda figured what a man makes is his business. Coming from a construction background, it seems to me like an equitable arrangement would be agree on a price up front, pay for the parts on arrival, and the...

The one that really gets me is when he gets the horn chirping going into what feels an accelerated stall in a steep climbing turn, then has me raise my head and open my eyes just as the nose is starting to drop and it's picking up speed. It took doing a couple of those to block out what I had...