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If you don't have GPS, a good starting point for most singles is to multiply the number of thousand feet you want to lose by 4. Your ground speed will be about 2 miles per minute at 120kts, and you descend at 500 FPM, or 4 miles per thousand. You can then tweak your descent rate as you pass...

iDunno, I like to be at 18 to 19 inches at pattern altitude in the 182. If I'm already low I set that anyway at about midfield and at the key point I start with the power recuction, flaps and GUMP check etc. One other thing for GEMOHLER, get used to picking up speed in the descent. There is...

iDunno, I like to be at 18 to 19 inches at pattern altitude in the 182. If I'm already low I set that anyway at about midfield and at the key point I start with the power recuction, flaps and GUMP check etc. One other thing for GEMOHLER, get used to picking up speed in the descent. There is...

GEMOHLER, pull off the 2 inches and push the nose over letting the speed build (if in reasonably smoothe air) trim for the 500 FPM. Watch the MP as you descend, you'll have to keep reducing it as you loose altitude. Also make sure you keep within speed limitations. If you have a strong...

Clay has it almost right. The multipier shouldbe 4 in a 182, however. You're doing approximately 2 miles per minute and you want to descend at approximately 500 FPM. Therefore 1,000 feet of altitude takes 2 minutes times the 2 miles per minute which equals 4. In an aircraft which cruises at...

Mark, your are right on in that "an area in which air traffic control is exercised" means anywhere, including Class E. There have been violations for not following instructions. The only time the NTSB gets involved is after there has been an appeal of a violation before an administrative law...

The part about the edge of the runway deals with ATC. They can consider the aircraft clear of the runway for the purposes of operations with other aircraft. That's why the cavets about continued movement etc. If you come to a halt, say to do an after landing checklist, then you must be over...

Technically, you're wrong on one point Ron. A Tower, especially a Class D Tower is NOT responsible for separating airborne IFR aircraft. Separation responsibility belongs to either the Center, or the Approach control, in whose airspace the Class D airport is located. I'm sure that out there...

From some of the responses to a thread about trnasiting Class D airspace, it is obvious that some don't understand what makes up ATC. There were posts which said that ATC would hand you off to the Class D controller and the the Class D controller would hand you back off to ATC when you had...

I flew with the CGAUX for a while and thoroughtly enjoyed it. The aviation types in the CG are usually top notch people. When I was in, you could fly solo, including IFR. Just after I got out, they started requiring 2 pilots for IFR or night flying. I don't know how that impacted...

Bruce, I am assuming that your reference to AppCon is the Approach Control(er). If they are not authorized to issue an approach, who is? You are right about the 40 miles, however, that's way out of the ordinary.

Ron, do you have a lesson plan around comms (even if it's in your head rather than a formal written plan)?

What is the protocol for answering the ATPA call? If there are several aircraft in the pattern and they get that call, who answers first, second, and so on? If they all chime in at approximately the same time, all the ATPA announcer hears is a squeal (hetrodyning). Make position reports and...

Kudos to you Ron, but I already knew you would. I suspect there aren't a lot of instructors like you around. I think that's why we hear so much sloppy radio work. Gets back to the basics, the students don't learn what they're not taught and then the student turns into an instructor NOT teaching...

A post by teller in another thread got me thinking. How may of the instructors out there actually give any real instruction on radio technique. Sure most will give a new student the very basics before they make their first radio call, but do you follow up later with some formal training? It...

I poked a little fun at teller in his post about the aborted landing with a little thread creep about the phrase "any traffic please advise." Before I get into the gist of this post, I would like to say that teller did a good job and in my opinion were not at all at any fault in the event...

You mena the "all traffic please advise" didn't work?

That was a long time ago for me, and I had to think back some. I did not get any formal training for operations at grass strips. During mu COMM training, we did some TO and landings at a grass strip, but there was no formal "introduction' to grass strips. Since then, I have operated routinely...

Yes Ron I know the difference between a UNICOM and a CTAF, and a CTAF may be a UNICOM (according to the AIM). That's exactly what it is for the airports I was referring to. Sorry I wasn't precise enough.

Thanks for the input guys. To be honest, I never noticed this doing "normal" flying. I just sort of became aware of it while flying along with nothing much to do, and then I realized how often it happens, and how far away some of the airports were that they were talking to.