I need to double check this. I should have activated the approach as soon as I was cleared. When I activated it between MOMTE and PAYIT, the autopilot started a turn to MOMTE. I should have selected Vectors to final and HDG + NAV on the autopilot. Then it would have track straight in.

That great, I am glad it is helping. Let me know if there is something you would like to see.

@747FoSophie, do you fly GA at all anymore?

@@TheFlyingSalesman I haven't flown GA in many years.

Perfect! Thanks for coming along!

You are correct, it is always a good idea to update the weather along the route and be flexible with your plans. Also the prog charts will give you a heads up if a wind shift is imminent.

@@frazerpeterson2857 that is an Aera 650 portable.

It was definitely painted on!

Indeed! 😮 😃

Thanks! I appreciate you coming along.

Except that KPBF had an avionics shop, I agree with you.

Thanks for coming along @billgalante1181!

I still have mine too, it is. Great resource.

Yes, and it actually could have been activated when cleared for the approach and if you wanted to, even in cruise because it was the flight planned route.

Close, I didn’t activate the approach prior to the initial and when I did, it wanted me to fly back to the IAF.

@@TheFlyingSalesman Got it .

That's good advice, I am familiar with the swivel but have never had the brakes fail from a bad one.

I agree, I think and instrument shot would be a good addition and provide more context. I am working on a mount for the yoke that will be an instrument panel shot that will not interfere with my line of sight. It is the Aspen 1000 Pro Max. It was telling me "Caution Terrain" I do not know the exact parameters that sets it off but I do know it is related to a change in descent rate and the proximity to the ground. I have a Garmin Aera on the yoke in front of me that has the VCALC function on the screen and I reference it to back up my 500 fpm per thousand feet calculation. I really try to not get slammed dunked but ATC sometimes has other plans.

@@TheFlyingSalesman I hear ya about the slam dunks. I fly a slippery Mooney with low flap and gear speeds. I guess lawn darting pressurized planes all day they tend to forget about the rest of us. Keep up the great content!

Flight Safety teaches that takeoff sequence for turbocharged engines. . I do not see any signs of wear or damage.

Carb heat should be applied every time power is reduced due to temperature and pressure differences in the Venturi type carburetor that can cause icing well above freezing OAT. Applying carb heat every time forms good habits that avoid carb ice causing and engine to stop running. The 210 I got is fuel injected and there fire does not have carb heat.

@@TheFlyingSalesman thanks

lol, no I edited it out to keep things moving. I did not activate the approach.