It's helpful to remember that air is a fluid, like water, only less dense. When air moves, it's often turbulent, like water flowing over rocks in a stream. In this case, the wind was gusty and it created mechanical turbulence around the trees and buildings along the approach path. For another example of a sporty landing, see kzfaq.info/get/bejne/nNlngsxpsq6qdIE.html

That's approximately the power setting required to maintain level flight with flaps APR and landing gear DWN if you want to continue/circle at the MDA.

I am not aware of any simulation of the GFC 600 or GFC 500 autopilots. To help explain the features I was using, I captured images from the free Garmin PC Trainer Suite for Windows and photos of the GFC 600 controller. www8.garmin.com/support/download_details.jsp?id=12373

I typically just record the screen and sync it with the panel views in Adobe Premiere. At present, there is a limitation of about 5GB on file size for screen recordings if you want to transfer them easily for editing.

AIM 5−4−5. Instrument Approach Procedure (IAP) Charts explains: Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800. Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800. For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or the dagger symbol “†”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR 1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the flight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach. In the interest of safety, single pilot operators should not fly approaches to 1800 RVR minimums on runways without touchdown and centerline lights using only a flight director, unless accompanied by the use of an autopilot with an approach coupler.

If you deflect the elevator up, the tail goes down. If you deflect the left aileron up, the left wing goes down.

@@BruceAirFlying thanks. I wonder how this didn't occur to me sooner

I enjoy flights into BC--and in years past, I've flown all the way to AK and back. But the eAPIS process makes border-crossing flights much less enjoyable--at least on the return.

And this omission caused extra radio calls from the controller, who wanted to hear back what he said--RUNWAY HEADING TO 3000. Dude.

Although I didn't repeat the runway heading in my initial readback, you hear the controller then ask me which runway I planned to use (although I had included that information in my initial call), and when, with that information, he updated my clearance, I acknowledged the HDG 197 and altitude. Of course, being humans, we all occasionally misunderstand instructions or omit details in a readback. That's the why we check one another.

Boeing test flights often land, brake aggressively, and then run the engines up again and roll at "high-speed" to check systems associated with a rejected takeoff. The 737s are often on a first flight from the factory at Renton. As a rule, they only take off from KRNT--they don't land there again. The runway there is short with obstacles, etc., so they come to KBFI with its 10,000 ft runway to complete production test flights.

Thanks. One wag has called me the Bob Ross of IFR--I take that at as a compliment, just flying in the "happy clouds."

I'll put that on the list. In the meantime: kzfaq.info/get/bejne/gtyahJikv7iaqI0.html

Yes, the Class D at KSEA that extends west of the plateau where the airport sits has snared many pilots over the years. That airspace exists so that folks flying low along the shoreline must be in contact with KSEA tower even when they're below the Class B.

At present, the official descriptions of the VFR procedures are on the reverse side of the Seattle-Portland Terminal Area Chart. We are working with FAA to improve the depiction of the routes and to revise them as necessary.

I'm glad you find it helpful. I encourage pilots to annotate charts because the process helps them slow down and review important information during preflight planning, and it makes approach briefings more effective and efficient.

It's an A36 Bonanza (BE36)

@@BruceAirFlying Beautiful plane

That ball mount on the right earcup is for the Aerox Boomula, a cannula that connects to an O2 supply: www.aerox.com/Boomula

@@BruceAirFlying thank you!

The flight director is integral to modern autopilots such as those included as part of the G1000 system and the Garmin GFC 500/600 and similar APs produced by Genesys (nee S-Tec) and others. The FD is not a backup or separate from the AP. If the AP is on, then so is the flight director, and the FD essentially shows what the AP is doing when the AP is on or what the AP would be doing were it driving the servos--i.e., commanding a left or right bank, adjusting the pitch up or down. If you're hand-flying, you provide the control inputs to follow the guidance provided by the FD. Only older autopilots from the analog era typically lack the FD feature. If you have a FD, it's important to understand how it works, especially how to select the modes appropriate for the phase of flight, how to use it effectively to reduce your workload, and when to turn if off so that it does not provide misleading information, such as during the final phases of a visual landing.

I still don't buy all these "non-answers" I am seeing. There has to be a delineable reason for each one, and nobody gives one. I think that is because they really don't know. They are just guessing. Who cares what the autopilot would be doing if it were turned on. That means nothing to anyone. I still believe it is a cross check (or backup) as it's primary purpose. That way it would have a real purpose. Commercial pilots say it is important. OK. Tell me why !!! That is something I can understand. It is said few pilots use it or know what it does.

I suggest that you find an instructor familiar with APs and FDs and get some training. Reading about APs and FDs "on the internet" is not a good strategy. You can find good general information in Chapter 4 "Automated Flight Control" in the Advanced Avionics Handbook (FAA-H-8083-6), a free training handbook available on the FAA website (www.faa.gov/regulations_policies/handbooks_manuals/aviation). You can download free pilot guides for AP and FD from the avionics manufacturers. For example, www.garmin.com/en-US/p/604257 (click the Manuals link). You might also find the following video on my channel helpful: kzfaq.info/get/bejne/o-CZjZClx53bYmQ.htmlsi=22_ciTiLasCRM7Ak

@@BruceAirFlying Thanks. I did find a website that explains it well. Where I went wrong is I first found some so-called expert who really did not know. He had it all wrong. And I knew that cannot be. What he said made no sense. He claimed the Flight Director never ran the AP. This website i just found said some professional pilots only use the FD. They like having hands on.

A PDF of my checklist for the A36 is in my public Aviation Documents folder, here: 1drv.ms/b/s!AneE1ZO1pQoRhJ1E-CR_ffVh2SUFJA?e=bgOz6F A Word document that you can edit is here: 1drv.ms/w/s!AneE1ZO1pQoRhLtfR5qwkzt1Zk-aIg?e=WoPwXh Note that the Word document makes extensive use of styles for consistent formatting. You can change the definitions of the styles to change the fonts, etc. to suit your preferences. For more information about how I use cockpit flows and checklists, look for my Instrument Tip in the February 2024 issue of AOPA Pilot, which will be available soon.

On behalf of students to come, Thank you Bruce. Your work is appreciated.

Seattle Approach published those codes a few years ago. You can download the PDF from my Aviation Documents folder here: 1drv.ms/b/s!AneE1ZO1pQoRg6Fy2qFffKGKIGeVDQ?e=FrwiQb Portland Approach has a similar scheme; in fact, they published codes before Seattle: 1drv.ms/b/s!AneE1ZO1pQoRg6FzVFR5CgXJ-YWW1A?e=fd2cHL My experience suggests the codes get to the controllers about 75% of the time. Doesn't hurt to file them, but you may have to state your requests.

Thank you for posting!

You use the controls as required to maintain the correct flight path. In airplane like a C172, with lighter wing loading than a Bonanza, the control inputs could be more substantial.