ExpertAviator.com

You know when someone is about to get scolded by Air Traffic Control (ATC) when the controller asked in a annoyed tone, “Flight 1234 say airspeed”. Flight 1234 responds “210 knots”. The controller then responds “For future reference please let us know before you start slowing because if it was a busy day we would probably put you in the back of the line”. Flight 1234 then apologized.

Shortly afterward my co-worker stated “Flight 1234 should read his AIM”. I then turned to him and asked him to explain why. He said because the AIM states that if our cruise speed varies by 10 knots or 5% of our planed airspeed we need to tell ATC. I then turned to him and said that would have happened a long time ago when he passed through ten thousand and slowed to 250 knots since he was probably cruising around 450 knots before descending.

This scenario brings up a question often asked of people transitioning to faster aircraft with a wide range of airspeeds. When can you begin slowing for your approach? When you as the pilot in command deem it necessary unless you were assigned an airspeed by air traffic control. In the case above the pilot was not assigned an airspeed therefore there was no violation for slowing early.

Be courteous.

Before you slow for your approach in very busy airspace it is common courtesy to keep your speed as fast as practical until it is necessary for you to slow for the approach. This might mean doing 250 knots to the marker in very busy airspace if you know the flight following you is in a hurry to get to the airport.

Of course you know your airplane and if you need to slow down earlier for a safer more stabilized approach then by all means slow down. If you also need to slow for operational purposes it is a good idea to let ATC know in advance especially in busy airspace.

The Regulations.

The AIM states that we must advise ATC any time cruising airspeed varies plus or minus 5 percent or 10 knots, whichever is greater, from that given in the flight plan. (AIM 5-5-9, AIM 5-3-3). While on an arrival we are no longer in cruise flight and do not need to advise ATC of changes in our airspeed unless you were assigned an airspeed or the arrival you are flying has an airspeed restriction.

If ATC has assigned you an airspeed you must comply with that airspeed and notify them if you cannot maintain the airspeed assigned. Before you key the mike and tell ATC you are unable to maintain the assigned airspeed also have in mind a good reason so that they are more willing to work with you.

For example, if you have a mechanical problem and need to slow to 180 knots but were assigned 240 then tell ATC you must slow because you are having a mechanical problem. The next thing you should hear from ATC is if you need any further assistance and you must be prepared to say yes or no depending on your mechanical problem.

Operating in Busy Airspace.

Now that we know we are legal we must also consider the operation. If you are arriving into busy airspace the best thing to do is keep your speed up as long as practical until you need to slow for the approach. If you are like the person above who decided to slow on his own and not notify ATC you may be legal but you are not being very courteous.

Furthermore, it you are equipped with TCAS or other collision avoidance system, you should be aware of who is behind you. This helps if you were planning on slowing early when maneuvering for the approach. Normally ATC will give you airspeed assignments but on a slow day they may not. On a slow day speed is at your discretion and slowing early may be a good idea for passenger comfort especially if it is busy.

Conclusion.

If you are maneuvering for the approach or on an arrival you can begin slowing as early as you want but if you are in busy airspace you should let ATC know you are slowing and why. This information will help the air traffic controller plan on how to work you in with the other traffic.

Although it is legal to begin slowing whenever you want it is a bad idea to start slowing when you are far from the airport. Many times you may be 5 miles from the airport but because you might be following 20 other airplanes ATC might vector you for many more miles before placing you in position for the approach.

Flying is a series of decisions based on previous experience. Many times it is beneficial to slow early for the approach especially if it is going to be a visual approach and you are high over the airport and being vectored for a down wind. If you are at a major metropolitan airport they usually want you to go fast .

There are many different approach control facilities throughout the country and some consistently keep you high while being vectored even if there is no traffic in front of you. These facilities are few but if you know which ones they are from past experience you might start slowing early before your approach.

Generally speaking it is best to keep your speed up if you have not been assigned an airspeed until you are being vectored towards the final approach course. Remember there is nothing that says you can’t slow early, but be courteous and let ATC know you are slowing and they will work around your request.

Safe Flying!

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Raise your headphones to your ears and listen like you have no cares, Stuck Mic AvCast Episode 9 is here!

Pre-Flight

• Reminder – we now have a “Classic” non-interactive MP3 ONLY version of the podcast that you can subscribe to: Stuck Mic AvCast MP3 Feed
• Listen email regarding autopilot babies and over reliance on cockpit automation
• Reference: Colgan Air 3407 accident
• Reference: Air France 447 accident
• Co-host feedback on their use of autopilots

Cruise Flight

• Hypoxia and the 4 types
• Signs & symptoms of hypoxia
• Cyanosis
• Dangers of not recognizing your hypoxic
• FAA requirements for supplemental oxygen
• Introduction to using a Pulse Oximeter
• Electronic Carbon Monoxide detectors and why their the best option
• Go/no go flying decisions
• Using onboard weather equipment
• AOPA thunderstorm accident statistics
• Using XM Weather
• Using Flight Watch
• Diverting to an alternate airport

After Landing Checklist

~ Picks of the Week ~

Carl – Flight Aware

Victoria – PlaneCrashInfo.com & NTSB Accident Database

Rick – The Cleat suction cup camera mount

Len – High Altitude Chamber/Physiology Flight (only available at the Mike Monroney Aeronautical Center, Oklahoma City, OK)

Thanks for listening to the Stuck Mic AvCast – if you thought this episode had great content and was helpful, please show your support with a $5 or $10 donation today!

Please submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

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A few moments of speaking with David M. Vanderhoof the writer of What Just Flew By, I begin envisioning a curious young child standing by the runway at the local airport eyes glued to the next plane that roars by, model airplane in hand. As we grow older childhood curiosities and interests are replaced by the realties of adult life. But some have been able to hang onto the youthful spirit which David does through his blog and podcast.

I look forward to David’s “this week in aviation” history segment on the AirplaneGeeks.com Podcast. Many times after the show I will read his blog “What Just Flew By” and search for some of the planes he speaks about in the podcast.

What Just Flew By is like browsing an encyclopedia of aviation history. My favorite posts, of which there are many, have a picture of a historic aircraft or a historic photo with a description of the event or plane displayed. I have learned much about aviation history from this blog and his site is far from dry and boring as I would expect from most historical blogs.

David makes it fun to read his posts because he reveals himself and his passion for history in every article. After reading his website, listening to his segment on the Airplane Geeks Podcast, and then recently having dinner with him at Philadelphia International Airport I have come to the conclusion that he is truly a walking encyclopedia of aviation knowledge.

If you love all things aviation and want to read some interesting and entertaining articles on aviation I highly recommend your visiting What Just Flew By and listening to David on the Airplane Geeks Podcast. David will bring out the aviation history geek in you. You have to admit even though we walk around in our cool Ray-Ban sunglasses and leather bomber jackets, we all are aviation geeks just like David M. Vanderhoof.

For More Information:

What Just Flew By!

Airplane Geeks Podcast

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In the past few years we have seen numerous aviation applications arrive on the scene each touting their uniqueness. AvCaddy Electronic Flight Bag is positioning itself as a less costly alternative to other EFB's.

For the low cost of $3.99 a month, AvCaddy makes available all VFR and IFR charts. This is cheaper than only one chart and you get the whole United States for this low price.

Since there are other companies offering the same type of service you must not only compare price but compare functionality and usefulness of the AvCaddy EFB compared to other EFB's.

Positives

Cost : AvCaddy is one of the least expensive products which includes all the NACA charts.

Flight Plan Management : The flight plan filing and updating functionality is one of this product’s unique features that is not included in other EFB's. Others allow the user to file a flight plan but not update or cancel the flight plan.

Negatives

Chart Navigation : I have come to expect a seamless transition when moving from one chart to the next. Most other, although more expensive, EFB's offer this option and I am willing to pay extra for these options.

It would be nice to open the application and press a button and have the chart center on my current position. Since this is how most of us start our flight planning there should be an easy way to select this option. The application currently requires too many buttons to push to display the current position.

Limited Functionality and Information : With a lower cost the limited functionality compared to more expensive products on the market is to be expected. The only problem is I found myself looking for extra airport information such as fuel, car rental, and restaurants while viewing the airport information.

Conclusion

AvCaddy is an inexpensive way to obtain all of the IFR and VFR charts. Although there is a great deal of competition in the EFB market I found that I would be willing to pay more for additional functionality and information.

For those looking for a basic low cost EFB, AvCaddy is a winner. If you are like me you are hoping that in future versions they will have additional functionality and a more user friendly interface. I would be willing to pay for the additional features and information as I do with my other aviation products. For now I will have to give this 3 out of 5 stars with the main benefit being price and flight plan management.

Watch The Video Review From ThePilotReport.com

For More Information:

AvCaddy.com

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As a young man walking the streets of lower Manhattan I would look skyward and be comforted by the presence of the two large towers. As a pilot the World Trade Center symbolized the end of my day as I navigated towards New York City.

Little did I know on that clear September morning the tall beacons that directed me in the air would be destroyed by terrorists. I turned on my television to see the Twin Towers fall and my heart sank. I sat helplessly watching the tragic events unfold but I knew as a Nation we are strong and would persevere. Reflecting on the tragic events I asked myself “what can I do?”.

How can one pilot make a difference? I decided to volunteer and help the pilots and their families affected by the attacks. I remembered that our union had an army of volunteer pilots who helped with various issues including training, maintaining professional standards, and helping families cope with the many issues at home.

For the past ten years I have volunteered with many organizations. One position closest to my heart is serving as chairman of the committee representing our furloughed pilots. Thousands of pilots nationwide where furloughed as a direct result of the attacks. Some are still on furlough ten years later.

At times it can be difficult especially when hearing the devastation in the voices of those who lost their jobs. My most challenging moment was during a call from a spouse of one of our furloughed pilots. She related to me how her husband had not been able to get a job and that her child needed food. The young mother stated “today was the lowest point in my life because of my experience at the Public Welfare Office.” The case worker laughed when this young mother said her husband was an airline pilot. She ran out of the office never to return.

Fighting back tears she said people do not understand the low wages starting airline pilots make. I told her resources were available through the Airline Pilots Association and that I along with the rest of the union will stand strong to assist her. Through our union’s assistance program and the donations of others she was able to feed her family and in addition we where able to secure insurance through the selfless donations of our pilots.

It has been ten years since the attacks on our country and we are still feeling the effects in the aviation industry. Through random acts of kindness and the many pilot volunteers we remain strong.

Volunteerism is one of the threads that weaves into the fabric of our country making us a stronger nation. I encourage you to get involved in one of the many organizations that assist pilots who have lost their jobs. Additionally, there are many organizations that use our pilot skills to help others. There is a wonderful feeling of accomplishment and pride one feels when giving back to society in a selfless act of volunteerism.

For some volunteering may mean folding letters or making phone calls. For others it might mean donating their spare time or money in helping others. All forms and levels of volunteerism are very important to the strengthening of our nation, our aviation community, and of our pilot group because together we are strong.

Your Pilot Volunteer,

Captain Carl Valeri

For More Information:

October 2011 Airline Pilot Magazine Article Never Forget

Episode 8 is LIVE and ready for your listening delight!

Pre-Flight

Reminder – we now have a “Classic” non-interactive MP3 ONLY feed you can subscribe to: Stuck Mic AvCast MP3 Feed

Cruise Flight

Over Reliance on Automation and Technology in the Cockpit

Using the autopilot as a crutch vs as a tool

Losing “touch” with the aircraft controls

A case for hand flying

“Auto-pilot babies”

Quick primer on aviation insurance

Limits of insurance coverage on rental airplanes from FBO’s/flight schools

Owner, non-owner, renter, and CFI insurance

Risks of being under insured

Aviation Insurance Resources

Flying with passengers? What happens if you become unresponsive?

Flight lessons for your spouse, significant other, or flying companion

Wife Lands Plane When Husband Passes Out

After Landing Checklist

~ Picks of The Week ~

Carl – AeroWeather iPhone App

Rick – Aloft: Thoughts on the Experience of Flight book

Victoria – AviationJewelry.com & Abingdon Aviatrix Watches

Len – Icon A5 Light Sport Aircraft

Thanks for listening to the Stuck Mic AvCast. As always, you can submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

Listen To The Podcast:

[audio:https://expertaviator.com/podcasts/StuckMicAvCast_-_Episode_8_-_Autopilot_Babies_-_Whos_Your_SIC_-_Insurance_Made_Easy.mp3
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"Look mom a girl pilot" seemed an odd statement to me, but through the eyes of the young girl boarding our airplane the youthful first officer with platinum blond hair and bright blue eyes seemed odd to her. She then looked to the left at me, a grey haired man and I was half expecting her to say "look mom an old man", but realized that I was more aligned with her paradigm of what a airline pilot should look like. She simply said “hi”.

I stopped what I was doing for a moment reflecting on the significance of this young girl’s statement. This simple intrusion into my routine world and her innocent statement spoke volumes towards the preconceived notions we have about woman in the aviation community. I wanted to say to this young passenger that plenty of woman fly and if she put her mind to it she could also fly.

The only problem is I really had no knowledge to prove my point, other than my personal experiences in teaching woman to fly and flying with woman at the airlines. I then set out to gain the knowledge I needed to be better prepared next time I speak with a young girl or woman about learning to fly and careers available for woman in aviation.

Six Percent Of Pilots are Woman

Quick research on the internet led me an organization called Woman In Aviation International. According to their website there are over 600,000 thousand pilots and only six percent are woman. Having flown since the late 80's I had no idea the numbers were so low but that may be due to my unique experiences.

While working full time as a flight instructor I had many female students and was shocked that the numbers were so low but probably because I never really noticed. Upon further reflection I realized that yes the majority of my students were male, the audiences I spoke to at safety meetings where full of men, and the flying club I am in has very few females.

Why Aren't There More Woman Pilots?

I never took the time to reflect on why there are so few female pilots but from years of teaching and flying with woman I have my own theories. First, I think people still have some preconceived notion that men in some way are more predisposed to be better pilots.

I ran into this same attitude when I began in the computer industry in the eighties. I even had a professor that believed woman should not be programming computers because it was a "man's job". As much as it sounds crazy to say this today I think this same attitude may still be prevalent in the aviation industry.

Second, because the number of female pilots is so low there is not a large support network for the growth of woman in aviation. There is one organization that is doing some wonderful work promoting aviation for woman and it is called Woman In Aviation International. For a true ground swell of new female aviators we must promote the message early and often, that woman can fly.

Early in a young girl’s life they should be exposed to an aviation career as a great opportunity. This can be done during career days and through educating career counselors and teachers in schools throughout the country. The message must also be promoted often and be a consistent part of their career options throughout a girl’s early life. An aviation career should also be promoted amongst those looking to change careers and be a larger part of any continuing education and career counseling.

Third, the success of any pilot is dependent upon the support and education given by our aviation educators and flight instructors. The instructors internal attitude and preconceived notions towards a student can dramatically affect the success of the student.

One of the problems I have found in the past is the attitudes towards females trying to fly is much different than towards males pursuing a pilots certificate. I have seen some of my colleagues change the way they teach females because they feel a female is going to have such a tough future trying to break into a male dominated field. Some instructors have been as extreme as saying they feel woman shouldn't fly. These are attitudes the instructor himself must change although there is not much we can do about this except suggest woman steer clear of such instructors.

In my experience these same instructors who had these attitudes were complaining they did not have enough students. They do a disservice to themselves and the industry by promoting such an attitude towards woman in the aviation community. My advice to male flight instructors teaching woman to fly is simple; do a good job teaching all your students how to fly whether they are male or female. There are no changes you need to make in your teaching methods but there might be an attitude change in your view towards female pilots.

Why We Need More Female Pilots


Prior to flying I was a majority shareholder in an international seafood company. Imagine if we only marketed to men and sold little or no seafood to women. Well that is exactly what the aviation community has done with promoting their product of aviation towards potential pilots. I feel we have only successfully reached half the potential number of pilots. Imagine how strong the industry would be if we had an equal number of woman involved in aviation as we had men!

We are not doing a good job of attracting female pilots which is reflected in the dismal number of woman aviators. To have a true resurgence in the aviation and flying community all of our organizations must embrace the critical role woman have played in aviation and the critical role they will play in our future.

How To Get More Woman To Fly

The future of our aviation community and the growth of the pilot population depends on our promoting flying as an avocation, career, or business tool towards the large untapped population of potential female pilots. To do this we must not look to fellow woman pilots to be ambassadors to future woman aviators, but we must rely upon the recruitment of male advocates promoting woman to join the ranks of pilots and aviation professionals.

Let me speak to male pilots for a moment. To truly become a man advocating woman in aviation you must first internalize the important role women serve in our aviation community and be willing to promote flying to people of all walks of life. I think more men should join the ranks of organizations such as Women In Aviation. Ultimately, I would like to see more male advocates within Woman In Aviation promoting the future of our aviation community through the recruitment of more female aviators. If one of these organizations had a male advocacy wing I would be the first to join.

As I think of the important aviators I have know in my life one of my former employers stands out. She owned one of the oldest flight schools in the state of Texas and had taught many military pilots how to fly during WWII. This was a period where a woman’s role in the military was relegated to very few jobs as was the same in many industries throughout the United States.

During slow times my boss would take me into her office and tell me stories of the War and how she grew her business. One story really stuck out in my mind. One day I asked her what it was like to be a woman flight instructor during World War II. She told me how some of the pilots would resent her teaching them but a good instructor is a good instructor and if the cadets wanted to learn how to land well they would come to her for instruction.

Years later my former boss Maybell Fletcher was inducted into the Texas Aviation Hall Of Fame after many decades of running a successful flight school and being an advocate of aerospace education in the state of Texas. Her words still resonate in my mind to this day “a good instructor is a good instructor”.

I have reused Maybell’s words in many forms but if you or someone you know wants to learn how to fly remember that a good pilot is a good pilot and it does not matter if they are male or female. The aviation world is open to all and if you or someone you know is a female interested in flying I will be your biggest advocate and would be excited to see you join our special community of fliers.

Aviation is a world where woman pilots are finally beginning to be woven into the fabric of our flying community thus making it much stronger. I encourage all pilots to become advocates for Woman In Aviation. One of the ways you can do this is by joining those organizations that promote Woman pilots such as Woman In Aviation. As a matter of fact I am going to join today.

For More Information:

Woman In Aviation International Website

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Reader Question : “When established on a STAR (Standard Terminal Arrival) and given a clearance to descend (not via) are you cleared to descend to the cleared altitude without respecting the published STAR altitude restrictions?  We were flying a STAR and were told to descend to 5000'.  The next point on the STAR had a restriction to cross at or above 6000'  Were we cleared to descend to 5000' unrestricted?”

In a previous post I spoke on what a Descend Via clearance is and what to do when the clearance is modified. If you are arriving on a STAR (Standard Terminal Arrival Procedure) but have not been given a “descend via” clearance, do you know what altitude restrictions you must comply with?

You will always comply with the last clearance given by Air Traffic Control. If there is a restriction on the STAR you will comply with the restriction if ATC has cleared you to descend VIA or has given you a clearance to do so. It is a good idea to always remember the last clearance given to you and while you are flying the STAR contemplate any ramifications along the arrival. Here are some examples.

Example : At Or Above Restriction

You are descending along the PHLBO2 arrival to Newark and are given a descent to twelve thousand. As you approach STEFE you see the note the restriction is at or above thirteen thousand. You should continue to twelve thousand because you were given the clearance to twelve thousand and were not given a descend VIA clearance.

(click to enlarge image)

Example : Cross At Restriction

You are flying the PHLBO2 arrival and were given the clearance to maintain twelve thousand. As you approach SOMTO intersection you see the crossing restriction is for eleven thousand. Since you were assigned the altitude of twelve thousand and were not given a descend via clearance you will maintain twelve thousand.

Example: Crossing restriction with a descend via clearance

(click to enlarge image)

Occasionally ATC will want you to fly a STAR with some modifications. For example while flying the DYLIN4 arrival depicted above you are given the clearance to cross STEFE “at” thirteen thousand then descend via the DYLIN4 arrival.

As you can see the restriction at STEFE is to be at or above thirteen thousand. But since the controller gave you the clearance to cross STEFE at thirteen thousand you must be at STEFE at thirteen thousand. After STEFE you will continue to descent via the DYLIN4 arrival complying with all crossing restrictions which include SOMTO at eleven thousand and DYLIN at eight thousand.

Example : Descending along a STAR with a speed restriction.

While flying the TXMEX1 arrival you are given the clearance descend to twelve thousand. As you approach CRVZA intersection you notice the restriction to cross CRVZA at two hundred and ten knots. This at times confuses pilots because they were not given a descend via clearance.

(click to enlarge image)

It is important to remember that a descend via clearance is addressing the altitude not the airspeed restrictions. You MUST ALWAYS comply with the speed restrictions unless given a clearance to do otherwise. I find it is best for me to separate all arrivals into two parts, the altitude and airspeed portions of the clearance.

For the altitude I have a continual dialog in my mind that says what altitude was I given last. Was I given a descent clearance and what type of descent clearance.

For the airspeed portion of the clearance I remember what the last clearance was for my airspeed. If given an arrival I ask myself if there are any airspeeds I must comply with.

Again, if you are flying an arrival you must always comply with the speed restrictions unless given a clearance otherwise. The altitude restrictions depicted on the arrival will be complied with only if you are given a clearance to descend via the arrival.

Conclusion:

It is very important to always remember your last clearance and its implications concerning the arrival you are flying. If you are given an arrival with crossing restrictions you will only comply with those restrictions if told to descend via the arrival.

If you were not given a descend via clearance and were given a clearance to descent “to” a specific altitude you must comply with the altitude restriction regardless of what is depicted on the arrival.

Airspeed restrictions are separate from altitude restrictions and must always be complied with unless amended by a clearance form ATC.

Safe Flying!

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The simple things in life are many times the best and the IPhone App "Hold Here" may be simple but it is one of the best applications for determining your holding entry. Need to know what your holding entry will be in a hurry? Simply turn the radial dial with two fingers to your radial or inbound heading and then click on right or left turns. Next dial in your heading and presto you have your holding entry depicted in a clear and easy to read format.

The Best IPhone App For Depicting Your Holding Pattern.

My hat is off to the developer of Hold Here for providing such an easy to use and wonderful App for determining holding entries. Hold Here is a tool all instructors with an IPhone should purchase. As they say a picture is worth a thousand words and when you dial in the radial and heading with the display automatically showing your entry you will surely impress your students.

You can demonstrate many iterations of holding patterns much faster than you could ever draw them on a black board or dry erase board. In my case I have been using the Ipad to draw holding patterns to teach my students entries but from now on I will be using Hold Here.

Bugout Time

In addition to holding pattern entries this application also serves as a Bugout Time calculator. Many of us call this Bingo Time or the amount of time you have to hold before you need to go to your alternate.

Simply enter the ground speed and distance from the holding fix to the destination. Second, enter the distance from the destination to the alternate if one is needed. Third, choose the fuel units in Minutes, Gallons, our Pounds.

When using minutes you will next enter the fuel on board in hours and minutes. If using gallons you will enter the fuel burn in gallons per hour and the number of gallons on board. If using pounds you will enter the fuel burn in pounds per hour and the number of pounds on board.

Press the Calculate Bugout Time and presto you have the number of minutes you can hold. This is a great feature for a quick calculation of the amount of time you will need to hold.

Features I Would Like To See In A Future Release

I really like the holding procedure calculations and would not change a thing. However I would change a few things on the Bugout time calculator. First, fuel burn while holding would be a great addition This addition will give a more accurate depiction of the length of time we can hold before our bugout time. Since we normally slow to a holding speed and have a much different fuel flow while holding I would like to see this in the calculation since this is what our actual fuel burn will be in the hold. Most of the time while holding we burn thirty to fifty percent less fuel than in cruise.

Example 1:

We were flying a few days ago and were going to hold over Lafal intersection which is depicted on the ILS 17L at KPIE (St. Petersburg - Clearwater International Airport). We were flying towards the intersection on the 328 radial from SRQ (Sarasota VOR).
(click image to enlarge)

As you can see by the picture below the proper holding pattern is a parallel. This took me only a few seconds to enter the radial, holding pattern direction, and our direction towards the fix.

Example 2:

We are told we will be holding over LAFAL intersection for one hour. We have four hours of fuel on board and we will be holding 90 knots during the holding procedure and for the rest of the flight. Our alternate is KSPG (Albert Whitted Airport).

According to the calculation we have 183 minutes of holding fuel. This calculation is based on the regulatory fuel needed. The regulations state we need enough fuel to fly to our destination then fly to the alternate and then fly for an additional 45 minutes.

Conclusion

I feel every instructor with an IPhone should have this application while teaching holding patterns. The instructions are simple, the application is easy to use, and the graphical depiction is easy to interpret and is one of the better graphical depictions I have seen. You can demonstrate many holding patterns in a matter of minutes while using this device.

For those who are confused about holding entries or want practice in determining if their choice of holding entry is correct, this is a must have application. I highly suggest it to all my students and pilot friends.

The bugout time needs a few more features such as fuel burn in the hold before I can use it with regularity but it is a great start. I hope to see changes in upcoming versions.

I give this application five stars for the holding pattern and three stars for the bugout time. Overall four stars well worth the low price of $1.99

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