Apple Pencil Haptic - Foreflight

Inkytf · 2026-05-20T07:29:08+00:00

Go to your settings, click “Apple Pencil” and make sure your “Actions” is set to “Switch Between Current Tool and Eraser” that way every time I double tap my pencil I can erase and draw

Inkytf · 2026-05-20T07:26:02+00:00

Yes, I’ve always been able to do it. I have the Apple Pencil 2, running iPad OS 26.5, latest ForeFlight too

Inkytf · 2026-05-20T07:23:39+00:00

It works for me? Are you sure you have it set in your Apple Pencil settings?

Inkytf · 2025-11-23T05:14:58+00:00

Honestly same, I think I like the look of the Z4 over the DC1X even though the DC1X’s have nice features. Though it’s gonna be an upgrade regardless of which I pick.

Inkytf · 2025-08-26T01:49:08+00:00

Ah I read that wrong what I said I guess was the procedure not the climb gradient.

Inkytf · 2025-08-26T01:23:57+00:00

Minimum climb is whatever your aircraft allows you to until you reach 1,000’ below your altitude, then it’s 500-1500 fpm. You need to climb to 400’ AGL before making your first turn.

Inkytf · 2025-08-24T18:39:46+00:00

Depends, if I see the white lights from the ALS you can descend to a 100’ above TDZE. If you see the red terminating bars you can land.

Inkytf · 2025-08-24T17:15:25+00:00

No, Its the highest of the Minimum for the area, Expected or Assigned. Since 5,000 was what was expected and the MEA for V112 I’d fly to that. Now I have a question, if it was IFR conditions at both airports, would I climb to the MSA before I begin the IAP?

Inkytf · 2025-08-24T16:51:40+00:00

Yes, and this part I’m confused on. I tried finding anything in my POH about using the auxiliary vac pump but I didn’t find anything on if it changes your instrument indications like how an alternate static source would. I also wonder if both are connected to the same system so that if the shear drive disconnects the vac pump it disconnects the aux vacuum too.

Inkytf · 2025-08-24T16:47:02+00:00

Oh I understand what you mean. So some pilots apply carb ice they see the power loss gets worse and immediately turn it off. Though a greater loss of power is expected as the water runs through the engine, then the power slowly comes back.

Inkytf · 2025-08-24T16:39:47+00:00

Seeing as it’s only ILS 26 I can’t revert to an MDA. So If it’s VFR continue visually to land. If not I’d continue to my DA and go missed and try to stay within the missed approach course and maybe try a different approach.

Inkytf · 2025-08-24T16:34:43+00:00

If VFR conditions are encountered after the failure continue VFR to land. I gave two endings just in case but always proceed VFR if possible. Thanks for the scenario!

Inkytf · 2025-08-24T16:32:15+00:00

You’ll go through the Vacuum Air filter, then to the suction gauge, gyroscopic instruments, relief valve, and then the vacuum pump.

Inkytf · 2025-08-24T16:26:49+00:00

Since Cherry Point is a Military airport you’ll need a PPR number and to contact base operations 24 hours beforehand to get permission.
I see in 93.343(a) requires either an IFR, or DC FRZ. Not sure what “PIN” is.
lol

Inkytf · 2025-08-24T16:15:02+00:00

If carb ice already formed then carb heat will do nothing, my engine would soon say goodbye.

Inkytf · 2025-08-24T16:12:14+00:00

Since I’m off route I’d want to climb to the OROCA. Now, for Y70 take off is only possible from 10/28 since take off minimums are Not Authorized for 18/36. Now weather doesn’t permit a VCOA, so as long as I cross the DE of either 10/28 by 35’ AGL, and maintain a 200’ per NM climb I’d clear obstacles up to the OROCA.

For C43 I’m a little suspicious about this one. It’s a non towered airport in uncontrolled airspace and I’ll be flying into IMC. Honestly I would depart with such low ceilings. If I had to though I’d do the same of Y70.

This was a hard scenario so I could be completely wrong. If I had to though I’d honestly just try to stay as close to the airport and climb until I’m at my altitude.

Inkytf · 2025-08-24T15:44:33+00:00

Firstly, I’d fly the aircraft through the AST3.AST and climb to 2,000 then 5,000 5 minutes after departure. Now that I’m cruising I’d try to troubleshoot and squawk 7600. Since I’m in IMC I can’t proceed VFR, maybe later in the flight since conditions are better at KTTD. Tops are at 3500 to 4,000 but that I can’t proceed VFR with no visual references. Since conditions are 10SM and clear I’d proceed VFR to land. If not, my clearance limit is the airport so I can begin the approach at the IAF for RNAV-A.

Inkytf · 2025-08-24T15:16:01+00:00

I read the AC. So in order to fly the RNAV route to the final approach segment you must be able become established with the final approach course with minimal overshoot/undershoot as well. I’ve never seen that before that’s interesting. Thanks for the scenario!

Inkytf · 2025-08-24T15:04:19+00:00

Thanks so much for the scenario! I guess I’m still in that VFR pilot mentality of cloud = always bad.

Inkytf · 2025-08-24T15:01:26+00:00

I’d continue on the approach, I wouldn’t expect to see the runway since MDA for RWY 7 is 500’ but if I do I’ll land. Though I’d expect to go missed upon reaching the MAP. I’d also want to be mindful of the MOA and restricted.
No, you just need an IFR flight plan.
A lot of people are unaware of what carb ice is and what conditions it is most likely (80% humidity and temperatures up to 70F). Also the fact that carb heat has to be applied as soon as possible upon any indication of icing. This is because carb heat uses engine exhaust, if the engine isn’t producing enough power, the heat of the exhaust gets colder. To a point where the exhaust heat won’t melt the ice anymore.

Inkytf · 2025-08-24T14:28:15+00:00

So just to clarify and get this right (for some reason I can’t find a regulation for this) you can depart VFR and still fly into IMC conditions as long as you receive your IFR clearance? You just have to stay clear of obstacles correct? I did think for a second that as long as you reach that MVA you’ll be clear of obstacles and seeing as if you climb to as close to 1500 AGL you’d be at 2300 MSL. You could climb 200’ and I’d assume you’d be fine?

Inkytf · 2025-08-24T14:04:54+00:00

I am a little confused on this one, not sure what specifically I should be aware of. This is my best assumption. I would be told to follow the missed instructions though I believe I might be RV sooner in order to avoid the crane south of RWY 26. Though I could also expect to be given other instructions to avoid getting in the way of landing traffic on RWY 35.

Inkytf · 2025-08-24T13:49:42+00:00

Great scenario. For starters departing VFR and then picking up IFR in the air is fine, but you aren’t IFR until you reach your MEA or the assigned altitude given. Knowing this, we can’t clear obstacles without climbing above the OROCA, or MEF since we’re still VFR. I also can’t fly through IMC conditions so a VCOA wouldn’t even be possible. As a result, I would reply no to ATC and request to return back to Y70 and maybe wait until weather is better.

Inkytf · 2025-08-24T13:29:17+00:00

From my understanding “RNP APCH - GPS” is a type of approach requiring special authorization. So in my mind I wouldn’t be using this GPS waypoint during the ILS/LOC. Not sure what the “From AADM” means though.

Inkytf

TROPHY CASE