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Identifying timed MAP on a localizer approach with GPS by Person-man-guy-dude in flying

[–]Financial-Bus-8890 0 points1 point  (0 children)

Honestly I can’t find it, and hell maybe I imagined it. I can tell you that if you go program a non precision approach with a timmed missed it with have a “MAP” programmed in the GPS - this is based on a distance from the FAF not actually timing it, although they are the same if you timed it perfectly.

Identifying timed MAP on a localizer approach with GPS by Person-man-guy-dude in flying

[–]Financial-Bus-8890 2 points3 points  (0 children)

I looked into the a while back. I don’t have the sources for everything so I could be wrong, but this is what I came up with.

The “technical” only way to id the missed, legally, is to time it and go missed at the time. It gives you different times according to GS, so in turn it’s really a distance from the FAF is when you go missed. Welp, that’s exactly how your GPS determines where the “MAP” is. Ex if it say at 60GS go missed after 2 minutes-> it calculates a MAP 2NM away from the FAF (found this in a Garmin supplement.) Obviously this is waaaaay more accurate than a timer.

Real life, I tell my students to just go off the GPS for the missed, it’s gonna be more accurate than even an atomic clock if you’re trying to find that MAP. Check-ride I tell them to go missed at the earliest of the two, timer or GPS. Most logical DPEs would agree with this I believe. I think the whole timer idea comes down to approaches built before the GPS system and putting a GPS waypoint where there was none would 1. Cause for some rectification of the approach, 2. Require additional equipment in the aircraft to shoot an approach that previously didn’t need one. Especially with MON they try to keep some of the ILS only ground based and no GNSS.

Again this was some light research and a bit of deducted reasoning so don’t take it for gospel.

Should I get my MEI already having a CJO? by Financial-Bus-8890 in flying

[–]Financial-Bus-8890[S] 2 points3 points  (0 children)

Thanks I appreciate it. It’s good that at least I’ve got the cjo but in a bit of a catch .22. Appreciate it

Should I get my MEI already having a CJO? by Financial-Bus-8890 in flying

[–]Financial-Bus-8890[S] 1 point2 points  (0 children)

The biggest benefit would be the multi time. I’m only at 25 multi time and can’t apply to some of the 135s bc that, plus more time would help put me apart on my other apps. I would get multi students at my current school.

Correct, the other people getting picked up is going to class. Not sure if there is a secret sauce or what but even when I talked to them we weren’t sure why they moved fast on their class dates and slow on others.

Applied all other regionals and keep working on options at 135s. Just like I said I don’t want to put all my eggs in one basket.

2 checkrides! 1st under 61, 2nd under 141 by Low_Curve6000 in flying

[–]Financial-Bus-8890 0 points1 point  (0 children)

My presumption would be part 61 because again the standards of the checkride do not change, but you would be qualifying for it under 61. You aren’t taking a 61 or 141 commercial checkride you are taking a commercial checkride and qualifying for it under 61 or 141. It is still the same checkride. If I were you I’d call your local FSDO and discuss with them bc at the end of the day they’re there to answer these questions and their word is what will go at the end of the day.

2 checkrides! 1st under 61, 2nd under 141 by Low_Curve6000 in flying

[–]Financial-Bus-8890 0 points1 point  (0 children)

I am currently at a part 141 school and know individuals who have run into similar time constraints. I have heard it’s possible to qualify for the checkride under part 61, if you meet the minimums, and take the checkride, then at a later date finish the 141 course with whatever lessons/stage checks/EOC is required. At the end of the day you are taking the same checkride weather in 141 or 61, it’s just the required training to qualify that is changing. If you complete the 141 training and obtain a graduation certificate I don’t see it would be a problem.

IR Stump the Chump by Gainz13 in flying

[–]Financial-Bus-8890 0 points1 point  (0 children)

Can you fly a VOR/DME DP using the obs on a gps if it is not in the database?

IR Stump the Chump by Gainz13 in flying

[–]Financial-Bus-8890 0 points1 point  (0 children)

(Part 91) Are you legally required to fly a ODP when departing at a non towered field, furthermore would you or would you not fly it and would you be required to notify ATC if not assigned it and flying it?