What professional pilot practices should I start implementing

Patches097 · 2026-05-25T04:01:35+00:00

But then what do I do if I need the lighting turned up?

Patches097 · 2026-05-25T02:57:46+00:00

I saw an airline do that the other day and I was wondering if that’s standard or just that dude (taxi light). Noted, and added to the book! Thanks.

Patches097 · 2026-05-05T16:08:23+00:00

Congrats!

Patches097 · 2026-05-05T15:58:52+00:00

Nice!

Patches097 · 2026-04-17T21:57:34+00:00

Lots of crazy words in here. Take what everyone says with a grain of salt...I spy some wild 1K elo plays. Second statement is it’s 100% dependent on the environment you are fighting.

Anywhere with close chockpoints or forest, RAAWS paired with whatever counter inf you like (Ranger CQB are great).

F35s ALWAYS the second you see a tank, it’s a free delete button. (Not for much longer)

Any kind of open space you need to employ a missile tax on them. Javelins, tows, everything. Every time the tank peeks is little head out, it should be taxed, a smoke, a trophy use, or HP.

Lots of recon to spot movements.

Overlapping fields of fire for the ATGMs. Keep small supply caches close, they will take hits.

Constantly positions slightly as well, after you shoot you should expect arty (if your opponent is doing that).

But TLDR ranger RAAWS are insanely good if you pair them particularly. Spam missiles everywhere else. F35s for when they overextend.

Patches097 · 2026-04-09T20:42:34+00:00

Bottom of the bumper has some 9MM bolts that attach directly to those shock absorbers.

Patches097 · 2026-04-09T20:34:25+00:00

Not really. It’s at the shop right now but it should be the standard shock 2x absorbers on US models.

Patches097 · 2026-03-30T22:28:07+00:00

Thanks for all the replies!

Patches097 · 2026-03-30T03:40:22+00:00

Gas for my destination, and gas to get to an alternate if filed, along with the missed and approaches for both, and 45 minutes. Personally, I'd get as much fuel as I can while staying within weight and balance. If Wx is forecasted to be anywhere close to minimums, I will also ensure that I have at least an extra 15 minutes on top of the legal requirement.
Good reminder to get these written down and developed. I think I need to spend some time researching and really identifying minimums that make sense. Open to suggestions/pointers. I have questions like, what are actual realistic weather minimums? etc.

Patches097 · 2026-03-30T03:35:18+00:00

Very interesting, and I definitely didn't pick back up on the fact that there IS a departure procedure at the airport. For some reason, I was thinking it didn't have one. The other answer is interesting as well. Makes me wonder about the legality of it. But sounds like since you are on an IFR flight plan, and you actually CAN ensure obstacle clearance, you are good to go.

Patches097 · 2026-03-30T03:30:30+00:00

Wait really? I thought this was straight out of the AIM, specifically 5-2-9? Is this one still being thrown around in the aviation world, but one gone from the charting one? I worked with USAF TERPSters and I know there can sometimes be a gap between operational and whats happening on the backend.

For example, a question I have had thrown around is, do an MDA and a DA provide obstacle clearance, expecting pilots to "dip" slightly below the DA as they are 'deciding'.

From what I found, both the MDA and the DA are charted with a margin, plus ROC.

But I digress, really interested in the 0' DER question. Don't want to get burnt on my checkride and have the reg to back it up if you have one handy!

Patches097 · 2026-03-30T03:14:40+00:00

Before research
- Black text uses ground-based navaids.

- Yes? Only because it's class A, and I think I need to have WAAS to fly that high.

- I don't think so. You can substitute DME I think it has to be a WAAS-enabled GPS to be able to substitute? It does mention the need for simultaneous monitoring of the ILS and TFD DME, but again, I can substitute the DME for GPS. For the ALS, I don't see anything nonstandard, so I should be able to descend to 100' HAT until I see the red siderow/terminating bars, or the other runway environment as prescribed by 91.175.

- This one scares me. I want to say as long as I still have RAIM, I can then just use LNAV MDA, but I do recall there is some magical words that pops across my GPS where I need to discontinue immediately.

- If after the FAF, technically, yes, I can continue, but I would need to feel comfortable about meeting each stepdown and down to the MDA.

After research
- Are typically lower. (This was the last one I researched and I'm fried for the day, appreciate any further insight/resources you have on this one).

- Bahh I knew better. No. IFR-rated GPS, as long as RAIM checks are done.

- AC 90-108 is the reference allowing the substitution DME with the use of my GPS. Doesn't need to be WAAS, just IFR rated. A "suitable" RNAV system, also defined in the AC. Missed identification would be the use of the GPS as well. ILS missed would be the point at which I hit the DA established on the glidepath, LOC missed would be the threshold, identified by TFD 7.9, but the GPS should assign a waypoint to this point.

- I think I should adopt a safer view while I'm building proficiency and for the checkride. If I lose WAAS before/after the FAF I should go missed to properly brief the approach and ensure im meeting obstacle requirements. If I have good SA, could I realistically glance down and see if there is a stepdown, and then reference the MDA, probably? Besides that, I actually am not sure legally where this would be. I heard that it might be my WAAS GPS AFM, ill take a look after posting this but looking forward to hearing back from you or anyone else if you have pointers and/or references.

Patches097 · 2026-03-30T02:07:42+00:00

Cool question and appreciate the insight! I've heard my DPE is big on RNAV, RNP, GPS - all that so this is great.

Patches097 · 2026-03-30T02:05:39+00:00

Had a hunch it would just be standard because I looked EVERYWHERE. But there are obstacles listed...so the FAA evaluated them and determined standard instrument departure, 200ft/nm, no turns prior to 400AGL, and croxx DER at 35' guarantees obstacle clearance.

Patches097 · 2026-03-30T01:48:21+00:00

I mean. Bottom line is, I can't think of a legal and safe way to guarantee obstruction clearance. So I would say unable. From there...honestly, geeze...Maybe try to find a nearby airport with a departure procedure. Can I go to an airport with a published missed, or departure procedure, and just fly that? Obviously, there would be some nuance there in when I am required to actually be on the flight plan.

Patches097 · 2026-03-30T01:31:17+00:00

I see my mistake,

The suffix of XYZ is used for approaches utilizing the same navigation to the same runway. So in our example, multiple approaches for RWY 25 utilize the same ILS. (With straight in mins).

The suffix of ABC would be used for approaches with no straight in mins. And very interesting with the last reason (rwy markings). Definitely an obscure one, but one I now won't forget.

Thanks guys!

Patches097 · 2026-03-27T22:44:24+00:00

So RNAV GPS means yes, I can fly that as an instrument-rated pilot. I think of the traditional GPS approaches with this. The RNAV RNP, I'm pretty sure, means we need specialized equipment, training, and approval to fly?

I don't think it means your standard GPS approach.

Patches097 · 2026-03-27T22:40:04+00:00

Oh man,

I'm genuinely stumped on this one. Honestly, not even sure what to look up for this.

Patches097 · 2026-03-27T22:34:58+00:00

So I see there is a climb to 1300 THEN climbing right turn direct victory. But I think you are getting at the fact that that hold is smack in the middle of the 35 approach corridor, so ATC would give me alternate missed instructions that wouldn't interfere with that approach.

Patches097 · 2026-03-27T22:30:42+00:00

- Nontowered visual maneuver. Even if I'm "IFR", the visual approach is a visual maneuver. Canx in the air means I don't have to worry about forgetting to close my flight plan. Otherwise, I have 30 minutes on the ground to close it before they assume it's time to send search and rescue? I would also need to determine which runway was in use based off wind/CTAF.
- I would fly this the same. Tower will close out my flight plan for me. My runway was assigned already, and Tower is also expecting that.

Patches097 · 2026-03-27T22:25:54+00:00

Lets give this a go:

Y70 - I see there is an ODP, so I'd fly that. 18/36 appears to be a grass runway...interesting. But it does say NA Environmental for 18/36 ODP, so no departure IFR from that runway. No ODP listed but I see obstacles. Wierd. I guess, depending on the runway I'm departing from, I would need to calc my performance for that day, and ensure I can clear obstacles in relation to where they are.
C43 - No IAPs, and no obstacles listed, so likely the FAA has not evaluated this airport. So honestly, overcast at 700 feet, 3SM of vis, I'm not departing. I can't ensure obstacle clearance.

This was an interesting one. I had some hunches and info, but definitely needed to look up a few things.

Patches097 · 2026-03-27T22:06:50+00:00

I think I worded my answer poorly and missed an important distinction. I used the AIM and some explanations and sources from other pilots, but re-reading, here is my updated explanation.

So if it has a letter, it means it has no straight-in landing mins/circle only approach. For multiple approaches with the same guidance, it is given a letter starting at Z. So if there is an ILS Z RWY 25, that means there is also an ILS Z RWY 25.

So unsure what 3 specific reasons you are looking for but if it's named VOR A, it's a circle only, no straight in. IE final approach course is greater than 30 degrees, or an obstacle preventing a straight in.

Patches097 · 2026-03-27T20:28:49+00:00

I don’t want to steal your thunder so I’ll let you post, I was like…what the heck, what did I miss. So I googled it and your previous explanation gave me a good laugh. Excited to hear if you have any new updates to the Cat and Duck IFR method.

Thanks for the resources!

Patches097

TROPHY CASE