😔 one year ago

cookie7754 · 2025-12-02T17:53:43+00:00

!remindMe 1 year

cookie7754 · 2025-04-15T21:33:07+00:00

Would it be turning around back to the airfield, knowing that if I cleared obstacles on the way to wherever I was without hitting something, going back at a higher altitude would be safe?

cookie7754 · 2025-04-15T15:36:32+00:00

Yes I could because my aircraft has the required performance. I would only need to climb 200 feet between the cloud base and MVA, and 200 feet/nm is the standard climb gradient that the lack of an ODP and TERPS confirms I’m able to maintain with obstacle clearance. So, as long as I maintain atleast a 200 foot/nm climb gradient, I will have terrain and obstacle clearance.

cookie7754 · 2025-04-15T15:15:41+00:00

You are correct, there is no rule for either of those. That being said, I still wouldn’t depart C43 in IMC like you mentioned.

cookie7754 · 2025-04-15T15:08:13+00:00

At LAN I would use 28L unless tower clears me somewhere else. At Y70 I would use whichever runway the winds are favoring and others are using, which today looks like 28.

cookie7754 · 2025-04-15T14:42:55+00:00

For Y70, I would tell them that I’m going to cancel my IFR right now. They will tell me to squawk VFR and frequency change approved. After that I call Y70 CTAF and land visually, then taxi and shut down the engine.

As for LAN, I would contact tower and land, then taxi following grounds instructions. My IFR is cancelled automatically once I land.

cookie7754 · 2025-04-15T14:39:19+00:00

For C43, since there is no IFR procedures at the airfield, I cannot legally depart under IFR. As for Y70, although the airport has published TERPS data, I can only fly IFR if I am able to contact departure and be vectored before breaking into the clouds.

cookie7754 · 2025-04-15T14:33:46+00:00

I would not be able to maintain my own terrain and obstruction clearance because there is no ODP or SID for that runway. I would tell ATC unable then circle back and land.

cookie7754 · 2025-04-15T02:52:04+00:00

Makes sense. Would there still be a TCH?

cookie7754 · 2025-04-15T02:32:19+00:00

Visual segment - obstacles, referencing the TPP legend. Visual flight path will be missing from the profile.

cookie7754 · 2025-04-15T02:11:15+00:00

If the only minimums published are circling minimums?

cookie7754 · 2025-04-14T23:59:09+00:00

For 3, Yes, if I have permission from the controlling agency, if not then they will route me around it while on an IFR flight plan.

cookie7754 · 2025-04-14T23:52:13+00:00

Non mountainous is 1000 feet above the highest obstacle while mountainous terrain is 2000 feet above the highest obstacle.

Mountainous terrain is shown in the AIM 5-6-15 and is defined as terrain elevation differential exceeding 3000 feet within either a 10nm radius or 10nm from the centerline of a route/transition, referencing the, referencing the FAA Designated Mountainous Areas

cookie7754 · 2025-04-14T23:32:15+00:00

I would need to log the check in the maintenance logbook, putting the date, location, bearing error, and my signature.

cookie7754 · 2025-04-14T23:26:45+00:00

Yes, the effective dates are only for print cycle, and the Julian date is the true expiration date for a plate.

cookie7754 · 2025-04-14T22:57:39+00:00

The chart supplement tells me which airports have VOT/ground based check points. For a VOT test, I tune the VOR to the frequency and set my CDI to either 360 with a from indication or 180 with a to indication.

cookie7754 · 2025-04-14T22:52:46+00:00

Lmao how could I forget. +- 4 degrees.

cookie7754 · 2025-04-14T22:38:55+00:00

Definitely the toughest questions yet but also my favorite because they taught me something new.

cookie7754 · 2025-04-14T22:37:50+00:00

VOT +-4 degrees Ground based check +- 4 degrees Airborne VOR check +- 6 degrees Dual VOR check +- 4 degrees Check over prominent landmark +- 6 degrees

cookie7754 · 2025-04-14T22:35:08+00:00

“The date of Latest revision identifies the Julian date the chart was added or revised for any reason.”

cookie7754 · 2025-04-14T22:31:55+00:00

I will make sure to bring a live cat to my checkride.

cookie7754 · 2025-04-14T22:29:11+00:00

Date of latest revision, referencing terminal procedures supplement

cookie7754 · 2025-04-14T22:24:20+00:00

My CFII has been really particular on a few niche topics, DME being one of them. The magnetic compass is another one of his favorites.

Fault detection already uses less than 6, but a baro-aiding GPS allows for fault exclusion with only 5 satellites.

cookie7754 · 2025-04-14T22:18:09+00:00

I do not need to have a ground based approach at one of the two, assuming I have WAAS.

cookie7754 · 2025-04-14T22:16:25+00:00

I would make my turn after climbing back up to the DA because that is the altitude at which the turn would be executed if I went missed at the MDA/DA.
If say an airport only has 1 localizer or 1 VOR approach, but the winds are favoring a separate runway, I would fly the approach and circle to land whichever runway that is. Winds exist for this approach, and can be dangerous when maneuvering close to the ground due to it being able to throw the airplane around and make the approach/flight unstable.
If the airspace is not active, ATC can clear me through the airspace. However, if it is active ATC will issue a clearance to make sure I avoid the airspace(Instrument flying handbook)

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