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This the point of the intial post..... Take two examples. 1. A standard cg of 200 fpnm to 400 feet, and 2. A non-standard cg of 512 to 1300 feet AIM..."... climbing to 400 feet above the departure end of runway elevation before making the initial turn. ..." The AIM clearly explains the 400...

What is that 1300 there for? What information does it convey in the takeoff minimum? By the way, we’re using Bourland Field (50F) in our particular example.

Well no. It does when no obstacle penetrates the ocs. But it an obstacle does penetrate the ocs then, IF PRACTICAL, the ocs will be adjusted upward until the obstacle doesn’t penetrate. If the obstacle happens to be a low close in obstacle a ceiling/increased viz alternate minimum will be...

No. To clear the low close in obstacle would require such an extreme cg (any cg over 500fpnm must be approved by fsdo) that a high cg solution is not practical. In that case, with low close in obstacles, a higher ceiling and increased viz solution is called for (8260.46). The idea being if the...

I believe you mean 35 feet. Tex

One of my issues is that some of these things are assumed and and written authority for it can’t be found. Or I can’t find it. For example. After The cg of 512 to 1300 we all assume we can return to 200 fpnm until reaching the enroute ROC. Where is that explicitly written. It seems obvious...

I guess I should update my profile. I’m now retired from the FAA. I got out while I still have my sanity and am now training pilots in a college professional pilot program. Tex

we know that standard TO mims are 1 or 1/2 vis with expected climb gradient of 200 fpnm and a diverse turn no lower than 400 agl. Let’s take another example. Fort Worth Borland. STD/w min climb of 512’ per NM to 1300. Question: what happens at 1300? Careful how you answer. Look at the...

Two other factors to add to this. Colder air will descend especially with a high/low system as will a low rise. This descending air adds an additional kenetic energy force to the denser air as will the ascending warmer air subtract the upward kenetic energy from an already less dense air. This...

So you say there is no stipulated requirement for IMC or simulated IMC for the 6 required currency approaches...is that correct? tex

Exactly. That’s all it takes to light a fire in a school full of new IFR student who think they are expert on the rules. And many of them are fairly expert. The FAA InFO which “clarifies” the subject ... “...A pilot may log an IAP for currency or training when the pilot accomplishes the IAP...

I’m sure I must not be making myself clear so I’ll try this. Remember I’m not looking for an explanation here. If I print out all of part 61 and ask you to draw a circle around the sentence that requires a person to fly the approaches in IMC or simulated UMC where would you draw the circle? Tex

No. I’m wondering how many have the right answer for the right reason. I would have thought the answer was obvious but some instructors and students ( who really don’t have the expertise even though none is really required but yould think they could read plain English) seem to have some odd...

“, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following— First, you don’t need to go any farther than this. But the debate is over whether or not it has...

At the college where I am on faculty there is a raging debate among several students and even faculty about this....not about what the right answer is but about WHY the right answer is. I’m curious what many of you think is the specific WHY behind the right answer. That’s all Tex

Where is the reg your referring to?

This is a simple question.... Must the approaches used to comply with 61.57c IFR currency be in actual or simulated IFR conditions....or...may they be done in VMC conditions? I’m interested in what you guys think and why you think that. In other words, whatever you think, what is your...

Incorrect kemo sabe. Also in TRSA with participating aircraft AND all the way to the runway in class d airports. Green between is separation. ATC is required to provide that separation. It’s mandatory for ATC and not workload based. Tex

I can’t tell if you’re being sarcastic. It wouldn’t bother me if you were. Economy of phraseology is critical. Controllers haven’t got the time to explain themselves or educate pilots on air especially at bigger busier facilities. As I have said in the past, for example, “frequency change...

Yeah, of course I’m not going to waste MORE time trying to educate pilots. I’m just going to say approved. I’m not going to ignore the request because that would lead to more problems. I’m going to blame the biennial flight review process! Oops! Didn’t mean to open up that can. There...