Search results

Our EMT SOP (based on r/w data at the time our SOP was constructed) is ODP for all departures except for LAX arrivals who instead get a 190 hdg.

Never wrong to fly the ODP until you're given a vector or another DP to fly. Now, if the ODP is going to take you in completely the opposite direction than the direct course from airport to the first fix, then without question, you should give ATC a heads up that you're going to fly the ODP...

I agree with the earlier post, btw, if cleared direct SALFE (regardless of the intercept angle), you're supposed to do PT unless ATC clears you for the straight-in. The presence of a small intercept and crossing altitude matching the IF altitude would certainly mean that a straight-in is...

Thank you for making my day 23% better. Actually spat out my drink while reading.

If the engine quits shortly after takeoff in a single, you fly straight and set it down. Many runways are more than long enough to allow you to come to a stop. On those that aren't, you may hurt the plane, but you won't die. This King Air...

Bill, a simulator can help you with the procedural side of flying IFR. See the twitch video I posted here for an example of how much you can accomplish in a modestly-configured sim (it's a gaming PC with a $66 joystick)...

I've read enough accidents with twins losing an engine on takeoff that resulted in a fireball to know that having 2 engines doesn't mitigate the risks of flying GA. It takes one set of risks and replaces them with others. I think I'd rather be in a single that loses an engine < 50ft above the...

Clip4, I flew my Lancair 360 from 2007 until June 2019 with a non-WAAS GPS (Garmin 420). The only reason I have WAAS now is because I moved to a 420W for ADS-B out compliance. I didn't mean to imply that the approach was earth shattering, critical to the NAS or completely bizarre....I just...

I'd consider the 1.2nm spread between the non-precision FAF and the glideslope intercept point to be interesting as it can lead to an issue if you overlook it and instead assume a 2500ft GS intercept.

Am aware. My exposure to RNAV approaches at airports with appropriately-spaced parallels is low, I think that's why I just came across these recently. I'm still seeking to understand why the FD/AP requirement exists for the RNAV approach, but not the ILS. I don't see how the accuracy of...

It looks like you're right. I just checked a couple of other airports with parallel runways (LAX and SEA) and this is definitely a thing. Clearly not unique to EUG, I just hadn't looked closely at RNAV's at airports with widely-spaced parallels before.

Glad you enjoyed, and yes, sims really are amazing...I wish more pilots were aware. The litmus test is whether your thought process in the sim is the same as the real airplane and whether you feel like you're really drawing on the same skillset that you use in the airplane. I can put my hand...

I debated posting this followup as it wasn't my original intention, but I found the sim session so useful, I figured I'd share. Here's a video of the sim session (the link is good for about 2 weeks and will eventually expire unless I export it as a highlight)...

Not quite as interesting as the RNAV Y 16R at EUG (covered in other thread), but this one caught me out briefly.... FAF is LWG NDB, at or above 2500. PFAF is 1.2nm outside of that, a full 300ft higher. The altitude of the glideslope isn't actually published for the FAF. It's subtle, but I...

Came across this one while searching for crappy r/w WX in the sim. RVR was 1800 and so were the minimums, so it was perfect. Launch from KCVO on the CVO4 SID, straight into the ILS 16R, missed, vectors for the RNAV Y 16R. I pull up the RNAV plate and start briefing the notes. I see two new...

The phone number is used if you want to obtain your clearance on the ground. If you want to pick up your clearance in the air, you need to speak with the controller who is working that airspace (ie, the person providing IFR separation for that piece of sky). Clearly, that would be the approach...

Assuming VFR conditions (otherwise it's obviously moot), the answer depends on where you're flying. In relatively quiet airspace with a good chance of getting what you filed, I'd pick it up in the air. In busy airspace (ie, Chicago/Socal/Norcal/Orlando/Regional/New York tracons), I'd pick it...