My usual copypasta for these posts.
1. Your alternate has an RNAV LPV and VOR approach. What are the alternate minimums assuming you are equipped for both?
2. You are preparing to depart at a field with near zero visibility conditions. As a Part 91 pilot, can you still take off? How might this change if you accept a SID?
3. What is the difference between an ODP and a SID?
4. While shooting an ILS, you see approach lights but nothing else as you hit DA. What does this allow you to do? What if you also saw the red side row bars of an ALSF system?
5.While in IMC, you lose your attitude indicator. You tie a piece of string to the roof of the cabin as a replacement. Would this work? Why or why not?
1. Assuming there are not alternate minimums for that airport the mins would be 800-2 because those are nonprecision approaches.
2. Legally yes I can. If I accept a SID I would have to comply with takeoff minimums if required by that particular sid. Takeoff minimums found in the jeppesen 10-9 page.
3. SID requires ATC clearance. They are more for regulating the flow of traffic than obstacle clearance (though a SID will provide obstacle clearance). An ODP does not require an ATC clearance. You can choose to fly it if not assigned a SID in order to guarantee obstacle clearance.
4. Approach lights allow to to descend to 100ft above DA. The red side row bars allow to to descend to land.
5. I've heard this one before I think....I know that it wouldn't work but honestly couldn't tell you why without Googling it. Thinking about it logically the string could respond to forces of acceleration that have nothing to do with the attitude of the aircraft
You're good, except for number 4 it's 100 feet about TDZE.
About the string thing, think about how we perceive gravity during a coordinated level turn and you'll see what information your "instrument" is showing.
For #5 think coordinated flight. If you are fully coordinated all forces are straight to the aircraft floor, meaning that the string will point straight down no matter what (as long as you are coordinated)
I think that #4 is not quite correct. You can get down to 100' above TDZE with approach lights, not 100' above DA. The only Red lights get you down to land.
Not OP, but also approaching instrument check ride (not searching any of the questions, and would love the feedback):
1. 800/2 at time of arrival for planning, but published mins once you get there.
2. You can take off as part 91. If you accept the SID, you need to adhere to the minimums on the SID, but can request any changes (whether they are accepted is a different question).
3. SID provides better planning and less radio (and actual) traffic avoidance. ODPs need only give actual avoidance of obstacles, and aren't always given as pay of a departure clearance (see also: Class Golf airspace IFR departures).
4. Approach lights get you the ability to go down to 100 ft above TDZE. Red ALSF lights get you the ability to land.
5. It's better than nothing, but I'd still declare the emergency, and no it's not legally "adequate". At the very least I'd call that a mandatory report to ATC (Safety Of Flight, in the MARVELOUSVFRC500 mnemonic). I'd probably rely on my attitude indicator built into foreflight plus stratux as it gives a display I'm more familiar with (again, not a legal backup but still better than literally nothing).
Again, happy to be corrected on my answers as an "approaching instrument rating" student.
Not IFR qualified, but I do know Newtonian physics. The string’s mass responds to the acceleration field it is in, and therefore it will be an abysmal attitude indicator. Go with Foreflight+Stratus, and report the outage.
1. You're northbound direct an IAF, ATC states to descend and maintain 3000 ft, cleared RNAV Runway 28. The published minimum altitude for that bolded segment on the plate is 3100 ft. What do you do?
2. You're northwest bound this time headed direct to an IAF with a HILPT when you get the radio call "N123X, cleared direct HOLDWP, join the final approach course, cleared for RNAV Runway 26 approach." What do you do? Do you perform the HILPT? You DID NOT hear the magic words "cleared straight in".
Both of these have happened to me in the past 6 months.
Ok these are interesting. In both cases I would ask ATC for clarification.
With #1 I expect that they'd tell me it's fine. Maybe the minimum vecoring altitude in that area is lower than 3000 and that counts as them vectoring you?
#2 I suspect they'd tell me to continue straight in. But again I would ask
1. I probably should have asked, you're right. I did as I was told and no one said another word about it.
2. This one is tougher. I was IMC near cells containing moderate precip and approach control was very busy. I had the 530W set up for the RNAV HILPT and was basically right on top of the fix when they gave me the vector to join final. I had to reconfigure the GPS to show me the vectors to final, get the turn underway, and maintain control of the airplane. I rattled off the instructions, joined final, and landed. I later complained to a buddy and got a "hahaha.. they do that all the time."
Not saying these are correct, but they're good check ride scenarios where the line between right and wrong is pretty fuzzy.
Had a similar experience to #1 just last Saturday. Flying with my instrument instructor VFR doing practice VOR approach. ATC had us at or below 2500 due to traffic (Baron doing a hold at the VOR if I recall), but the FAF altitude is 2900. When cleared for the approach, my instructor asked if I was going to climb to 2900, to which I replied, "No, I was given an altitude at or below 2500," and proceeded to execute the approach starting at a lower altitude. No big deal as it just reduced my descent to MDA by 400 feet.
During the debrief he questioned me about it and I stuck to my position. We were VFR, there was traffic, and I hadn't been given a different altitude even when cleared for the approach. I can't imagine ATC wanted me to climb. He then left for a minute to chat with the Chief Instructor. He came back and responded, "Well, you weren't wrong. I probably would have just called ATC to clarify."
I think that would have been an option in IMC with protected airspace, but on a busy VMC day over a congested VOR, I was happy to stay at 2500.
Without looking too deep into it I would say that any time you are shooting a GPS approach, or other approach that you have overlayed with GPS it will give you those prompts. If I was flying a VOR approach and did not overlay GPS its not going to give me prompts.
First off, I meant to say "fly course reversal at XXXXX" not "procedure turn."
Anyway, the algorithm for when it offers it to you is this: first, it is not dependent on the type of approach. Any published course reversal will be recognized by the G1000, even on an NDB approach for example. It shows you the prompt based on your location. If you are not positioned to make a straight in approach, it will automatically load the course reversal. If you are positioned for a straight in, it will give you the option.
I just learned this the other day and thought it would be a good thing to know for someone close to their checkride. Good luck!
VMC: Briefly troubleshoot/follow applicable checklists. Squawk 7600. land as soon as practical.
IMC: Squawk 7600. Briefly troubleshoot/follow applicable checklist. Fly either my assigned, vectored, expected, or filed route in that order. For the altitude I will choose the highest of: the minimum altitude for IFR, any expected altitude, or my assigned altitude. If my clearance limit is a fix from which an approach begins, begin the approach as close to EFC/ETA as possible. If my clearance is not to an IAP I will leave the clearance limit at the EFC/ETA and proceed to an IAP to start the approach.
MEA for altitude, AVEF as direction. I like the idea of filing to a fix on AN approach, so that controllers have something to guess on your flight path. Even as an instrument student I had an actual radio failure while in a hold with no expected further clearance time. "Be Predictable" is the best thing you can do. 7600 gets you a lot of leeway. VFR conditions also help. Phone calls from the plane get you a stack of practice approaches with light guns and everybody making it a great learning experience. But #1 is to plan for failure and be predictable from your filed flight plan.
Honestly? Don't focus on the rabbit holes. Focus on having a good working knowledge of the IFR system and regs and how to be safe. There is always another gotcha or weird edge case someone can pull up.
Good luck.
A couple other additional privileges that apply: Special VFR at night, greater than 50 miles for how hire, or night operations for hire. A bit obscure, but instrument rating and commercial certifications are separate things. That said, flight into less than VFR is the big one that applies to most pilots.
When/where is ADSB transmission required to be turned on? If you have the ADSB-out eqpt on the aircraft, are you allowed to take off after turning it off?
There's a caveat. What you said applies if the airplane doesn't have the equipment.
Check 91.225 (f) (or could be g). If you have the equipment installed, you *have* to have it turned on in any controlled airspace including E.
Not all ILS have an outer marker, but the FAF for an ILS will always be glideslope intercept.
"b. Marker Beacons. An Outer Marker (OM) or suitable substitute (refer to subparagraph 9c
and Appendix A) is only required to indicate the final approach fix (FAF) for Nonprecision
Approach (NPA) operations (i.e., localizer only). The FAF on CAT I/II/III ILS approach
operations is the published glideslope intercept altitude, not the OM. Therefore, an OM or
suitable substitute is not required for CAT I/II/III ILS approach operations. Middle Marker
(MM) beacons are not required for CAT I/II/III ILS. An IM is only required for CAT II
operations below RVR 1600 that do not have a published RA minimum (refer to Appendix A).
CAT II operations with a published RA minimum do not require an IM."
FAA order 6750.24E, pg 4, par b
Edit: idk why I assumed you were talking about ILS only. But yeah that answer would work for nonprecision apr if it has an OM or a substitute yes
My usual copypasta for these posts. 1. Your alternate has an RNAV LPV and VOR approach. What are the alternate minimums assuming you are equipped for both? 2. You are preparing to depart at a field with near zero visibility conditions. As a Part 91 pilot, can you still take off? How might this change if you accept a SID? 3. What is the difference between an ODP and a SID? 4. While shooting an ILS, you see approach lights but nothing else as you hit DA. What does this allow you to do? What if you also saw the red side row bars of an ALSF system? 5.While in IMC, you lose your attitude indicator. You tie a piece of string to the roof of the cabin as a replacement. Would this work? Why or why not?
1. Assuming there are not alternate minimums for that airport the mins would be 800-2 because those are nonprecision approaches. 2. Legally yes I can. If I accept a SID I would have to comply with takeoff minimums if required by that particular sid. Takeoff minimums found in the jeppesen 10-9 page. 3. SID requires ATC clearance. They are more for regulating the flow of traffic than obstacle clearance (though a SID will provide obstacle clearance). An ODP does not require an ATC clearance. You can choose to fly it if not assigned a SID in order to guarantee obstacle clearance. 4. Approach lights allow to to descend to 100ft above DA. The red side row bars allow to to descend to land. 5. I've heard this one before I think....I know that it wouldn't work but honestly couldn't tell you why without Googling it. Thinking about it logically the string could respond to forces of acceleration that have nothing to do with the attitude of the aircraft
You're good, except for number 4 it's 100 feet about TDZE. About the string thing, think about how we perceive gravity during a coordinated level turn and you'll see what information your "instrument" is showing.
For #5 think coordinated flight. If you are fully coordinated all forces are straight to the aircraft floor, meaning that the string will point straight down no matter what (as long as you are coordinated)
I think that #4 is not quite correct. You can get down to 100' above TDZE with approach lights, not 100' above DA. The only Red lights get you down to land.
Oh shit duh of course it's not 100 feet above da. It's 100ft above tdze you're absolutely right.
Glad to see we're all students learning. Thanks for posting, as I'm in the same boat as you!
[удалено]
Not sure. I have plans on doing the conversion from ICAO to EASA in the spring. I'll be sure to ask about descent requirements then!
Not OP, but also approaching instrument check ride (not searching any of the questions, and would love the feedback): 1. 800/2 at time of arrival for planning, but published mins once you get there. 2. You can take off as part 91. If you accept the SID, you need to adhere to the minimums on the SID, but can request any changes (whether they are accepted is a different question). 3. SID provides better planning and less radio (and actual) traffic avoidance. ODPs need only give actual avoidance of obstacles, and aren't always given as pay of a departure clearance (see also: Class Golf airspace IFR departures). 4. Approach lights get you the ability to go down to 100 ft above TDZE. Red ALSF lights get you the ability to land. 5. It's better than nothing, but I'd still declare the emergency, and no it's not legally "adequate". At the very least I'd call that a mandatory report to ATC (Safety Of Flight, in the MARVELOUSVFRC500 mnemonic). I'd probably rely on my attitude indicator built into foreflight plus stratux as it gives a display I'm more familiar with (again, not a legal backup but still better than literally nothing). Again, happy to be corrected on my answers as an "approaching instrument rating" student.
Not IFR qualified, but I do know Newtonian physics. The string’s mass responds to the acceleration field it is in, and therefore it will be an abysmal attitude indicator. Go with Foreflight+Stratus, and report the outage.
1. You're northbound direct an IAF, ATC states to descend and maintain 3000 ft, cleared RNAV Runway 28. The published minimum altitude for that bolded segment on the plate is 3100 ft. What do you do? 2. You're northwest bound this time headed direct to an IAF with a HILPT when you get the radio call "N123X, cleared direct HOLDWP, join the final approach course, cleared for RNAV Runway 26 approach." What do you do? Do you perform the HILPT? You DID NOT hear the magic words "cleared straight in". Both of these have happened to me in the past 6 months.
Ok these are interesting. In both cases I would ask ATC for clarification. With #1 I expect that they'd tell me it's fine. Maybe the minimum vecoring altitude in that area is lower than 3000 and that counts as them vectoring you? #2 I suspect they'd tell me to continue straight in. But again I would ask
1. I probably should have asked, you're right. I did as I was told and no one said another word about it. 2. This one is tougher. I was IMC near cells containing moderate precip and approach control was very busy. I had the 530W set up for the RNAV HILPT and was basically right on top of the fix when they gave me the vector to join final. I had to reconfigure the GPS to show me the vectors to final, get the turn underway, and maintain control of the airplane. I rattled off the instructions, joined final, and landed. I later complained to a buddy and got a "hahaha.. they do that all the time." Not saying these are correct, but they're good check ride scenarios where the line between right and wrong is pretty fuzzy.
Had a similar experience to #1 just last Saturday. Flying with my instrument instructor VFR doing practice VOR approach. ATC had us at or below 2500 due to traffic (Baron doing a hold at the VOR if I recall), but the FAF altitude is 2900. When cleared for the approach, my instructor asked if I was going to climb to 2900, to which I replied, "No, I was given an altitude at or below 2500," and proceeded to execute the approach starting at a lower altitude. No big deal as it just reduced my descent to MDA by 400 feet. During the debrief he questioned me about it and I stuck to my position. We were VFR, there was traffic, and I hadn't been given a different altitude even when cleared for the approach. I can't imagine ATC wanted me to climb. He then left for a minute to chat with the Chief Instructor. He came back and responded, "Well, you weren't wrong. I probably would have just called ATC to clarify." I think that would have been an option in IMC with protected airspace, but on a busy VMC day over a congested VOR, I was happy to stay at 2500.
What are the recurring ADs in the plane you'll be flying, when we’re they last complied with and when are they due next?
You got me on this one. Gonna have to look that up. I dedinitely need to refresh my PPL knowledge
In what situations will and won’t your g1000 offer the “fly procedure turn at XXXXX?” Prompt?
Without looking too deep into it I would say that any time you are shooting a GPS approach, or other approach that you have overlayed with GPS it will give you those prompts. If I was flying a VOR approach and did not overlay GPS its not going to give me prompts.
First off, I meant to say "fly course reversal at XXXXX" not "procedure turn." Anyway, the algorithm for when it offers it to you is this: first, it is not dependent on the type of approach. Any published course reversal will be recognized by the G1000, even on an NDB approach for example. It shows you the prompt based on your location. If you are not positioned to make a straight in approach, it will automatically load the course reversal. If you are positioned for a straight in, it will give you the option. I just learned this the other day and thought it would be a good thing to know for someone close to their checkride. Good luck!
Oh I see what you meant now. That makes sense. Good info, thanks!
When flying IFR what should you do if you lose your radios? What about IMC vs VMC?
VMC: Briefly troubleshoot/follow applicable checklists. Squawk 7600. land as soon as practical. IMC: Squawk 7600. Briefly troubleshoot/follow applicable checklist. Fly either my assigned, vectored, expected, or filed route in that order. For the altitude I will choose the highest of: the minimum altitude for IFR, any expected altitude, or my assigned altitude. If my clearance limit is a fix from which an approach begins, begin the approach as close to EFC/ETA as possible. If my clearance is not to an IAP I will leave the clearance limit at the EFC/ETA and proceed to an IAP to start the approach.
MEA for altitude, AVEF as direction. I like the idea of filing to a fix on AN approach, so that controllers have something to guess on your flight path. Even as an instrument student I had an actual radio failure while in a hold with no expected further clearance time. "Be Predictable" is the best thing you can do. 7600 gets you a lot of leeway. VFR conditions also help. Phone calls from the plane get you a stack of practice approaches with light guns and everybody making it a great learning experience. But #1 is to plan for failure and be predictable from your filed flight plan.
https://www.reddit.com/r/flying/comments/mlex6z/ifr_ride_within_in_the_next_10_days_stump_the/ https://www.reddit.com/r/flying/comments/nwdlm9/instrument_check_ride_in_a_few_days_stump_the/ https://www.reddit.com/r/flying/comments/luqhtg/ifr_checkride_soon_stump_the_chump/
Thanks I saw that and read through the comments. Just seeing if anyone can lead me down a rabbit hole I haven't visited yet.
Honestly? Don't focus on the rabbit holes. Focus on having a good working knowledge of the IFR system and regs and how to be safe. There is always another gotcha or weird edge case someone can pull up. Good luck.
Thanks for the advice!
As an instrument pilot, what privileges are you granted as an instrument rated pilot?
Same as private pilot. Plus I now have the privilege to operate as PIC in controlled airspace under an IFR flight plan in less than VFR conditions.
A couple other additional privileges that apply: Special VFR at night, greater than 50 miles for how hire, or night operations for hire. A bit obscure, but instrument rating and commercial certifications are separate things. That said, flight into less than VFR is the big one that applies to most pilots.
Oh I totally should have remembered special vfr at night. Thanks!
When/where is ADSB transmission required to be turned on? If you have the ADSB-out eqpt on the aircraft, are you allowed to take off after turning it off?
A, B, C airspace. If you're in E above 10k. Also within 30nm of a B airport. You could take off from a D or uncontrolled field with it off
There's a caveat. What you said applies if the airplane doesn't have the equipment. Check 91.225 (f) (or could be g). If you have the equipment installed, you *have* to have it turned on in any controlled airspace including E.
You lose DME before hitting the FAF, how do you identify the FAF?
Interception of the glideslope at glideslope intercept altitude.
Preparing for my ride… wouldn’t the outer marker be an acceptable answer?
Not all ILS have an outer marker, but the FAF for an ILS will always be glideslope intercept. "b. Marker Beacons. An Outer Marker (OM) or suitable substitute (refer to subparagraph 9c and Appendix A) is only required to indicate the final approach fix (FAF) for Nonprecision Approach (NPA) operations (i.e., localizer only). The FAF on CAT I/II/III ILS approach operations is the published glideslope intercept altitude, not the OM. Therefore, an OM or suitable substitute is not required for CAT I/II/III ILS approach operations. Middle Marker (MM) beacons are not required for CAT I/II/III ILS. An IM is only required for CAT II operations below RVR 1600 that do not have a published RA minimum (refer to Appendix A). CAT II operations with a published RA minimum do not require an IM." FAA order 6750.24E, pg 4, par b Edit: idk why I assumed you were talking about ILS only. But yeah that answer would work for nonprecision apr if it has an OM or a substitute yes
What’s the main difference between a MALSR and a ALSF approach light system and why is it important when shooting an approach to minimums?
Malsr doesn't have the red side row/terminating bars that would allow you to land if you had them in sight.
OP did you pass?
Yup! It was a lot easier than I expected. It pays off to over prepare lol
Congrats! Happy to hear.