CHARTS & PLATES

Avoid the Overrun

Part 91, gives us lots of discretion when it comes to choosing an approach, deciding if it’s legal (and safe) to continue, and then...

An Icy ODP

Rime ice giving your Cessna 210 a quarter-inch coating was the inbound surprise to Mission Field in Livingston, Montana. As one accustomed to life without ice protection, you were careful in the planning and had an alternate, but you simply didn’t expect to pick up that much extra drag on approach. Still, cloud levels were […]
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Access to Asheville

When you were seven, your mother sent your father to the store for milk, and he came back three years later—but only because he got lost. At least that’s the way your mom liked to tell it. Now it’s time for your dad to see his granddaughter (your daughter) graduate from the University of North […]
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Near-Miss Understandings

Sequences don’t come much easier. A VFR Mooney and a VFR Cherokee both requested a practice RNAV approach. They were the same distance from the same initial approach fix (IAF), and the Mooney was 50 knots faster than the Cherokee. I gave the Mooney direct to the IAF. The slower Cherokee got a few vectors […]
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Skew-T Simplified, Pt. 2

Last month, we took a close look at Skew-T (sounding) diagrams and how they’re constructed. To refresh your memory, Skew-T’s are simply diagrams showing a vertical profile of temperature and moisture at a given station at a given time. The up direction is increasing altitude, and the right-hand direction is increasing temperature or moisture. The […]
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LOAs: Tribal Knowledge

One of the ways the FAA manages many things without creating new regulations is through Letters of Agreement (LOAs). There are many types of LOAs but one creates clarity among Air Traffic Control facilities regarding who controls what. In theory, they eliminate ambiguity amongst the parties involved. Sometimes LOAs also affect pilots and the issue […]
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How We Die, Part 1

(This is the first of a four-part series of articles in which contributing editor Fred Simonds will fully explore common, oft-fatal mistakes that we pilots make. This first article merely relates a number of ultimately harmless incidents that will serve as illustrations on which we’ll build in subsequent articles. As I read Fred’s manuscript, I […]
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ILS on the Block

In 2015, the FAA began looking to rationalize ILS approaches. In this context, rationalize means cut. The following year, the FAA developed a cost/benefit quantitative model and conducted an analysis at about 2900 airports with few or no RNAV SIDs or STARs. The finished product was a plan to decommission Cat I ILS approaches at some of these airports between 2020-2030. Before a decision was reached, the project was shelved in 2017.

Choose a Shortcut

Things are getting busy approaching Trenton, Tennessee, Gibson County (KTGC), even though its not that bad. But the skies are grey enough to make you squint as you enter the overcast. Youve also entered, as youll soon find out, the murky realm of the regs. A cold crust of rime clings to the aluminum and probably the antennas, so youre anxious to get into that toasty hangar at TGC. Worse, the suns going down and the gyros acting up. So any shortcuts (safe and legal, of course) would be great right about now.

Any Ol Alternate

Pop quiz: When must you file an alternate? Thats an easy one, we all know the rule about needing 2000-3 one hour before and after the ETA. Next question: When do you file an alternate? Probably the most common answer is, I always file an alternate. Fair enough, its never a bad idea. Now, regulations aside, why do you file an alternate? Naturally the response is: In the event the weathers gone down too low at the destination and we need somewhere else to go. Right up there is an unexpected loss of equipment or a navaid required for an approach. And while the regs are also designed to provide a backup for lost communications, this often serves as a distant third, cause these days were just not all that worried about that.

BasicMed Checkup

BasicMed is the result of a legislative initiative that produced Public Law 114-190, the FAA Extension, Safety, and Security Act of 2016, signed into law on July 15, 2016. BasicMed (a term that came later) is found in Section 2307 of the law: Medical Certification of Certain Small Aircraft Pilots. This law directed the Executive Branch, through the FAA, to issue regulations within 180 days to allow pilots to act as PIC under the law. The regulations (new Part 68 and changes to Part 61 & 91) and the term, BasicMed, came into existence when the rules were published in Federal Register on January 11, 2017 and became effective on May 1, 2017. Because the law only addressed pilots acting as PIC, we have the unintended consequence that a safety pilot, not simultaneously also acting as PIC, needs an FAA Medical as a required crewmember, as weve discussed previously.

Make a Note

Does this meet your takeoff minimums? As a Part 91, single-engine-land flyer it can legally be as low as 0/0, but you prefer to be able to be able to make it back in if need be, plus a little margin. So use the RNAV 15 approach as the backup. But wait: Youre LNAV only, no vertical navigation, so your MDA is 1920 feet with one-mile visibility. This is nearly 100 feet higher than the current ceiling-still legal to fly under 91.175, but not a good turnback plan.