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Readback: January 2015

The last question on Octobers Killer Quiz asks at what altitude you must leave the MPV VOR. Youve departed on the ODP, which says to cross MPV at or above 3500 feet before proceeding on course. But, the scenario is that youre entering an ILS 17 feeder route from MPV, and that altitude is 5900 to the IAF at TJAYS. You said its required to cross MPV at 5900 (answer c). I disagree.

Readback: March 2010

I have a question that people have been asking me and I dont know the answer.The G1000 has two GPS receivers: GPS 1 is the default choice and automatically switches to GPS 2 if there is a problem. Or you can manually select GPS 2.My question is: Why can only one be used at a time? For example, one GPS could be the primary navigator with the flight plan and the other could indicate final destination or a waypoint on the side of the track or even an alternate.

Readback: February 2010

I understand there are the regulations and then there are the realities of commercial aviation and the pressures GA pilots face when the weather is not cooperating. Like Mr. Smith, I am a professional and I would never tell anyone to be below minimums, in IMC conditions, relying on a VFR chart to avoid obstacles, all while trying to fly a single-engine profile. Encouraging pilots to accept this risk is irresponsible. The chance youll go single-engine at the moment you rotate into IFR conditions is indeed slim, but I can think of few other times when the consequences of poor decision making could be so dire.

Readback: January 2010

Any dummy can figure that one needs a Direct entry when approaching the holding fix on the hemisphere containing the racetrack. The head scratcher is whether, from the other hemisphere, to do a teardrop or a parallel entry to the hold.

Readback: November 2010

My iPad was shipped the first day the devices were sent to the general public. Why did I buy one? Availability of charts, cockpit management and cost.

Readback: December 2014

During a flight originating in Allegheny County, ATC amended our flight plan on a VOR/DME-equipped (no GPS, at least not in the equipment suffix) aircraft: KAGC AGC073 HOMEE JST300 JST SEG...The change is easy to execute-depart, intercept AGC073 which leads to HOMEE, then fly JST300 to JST-but came a bit as a surprise, because the system would not accept a flight plan that includes intercepting radials (the AGC073 and JST300 components) instead of radial and DME fixes. In talking to FSS their and our assumption was that the AGC073 component was a local ATC operational addition to route us out of busy airspace more precisely.We were wondering if there is a way (or trick) to include such intercept element when filing a flight plan.

Readback: October 2014

On page 11 of the July issue, Jordan Miller implies that you can slow down to extend your range to the alternate. That makes a ton of sense to me since I sometimes do that anyway. But I seem to remember reading that the FAA doesnt agree with that method. I believe they expect you to use the full normal cruise speed for the whole flight, including to the alternate.

Readback: November 2014

Toward the end of his excellent article, Gaming the System in the August issue, Mr. Kramer talks of cancelling IFR when the frequency is busy and you have gone into VFR conditions. I have always tried to do this to relieve ATC of unnecessary responsibilities.However, this may be a little different in Bravo airspace. On a westbound flight through Washingtons Class B, I cancelled IFR after passing Baltimore and many of the buildups. The controller thanked me, replying, Maintain VFR, report any changes in course or altitude. A few minutes later I had more buildups in front of me. I reported it, and worked my way through. I have always wondered under circumstances like this if I had returned to IFR what the proper communications would have been in the Bravo air space.

Readback: December 2010

I thoroughly enjoy your IFR magazine and eagerly look for it every month. I do have a concern about the front-page caption, Bitch-slapped by physics, found on the cover of the October 2010 issue. Come on, Jeff. All of you at IFR magazine are excellent writers who know how to get the information out in a comprehensible form and fashion that is entertaining and useful. Using that description for your article about V-speeds is inappropriate.

Readback: September 2014

Can You See Me Now?The first question on your June Quiz left me scratching my head. You say the correct answer involves flight visibility...

Readback: June 2014

I read with interest-and a chuckle at the question why no one wants to be a pilot today-your editorial, Pilot Shortage Arrives in April 2013. Bottom line is that its just too damned expensive. Getting into the game costs tens of thousands and takes precious time people do not have these days. They see no value in being a pilot. People today have many alternatives for their hard-earned discretionary/recreational funds.

Readback: July 2012

Your editorial in the May issue, Looking for Eight More Lives, quoting from the Air Safety Institutes 2012 TAA Special Report, provides an example of how easily summary statistics can lead us astray. Different reports use different methodologies.