There are many considerations to work through before your first purchase. Indeed, for the most economically efficient path to the best simulator for your purposes, you should work through all those considerations before making any purchases.
Few things are more annoying to me than when something simple turns complicated. For instance, our local grocery store is only a five-minute drive from our home. Some days, though, unexpected traffic, an unfortunate accident, or construction transforms a five-minute jaunt into a 20 minute slog-usually when Im in a hurry, too.
When planning an approach to minimums there are many items to check, like the missed approach point. But sometimes, there can be more than one MAP ... if youve briefed accordingly.
But even if flying remains a joy, we dont fly enough, do we? Id like to log a few hours every week. Nearly all of my flying is purposeful; I travel by my own airplane because I have places to go. I log around 100 to 120 hours a year now, but it comes in bunches separated by breaks of a month or two where I never just go flying, and dont even visit the hangar … because Im too busy.
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.
Redbird closed its Skyport FBO at San Marcos Regional Airport in Texas citing poor financial performance. In its eight years of operation, the Skyport has never made a dime. Not even a profitable quarter, Redbird founder Jerry Gregoire wrote in a blog post. Had it not been for Redbird Flight Simulators explosive growth and profitability over those years, the Skyport might have found itself in deep trouble very early on. Gregoire said the company miscalculated some fundamentals in building the FBO in 2011, including its location. It was, however, well received by users. It won ACE and STAR awards for best FBO at an airport with less than 4000 annual arrivals in 2018. Employees were offered jobs with the simulator company.
In upstate South Carolina, Michelin has a number of plants that manufacture tires and one recently completed a 40-year anniversary. Maybe the FAA wanted to honor such presence in the local economy with the MCHLN TWO ARRIVAL, serving several airports including the Greenville-Spartanburg International Airport. There you can find PROVN MCHLN TYRES. Im sure that the 130-year-old Bib or Bibendum AKA the Michelin Man, is happy for this aerial advertising.
With that article, we thought wed put this whole discussion and its confusion behind us. However, as soon as the magazine hit your mailboxes, we started getting a related question: What if the BasicMed safety pilot is a CFI?We discussed this with our regs guru, Mark Kolber, and tossed this back and forth a bit to come up with our best answer. Lets take it one point at a time. The FAA treats CFIs as private pilots, not engaged in a commercial endeavor. Thus, no second-class medical is required. A CFI can even teach without a medical under 61.23(b)(5) if the CFI isnt required to be PIC (such as giving a BFR to a current pilot). However, the CFI without a medical cannot be PIC and cannot be a required crewmember. A CFI can be PIC under BasicMed per 61.113(i). So, a CFI with BasicMed can give primary instruction where the student cant fly alone, and the CFI can give instrument instruction in actual conditions if the trainee isnt instrument rated or isnt instrument current. So far so good. If a trainee is instrument rated and current, a CFI can provide instrument instruction in actual conditions under BasicMed. However, the underlying question that weve focused on is if a pilot (or CFI) with only BasicMed can be a safety pilot for the pilot flying wearing a hood under VFR. The answer is the same for the CFI as it is for the non-CFI since the same 61.113(i) to be PIC under BasicMed is referenced for both as the exception for an FAA Medical. The CFI must be acting as PIC to do so. (There might be some regulatory nuance you could explore, but the path isnt sufficiently clear to safely reach any other conclusion.) Bottom line: For your BasicMed CFI to be your safety pilot s/he cannot be a required crewmember so still must be PIC and your insurance probably wants a say in that. This whole discussion brings up a peripheral point. Any time youre flying with another certificated pilot, regardless of their certification, its best to clarify the roles to remove any ambiguity before takeoff.
The most obvious and essential ATC tool is a working radio. Imagine an airport is fogged in, with hard IMC and essentially zero visibility. The tower controller cant see the airplanes. However, using a single radio with his knowledge of the airport layout, and accurate position reports from pilots moving around in the soup, he can still work the traffic. Radar controllers can also rely on pilot position reports to separate traffic in non-radar operations. Again, all they need is a radio and knowledge of their surroundings to build a mental traffic picture.
Since we trust our lives to procedures designed to TERPS standards whenever were in the soup, lets pull back the curtain just a little bit to see whats going on behind the scenes of our approach charts. Note that collectively the TERPS standards easily run over 1000 pages and often involve quite a bit of math, so this is intended to be an overview and is by no means exhaustive. We will be looking at basic concepts and how they apply to approach procedures in this article; in a future article well discuss standards for other phases of flight.
When the problem was the missed approach, my favorite tool was requesting alternate missed approach instructions. With a single ATC transmission, the requirement vanished because we werent flying that missed. At least, thats how I interpreted the regs, and the statute of limitations is past. I later realized I could even suggest my own procedure to get pointed at the IAF for the next approach. This permitted a fun game of rapid approach roulette, which is what this sim challenge is all about.
Since the mid-1970s, satellite imagery has made its way into everything from television weathercasts to flight weather briefings. We see them constantly. When a hurricane is approaching the coast, viewers are presented with satellite images. When the local news shows the forecast, a satellite image is almost always used. This technology has grown progressively more complex and powerful over the years, and more than ever it can be a valuable part of flight planning. Lets examine some of the basics of the technology and look at todays capabilities.