midlifeflyer

I'm still trying to figure out what was set up incorrectly. It would really help to know the approach and how things were set up. Yes, you absolutely need the approach, not only active, but the FAF needs to be the active waypoint if you expect the autopilot to capture. But I don't agree about setting a minimum altitude. I have not seen a Garmin that requires that to capture an ILS GS or RNAV GP. That's strictly a VNV requirement. The only time you need to set a bottom altitude is if you need to meet stepdowns before the FAF. My home base is an example. The entire approach until the FAF is at 2100'. So is the climb to the final missed approach altitude. So that's the selected altitude throughout the approach. Never changed. Always captures the GS/GP if everything is set and armed properly.

IFR at those lower altitudes is rare enough that I don’t think significant reroutes should be a big concern. OTOH, IFR conditions are even rarer. I flew in IMC there only once (not the time of the hold). There’s not even a good IFR convenience factor.

An ideal option if you can make it work. I did this for most of a decade with a friend. Fly after work, log a few maneuvers, return, and have dinner and a beer. Not on a schedule, but often enough to be comfortable current. We had an advantage. I was working on my CFII, so we didn’t need to land to switch off. But if that was an issue, we probably would have flown somewhere for dinner and skipped the beer.

I lived in Denver for 20 years and flew into SAF and the ABQ/AEG area often enough that it became a "local" flight for me. I agree with your assessment - you can avoid a true "mountain crossing" by coming up from the south over Albuquerque. From the north, just fly south of SAF remaining east of the mountains until past the highest terrain. Basically V62 running from ACH to SAF VOR (where I got one of my few real-world holds) will get you in fairly comfortably VFR or IFR. But, let's not forget that the terrain is substantially higher than a Florida flatlander may have encountered in the past, so D-Alt remains a consideration and that, although significantly lower, can create its own weather. So I wouldn't treat it as a nothing burger.

I'm sorry, but your repeated refrain that "having an procedure chart available while flying a procedure is a terrible thing" is getting to be a bore. Bye.

I’ll go with those distinctions. Just recognize that the differences can sometimes be fuzzy rather than bright lines.

So, it’s about doing what you want with no certification requirement whatsoever. OK. I understand now, even if I don’t agree that it’s a sign of being backwards.

It’s that way in civilian GA as well, although some don’t recognize the distinction and think their technique is procedure.

I can falsify my logbook with an approved ATD just as easily as with an airplane, perhaps easier, so I guess I still don’t understand.

https://av8maps.com/ It’s a bit of an outgrowth of an airport restaurants facebook group. There are a few of these around but this is the only one I know that gets updated fairly regularly. You create your own overlay. Edit. Just realized I posted instruction elsewhere. Here’s a copy/paste It doesn't work on a mobile device because those send you to the maps app. So do it on a computer (I'm using Windows but I assume it will be the same on a Mac). 1. From the map on the website, click the "View Larger Map" icon on the upper right. This will bring you into the Google Maps page. 2. Once there, you will see the map and the information panel on the left. 3. Tap the 3 dot "ellipsis" menu. Select "Download KML." 4. Send the KML to the EFB. I just email it to myself and share it to the EFB on my iPad. I assume you know how to do that.

If not “posh,” at least look for services, a lounge, and access to some sort of transportation. Long before on-board weather, I, along with my wife, a friend, and his wife ended up making an enroute diversion to get a better handle on the weather ahead. Not knowing any better, we stopped at an airport in New Mexico that had no staff, an FBO building with a couch that we were afraid to sit on, and not even taxi service to town, let alone a crew or rental car. It was the fastest turn around ever. And literally a “turn around.” The weather was worsening toward our destination and, before similar weather reached us, we ran to the plane, “kicked the tires, lit the fires,” and headed to a Class C we passed earlier. (The airport was Truth or Consequences. Although we felt it was very appropriately named at the time, there has been a major turn around since then)

I’m curious what you mean. You are pointing to this extremely basic system with Air Manager knobs (I’m familiar with Air Manager) that arguably barely simulates a working panel except on a very limited basis, and yet the FAA approves it as a BATD. That strikes me as the opposite - so strong a recognition by the FAA of the value of simulation for training, self-training, and basic currency that even something as limited as this can be approved. What would bring the FAA up to date?

Still on the subject of passenger comfort… How long are the “legs” on longer road trips? Is it just stop for gas, and back on the road? Or are there stops more often to stretch and take bathroom breaks? What about meals? Issues with motion sickness? I’d use that as a general guideline for smooth conditions. Turbulence is another matter. You are already thinking in terms of planned fuel/break stops, but also think in terms of possible enroute diversions. It’s not discussed enough in training or even later, but think in terms of alternates. Not the one required for IFR fuel planning purposes, but enroute alternates. Where you might go if some need - weather, uncomfortable passenger, etc - arises. Last thing you want is to need to divert with the only options a rural airport with no services, no nearby restaurants, and no lodging. That straight line looks great, but does it leave you within sight of nowhere? That’s also for legs where the weather is acceptable but the forecast a little iffy. Think in terms of decision points - “if the weather at the leg destination gets worse, here’s where I will make my “continue/divert decision.”

@AdamJD, ever seen my “The Clearance” video?

My goals are instrument currency and proficiency. I don’t care at all about landing or even takeoffs. Unless I’m doing a SID or ODP, I start in the air. And if I break out instead of going missed and crash on the runway, who cares? (Unless I’m using something like PilotEdge to get the ATC piece as well, I want to land and taxi off without embarrassing myself by creating a smoking hole on the runway.)