midlifeflyer

The work is all done on the ground before takeoff. In the air in the real world, at worst it’s done enroute once you realize you may well have to go missed at you destination. In both cases the LOT of work, including selecting, pre-briefing, and loading the approach is done during low workload times No, you would not do this during the high workload period of a real missed approach where you did not prepare in advance for you would ask to go. But unless you were flying a GTN and were doing the published missed, you wouldn’t use the GTN method either. Bottom line, we’re talking about alternate techniques, not requirements. We choose the one we think works best for us. This one works best for me across multiple situations and multiple avionics.

Use the flight plan catalog to set up the ones after the first one and load it when ready. It’s also a way to set up an alternate in advance if you think you will need one. On one of my IPCs, as the airplane was warming up, I was doing this with the three approaches in our plan of action. My CFII had never seen this and asked what the heck I was doing. When I told him, he said, “this I’ve gotta see.” He was amazed. The method Don mentioned works great, but in addition to only working with the latest GTN releases, there’s the big one he mentioned: you have to be on the missed approach. It’s really designed for a situation where you are trying to set up an alternate while holding in the published missed. Get an ATC-directed missed and it’s a different ballgame. If you have an Avidyne IFD, you can go one better - no restrictions on adding multiple approaches to multiple airports right in the FMS. The downside there is, you end up with a lot of potentially confusing clutter in the flight plan. And if it’s a 440 rather than a 5-series, it will be next to impossible to keep straight. The big upside of the catalog method is it will work in an IFD, GTNxi, GTN, GNS, (including the 480), & G1000.

As others said, don't beat yourself up. But this kind of thing is exactly what the often-disregarded after takeoff climb checklist is for.

Pretty much the same reason we can't use an iPad or other handheld GPS for primary IFR navigation.

Agreed. That original question appears to have been adequately answered several times. The rest is normal Internet thread drift.

If it hasn’t already been said, this is important. Mountains aside, there have been nasty takeoff and landing accidents due to pilot failure to adapt their procedures to high density altitude conditions. When I lived in Denver I used to get transients who wanted a lesson in high D-Alt ops or mountain flying. On takeoff one pulled the nose of a Skyhawk up to the pitch attitude they were used to at sea level. Not even aware of the airspeed bleeding off to a stall and, convinced it was perfect, refused to lower it when told. I had to manually push forward. Then there was the one at the hold line in a fully loaded Cherokee who, cleared for takeoff, pushed the throttle forward and the engine quit because he hadn’t leaned for takeoff. Good thing that’s when it happened.

Yes, a more complete picture definitely helps.

I guess we all live with our choices. I'm guessing you were pro se or, if you had a lawyer, disregarded their advice. As long as you feel good about getting nothing instead of almost 90% of the maximum you were entitled to* being offered by the evil empire, more power to you. (*I'm including the loss of use on the assumption it was provable; I'm discounting the pain and suffering since, while it's possible there is one, I'm not aware of a state where it would be recoverable in a property damage case. [People's Court 101])

Can’t say for an E, but I regularly flew a C out of KAPA (Denver), just under 6,000 msl, and flew in an out of KLVS (Las Vegas, NM), about 7,000 msl on warm days when the density altitude was significantly higher.

Among a number of good questions.

I had a jury trial once where I was defending this old guy against a lawsuit arising out of a 20-year old business transaction. As it happened, the plaintiff was a guy who went to law school, became a member of the bar, but never practiced. Instead, he went into the insurance biz. The main theme of my defense came down to, there's nothing worse than a lawyer except an insurance salesman and this guy's both! Yeah we won. So much so that, when I left the courthouse and looked up when I heard a horn honking, it was one of the jurors in an older Buick giving me a thumbs-up.

Yup. Not only policy, but violation of the terms of the lease. But enforcement can be spotty.

One reason for banks looking harder at aircraft than car loans is the difficulty and increased cost of repossession and sale with airplanes.

There are some interesting exceptions. A fairly new pilot I work with wanted to go to ROA for some Class C experience. There are a few public tie downs the locals know about, but otherwise it’s Signature. Making a few inquiries, I learned that at ROA, Signature doesn’t charge fees to training flights, even if we stop, shutdown, and come inside.

When Signature purchased TAC Air, there were three they divested because Signature was already on the field along with TAC. Atlantic picked those up. BDL, RDU, and OMA.

Looking forward to the result.

If you don't mind saying, where is it based?

Ideally true, and it has to be a discussion. But the guys who do them systematically and well will inspect things the typical buyer would never think of. It was a “wow” when I read one for a TBM. If I were that first-time buyer, how would I ever know half of what to look for?

Don Berry at Total Flight Solutions at KLHZ handles the maintenance for my friend’s Ovation. I’ve worked with him, but not in the prebuy context. Stuart Dillon at Dillon Aviation at KPGV (a bit further away) does the maintenance for my flying club Diamonds, but, having worked with him personally and seen his thorough prebuy inspection reports for a few different make/models, wouldn’t hesitate to go to him with most anything. Another option is Savvy. They have a network of mechanics who follow their regimen.

The “must be an installed appliance… with a permanent clock presentation” requirement was a 2016 Chief Counsel interpretation. I don’t think there has been a change to that part of the reg.

I will stick with, “not according to current regulatory guidance” on the use of “suitable RNAV systems” and agree to disagree on what is required for primary nav on a LOC course. (no one even remotely suggested disabling GPS, nor did I suggest another way wouldn’t work)

As already quoted a few times, current US regulatory guidance (most current is AIM 1-2-3) precludes using GPS to fly a localizer course. It’s not even in the OK while monitoring raw data group. (I suspect the reason is that GPS will annunciate LNAV rather than LP, so the tolerances are not there.) What one can get away with without ATC noticing a deviation is a different story. Heck, on a calm day, you might get away with nothing but dead reckoning. With no clouds, not even that, just shut off the avionics and look at the runway.

As mentioned a number of times, whether the TOGA disconnects the AP or not depends on the airplane. What are you flying? If you are flying a Mooney G1000, I’d say the answer is most likely yes, but your manual will tell you. This is from the Rev D for the M, R, and TN models. The G1000 (as well as the others) suspends automatic sequencing at the MAP. You need to make a decision at that point. Unsuspend, which will resume sequencing for the published missed, remain suspended, or ignore it altogether. Because you have choices, I like to refer to the annunciation (whatever form it takes) as an invitation. The annunciation is a bit more explicit in units the like the GTN; in your G1000 it's just the SUSP annunciations on the PFD.

Not even that. You need to remain in the protected area. Remember that the parallel entry as described by the AIM takes place on the non-holding side, not on the LOC course. There is enough protected area on the nonholding side to account for a parallel entry that crosses the holding fix almost perpendicular at max holding speed with a 50 it tailwind.

I absolutely agree with Gary on that point. Auto switch is for when you screw up and forget to manually switch. And even then… I saw a checkride failure by a pilot who relied on auto switch. Blew right through the localizer course. Twice, since the DPE was kind enough to vector the applicant around for a second attempt. As the students instructor described the checkride sequence, I could see the bust coming.