rbp

it says "approach/departure", so it can't apply just to approaches.

if you want to get real good at flying crosswinds, go get a glider add-on. landing on one wheel improves your crosswind technique immensely.

it also says it (slightly differently) in AC 90-108 (beginning @ bottom of page 5): 9. OPERATING REQUIREMENTS AND CONSIDERATIONS. c. Operating Requirements. (1) For the purposes described in this AC, pilots may not manually enter published procedure or route waypoints via latitude/longitude, place/bearing, or place/bearing/distance into the aircraft system.

It doesn't matter if you're doing a GPS approach or not. You can only use the GPS as a required part of the approach portion of a flight if it is used in this manner: AIM 1-1-18: b. Operational Use of GPS. 3. Oceanic, Domestic, En Route, and Terminal Area Operations ( c ) GPS IFR approach/departure operations can be conducted when approved avionics systems are installed and the following requirements are met: (1) The aircraft is TSO-C145() or TSO-C146() or TSO-C196() or TSO-C129() in Class A1, B1, B3, C1, or C3; and (2) The approach/departure must be retrievable from the current airborne navigation database in the navigation computer. The system must be able to retrieve the procedure by name from the aircraft navigation database. Manual entry of waypoints using latitude/longitude or place/bearing is not permitted for approach procedures.

and, to be pedantic, if you are going to use GPS in lieu of DME, the unit must be certified for terminal operations and the approach must be loaded into the unit.

TIL: checking GS versus IAS at/near sealevel to establish windspeed can be very helpful. at sealevel and ISA +30F temps, TAS is only a few percent above IAS.

this is the best answer yet

I took the upset training class at FCI in AZ. here's one video, but you'll find a lot more on my youtube page:

"piloto" wrote "One item I always verify when on final is that my GPS ground speed is less than the indicated air speed." on a typical summer day in Denver, with anything up to a 9kt headwind, the groundspeed read off of the GPS will always be GREATER than the indicated airspeed, so the check described by piloto doesn't give you enough information about whether you have a tailwind or not.

this is a typical summer day in Denver, a 12% increase in TAS over IAS. Unless there's a 10kt+ headwind component, the GS will be higher than IAS (weather for Denver August 2014: http://www.wunderground.com/history/airport/KDEN/2014/8/1/MonthlyHistory.html)

exactly, its was the berating, not the content.

LNAV/VNAV and LPV non-precision approaches have vertical guidance http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/library/factsheets/media/RNAV_QFSheet.pdf

don't you mean "less than the **true** airspeed"? or do you always land at sea level at 15C?

last week, when emailing with an instructor about getting my CFI-G, I used the abbreviation "CPL" for "commercial pilots license." He berated me back in email for using what he called "hipster lingo", so I stopped corresponding with him, not because he didn't like the term but for being a jerk about it.

you'll need ADS-B by 2020 http://www.aopa.org/Advocacy/Air-Traffic-Services-,-a-,-Technology/Air-Traffic-Services-Brief-Automatic-Dependent-Surveillance-Broadcast-ADS-B

you don't want to use full flaps in icing conditions for 2 reasons: 1. mooney-style flaps cause a large nose-down pitch change, and if the tail has ice on it, it could cause a tail stall (remember the tail flies upside down) 2. if you have to go around or missed and the flaps freeze, you won't be able to retract them

"The usual mp on a normal instrument approach for 105 knots (just below maximum flap speed) in the long body Mooneys is between 15 and 17 inches. Stall? You're just slightly behind the power curve at those MPs and approach speeds and far from stall." you can't be behind the power curve unless you're below Vmaxglide, which in the Bravo at max gross is 93.5kias

160 at the OM, deploy speed breaks at 140 deploy the gear reduce power to 17" (carefully watching CHTs, in a Bravo) you'll be 75 over the fence

flew my Bravo in and out of KPAO and KSQL with no difficulty at all. one way to practice is to find an airport with a long runway, and a taxiway less than 2,000ft from the threshold, and keep practicing your landings until you can make the first taxiway with no problem. I used taxiway Echo on 27R at KOAK, its 1200ft down the runway. the key is weight and speed. on departure, you have very little control, except to hold the brakes until you have full power, and memorize the pitch attitude for Vx (85kias in a Bravo).

1. Aircraft dispatchers share legal responsibility for flights. 2. although you cannot operate under IFR without a ticket, you can request IFR-type procedures from ATC: "Approach, 54X would like ILS 29 practice approach into Stockton, own nav, will maintain VFR" Approach: "54X cleared practice approach 29, Stockton, remain VFR" or "Approch, 54X would like vectors to intercept Victor 235, and hold over Stockton VOR, three-thousand." Approach: "54X, turn right heading 250, intercept Victor 235, Hold Stockton VOR as published, three-thousand, maintain VFR". if PIC is under the hood, he must have safety pilot in a pilots seat, but she doesn't need an instrument rating. ----- 14 CFR 121.663 - Responsibility for dispatch release: Domestic and flag operations. Each certificate holder conducting domestic or flag operations shall prepare a dispatch release for each flight between specified points, based on information furnished by an authorized aircraft dispatcher. The pilot in command and an authorized aircraft dispatcher shall sign the release only if they both believe that the flight can be made with safety. The aircraft dispatcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dispatch.

there are three kinds of "non-medical certificate" flying: 1. "sport pilot" rules: drivers license-in-lieu-of-medical 2. "glider and balloon" rules: no medical necessary, not even a driver's license (you still have to have ID when exercising privileges of the certificate) 3. non-PIC rule: flight instructors who are not acting as PIC don't need a medical, for example, when giving tailwheel endorsement instruction to a pilot rated in category, class, and type, or giving Mooney transition training to rated pilots

i have met many healthy former power pilots either on the bench or flying gliders that would love to fly power again

email sent

remember FULL RICH in any altitude engine (eg TLS/Bravo). an altitude engine thinks its at sea level until it gets to critical altitude.

what you never know is whether the plane is slower or the instruments were previously reading fast