Aviation Forum / General / IFR / October 2004

How much seperation do you get on final? Is there a standard? I know
that the runways are like 4200 feet or closer together... and I know
that seperation before and while turning to final is something like 3
miles or 1000 feet vertical... but is there any separation criteria

After upgrading to software version 2, the CNS-80 offers a new
display page, resembling an HSI with a VDI pointer at its left.
The unit's computed VDI presentation is active for many GPS
approaches, as well as for all LNAV and LPV approaches.

I decide to take the plane and really go on a long XC flight, well beyond
the definitions in the FARs, with my wife for a little R&R. This would be my
longest flight to date and even surpassed what I did for my commercial long
XC a couple of months ago.

October 23, 2004 12:00 1.6 hrs. (1.0 actual)
First solo IFR, 2 approaches in actual!
A warm overcast day with a slight breeze. Everything was reporting broken
skies from 2200 up to 8000 where it was supposed to be overcast. A few

The other day I wanted to get a clearance to get above an overcast
while in cruise. When I asked for a clearance the controller said it
would be awhile because my destination was more than 500 miles away.
He said he needed to get me a clearance all the way there even though

The Garmin 480 now supports LPV approaches which are ILS like
approaches using WAAS-GPS for both LNAV and VNAV.
My question.   I'm assuming the LPV approach would target 1000ft down
the runway as the TDZ (just like an ILS).  Does this mean that LPV

A question about something that I guess I just didn't get enough info on
during my instrument training.  What exactly are you looking for when
looking at a radar image.  Are you trying to avoid all returns?  Is an
area of just green ok?  Any other things in particular to look ...

I have been working on my instrument rating for the
past three months and although I have gained
considerable new knowledge, it feels like my brain
is in information overload.

The other thread reminded me of an interesting situation I got into
on the way out of Victoria, BC.  I had filed for a lower than optimal
altitude due to forecast icing at 9000.  Once airborn I could see that
the cloud layer in question had tops around 9000, and I could climb on

As I understand the new RNAV approaches support three types of approach:
Lateral-only navigation (Basically the traditional GPS approach?)
LNAV/VNAV
LPV

I am interested in learning from everyone...
a. What autopilot your aircraft is equipped with?
b. What aircraft your autopilot is installed in?
c. What does your autopilot use for heading/altitude/attitude reference?

Who can tell me what the wording means in 135.225 (a) (1) and (2).
So you don't have to look it up - these are weather reporting minima to
initiate an instrument approach procedure. (1) (the) airport has a weather
reporting facility operated by the US NWS, a source approved by the ...

I'm looking for a tool that forecasts cloud bases and tops for a route
of flight. I use http://adds.aviationweather.gov to approximate this
by viewing the freezing levels, icing potential, pireps, etc., but it
seems with all our modern satellite and radar products as well as

Today was the first time I've ever been established on approach, in actual.
A bit unnerving if I say so myself. Partly because it's been a month since
I've been able to fly.
We (another instrument pilot and I) started down into La Grange (KLGC) after

The USAF terps guy Timothy Lovell sent John Haggerty (FAA terps guy) a
response to his query about the  question I asked here, about the odd
step-down on the LOC vs LOC/DME versions of this approach.  For those not
playing along at home, the LOC has a MDA of 900 feet, and the ...