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Does anyone have flight experience with any of the newer Garmin small screen IFR GPS panel units: GNX 375, GNC 355, GPS 175. I am considering replacing my old transponder with a GNX 375 to give my aircraft IFR GPS capability (currently only dual-VOR, glideslope, DME). But I am concerned about the small screen. Is a 2-inch tall screen really sufficient to navigate?
Ronald Levy
8h
I trained someone with one last month. It's quite sufficient, but I'm not running to trade my Garmin GNS 530 for one.
HI I am 65 years old n very good shape now but I did have a heart attack 12 years ago. I also had AFib which was treated by ablation and had no recurrence. I have 55 hours in a 172 from 30 years ago and I would like to resume my training and complete the private pilot ticket. I now have the time and resources to do so . My question is this Do you think it is worth the time and expense at this time in my life or am I just chasing an unattainable dream because of my age and medical history. Also- ... more
Ronald Levy
12h
As long as you have the motivation, the money, and can pass the medical, why not go for it? And do take the advice already posted about obtaining medical advice from a medical expert regarding your medical certifiability. My limited understanding is that the conditions you describe are not necessarily showstoppers, but you will need some special evaluation, about which AOPA and Bruce Chien can advise before you apply.
Like the title says, there's a 1973 C172 with a beacon that has been deactivated by the mechanic (it was causing issues in the electrical system). The mechanic states that since the aircraft was built before March 11, 1996 its not required to be functional and that the aircraft can be flown in this condition (during the day) indefinitely (not just to relocate so it can be fixed).
I have my own opinion on this, but wanted to see what others thought as well.
Ronald Levy
12h
Neither my opinion nor yours means much because the FAA Chief Counsel has already given theirs. Per the second paragraph on page 3, once you install an anti-collision lighting system on a plane which did not originally require one, it must be operational and operating for all flights. The only exceptions are continuation to destination after inflight failure or one-time flight to a repair station. Note that 91.209(n) applies to aircraft which are equipped with an anti-collision lighting system, regardless of whether they were required to have one when they were certified. So, in the case you describe, where the system was installed but is inoperative, the only flight they can make before it is fixed is to somewhere it can be fixed even if it wasn't required by 91.205(b) at original certification.
WOULD LIKE TO TALK TO OR CHAT WITH A FELLOW PILOT HAVING EXPERIENCE OVERFLYING THE NYC CLASS B AIRSPACE AND USING JFK VOR AS A WAYPOINT. WE ARE FLYING FROM LAWRENCE (NORTH OF BOSTON) TO CHARLESTON EXECUTIVE. THANK YOU.
Ronald Levy
9h
Albert Tellechea:
Thank you for your response. We will be filing an IFR flight plan at 10,000 with JFK VOR as a waypoint on our way to Charleston Eecutive.
That's not going to work. I've been flying back and forth across NYC airspace on a regular basis for more than 30 years, and I've learned a lot about reality versus theory.
For IFR flight through that area, regardless of what you file, you WILL receive (depending on your filed altitude) one of the Tower Enroute Control (TEC) routes at 8000 or below, or one of the Low Altitude IFR Preferred Routes at 9000 or above. You can find those routes in the Chart Supplement ("green book") in Section 4 Associated Data. If you file from Boston to anywhere southwest of NYC (which includes Charleston SC) either in a twin or above 8000, you are going to get V139 from eastern Long Island to southern NJ. That puts you more than 40 nm out to sea. I've done that a few times in a twin, but then I'm not so worried about losing one engine. If you're in a single and filing 8000 or below, they will give you the TEC route that runs across the Long Island Sound to Calverton (CCC) and then over Kennedy (typically at 6000), and then southwest on V1-V16.
VFR operations are a different story. One thing you really do NOT want to do is fly over the top of the B-space at 8500 (especially without radar service) because you'll be right in the middle of a stream of jets descending to cross the IFR high arrival fixes at 8000. You can get a real close look at a jet going 250 KIAS that way. You're much better off getting radar service from the NY TRACON and letting them bring you through the B-space. You can generally get routed right across JFK that way around 4500-6500 with all the heavies below you as they take off and land. Even if you choose to go over the top, they'll keep you advised about the traffic descending through your altitude and provide avoidance vectors if appropriate.
What is the difference between medical certificate first class and student pilot certificate, and only medical certificate first class while applying at MedExpress ?!
the first option was not applicable.
Ronald Levy
2d
Unless the AME is also a DPE, the AME cannot issue a Student Pilot certificate no matter what the form says at the bottom. Maybe it's an old form that hasn't been updated.
I recently flew my family to Brownsville TX KBRO for a beach vacation in my 206. The airport is as far south as you can go in Texas and surrounded on three sides by Mexico. Threshold to boarder distances are 2.5 to 4 miles. I filed IFR and was able to arrive and depart on runway 13, making sure I made a tight turn northbound upon departure so all was good. What surprised me was that the RNAV 31 approach has its IAF, IF and FAF all well inside Mexico. Are there special rules for ... more
Ronald Levy
3d
I know that at El Paso (ELP), when Rwy 4 is active, you can shoot the LOC/DME 4 (which is mostly in Mexico including the IAF/IF/FAF) without any special paperwork or filing. However, it's only available for one pass/full stop, not for multiple practice approaches. I would guess the same is true of BRO's RNAV 31, but a call to the TRACON at 361-299-4230 should confirm/deny that.
Does the FAA now require all CFIs to have at least a 2nd class medical certificate based on the court's new interpretation?
My flying club has an experimental aircraft and it's registered in an LLC. Who is listed as the owner when applying for a LODA to train in the aircraft? Is it the LLC or does every member of the Flying Club need to get their own LODA for the aircraft?
Ronald Levy
5d
Share it with us? And did the Chief Counsel also sign it? Remember, the old revoked policy came from Flight Standards, too.
The 2021 Guide for Aviation Medical Examiners states that, “An individual may be considered for an FAA authorization of a Special Issuance (SI) or Special Consideration (SC) of a Medical Certificate (Authorization) if…”, in addition to other things, "…the applicant DOES NOT have symptoms or history of:
- Psychosis
- Suicidal ideation
- Electro convulsive therapy
- Treatment with multiple SSRIs concurrently
- Multi-agent drug protocol use (prior use of other ...
Ronald Levy
6d
Since she invited my attention…
When you don't qualify for the standard SSRI protocols (which you don't), the process gets a whole lot more lengthy, difficult, complicated, and expensive – and your medical insurance will NOT cover it. What you do NOT want to do is even start an FAA medical application until you are sure it will be successful. That means working with an expert on this particular process like Dr. Chien, who helped the FAA write the policy. He will probably pop in here, or you can reach him via his web site www.aeromedicaldoc.com.
In short, after I passed all knowledge exams, what should I do to complete and get my AGI and IGI certificate?
Now the story begins,
I applied for AGI+IGI certificate in IACRA to a point that it shows partially completed (need a RI or CO for further process that I hadn't reached one.) Then I scheduled FOI, AGI, IGI exam with PSI, passed all 3 exam. Then I try to make an appointment with local FSDO to proceed my application. Due to COVID, local FSDO do not accept any appointments to ...
more
Ronald Levy
7d
Call the FSDO and ask to speak with the Designee Management specialist. That person can hook you up with an examiner who can do the job.