So let's assume that I'm the sole manipulator of the flight controls in an aircraft in which I'm rated and that I fly an instrument approach.
What weather does the FAA require (assuming that I'm not wearing a view limiting device) in order to log the approach for currency requirements? For instance, if I am cleared for an ILS in visual conditions, can I log it? What if I start the approach in the clouds and break out at 1,500 ft and continue the approach? 1,000 ft? Before/after the outer marker? 150 feet above minimums? I think that you get the idea....
Rod Machado cites the FAA in an answer to this that I quite like, and which was pretty frequently referred to when I was instructing at a flight school:
Once you have been cleared for and have initiated an instrument approach in IMC, you may log that approach for instrument currency, regardless of the altitude at which you break out of the clouds.
This dates back to 1990, but I haven't seen any newer knowledge on this topic. Essentially, by flying any portion of an instrument approach procedure in actual instrument conditions, you're flying an approach that has required the use of instruments.
If you don't enter IMC at any time during the approach, you cannot log it for currency. If you do, you can!
So let's assume that I'm the sole manipulator of the flight controls in an aircraft in which I'm rated and that I fly an instrument approach. What weather does the FAA require (assuming that I'm not wearing a view limiting device) in order to log the approach for currency requirements? For instance, if I am cleared for an ILS in visual conditions, can I log it? What if I start the approach in the clouds and break out at 1,500 ft and continue the approach? 1,000 ft? Before/after the outer marker? 150 feet above minimums? I think that you get the idea....
ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do...Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter... actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast: Aside from the obvious fun of flying this little plane, I wondered whether: I'd be able to log time in the Cri-Cri as multi-time? My guess is yes. Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...
I was reading another question earlier when I noticed a story about a 737-700 that landed at M. Graham Clark Downtown Airport in downtown Branson Missouri. The runway is only 3738 ft, long, which is a bit short for that particular kind of aircraft. Apparently the pilots set the aircraft down hard and immediately did everything in their power to bring the craft to a halt, stopping about 500ft short of the far end of the runway (which, btw, ends in a cliff. Just to heighten the suspense). I'm sure they had their reason, so I'm not going to question them. I just wanted to use it as a set up
When coming in on an instrument approach at a nontowered airport, the approach/center controller will clear you for the approach and approve your frequency change to the CTAF. Once you're cleared for a particular approach and have changed frequencies, if you later decide you need to deviate from the planned approach (i.e. sidestep or circle instead of straight-in) do you need to get a revised clearance from the approach controller or is clearance for sidestep or circling implied?
If you are on a heading, being vectored to intercept final on an instrument approach, and it appears that you will fly through the final approach without being cleared to intercept it, what should you do?
I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport. On approach control's frequency, I said: Tampa Approach, Cirrus 123AB, 5 miles southeast of Tampa Exec at 1000 feet, IFR to Ft. Lauderdale Exec The approach controller responded, annoyed, saying something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when
The FAA offers instrument approach procedures on their website free of charge, and EASA does too. Does Canada have them online for us to use?
or VFR approach, or the appropriate missed approach procedure if we're on an instrument approach However, in the US, I often hear the pilot saying "going missed" when breaking off an instrument approach..., traffic pattern if visual, missed approach if on instruments), but doesn't say anything about the appropriate pilot phraseology. I couldn't find any reference in the AIM (chapter 4 section 2) either. (I also often hear just "missed approach", which I suppose would be appropriate when checking back in with approach, but not with the tower, although feel free to clarify that for me as well)