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  1. M

    AFM - serial/N number specific

    91.9 requires that the appropriate information be in the airplane. In addition to the references HSDriver provided, paragraphs in Part 23 (and their CAR 3 equivalents) specify the information that the manufacturer is required to provide, possibly in an AFM. With changes made in a model over...
  2. M

    Private Pilot holding out

    sounds like he's operating on a US certificate, though...
  3. M

    Beech Duke Training?

    Have you checked out the Duke Flyers Association? Their website, http://www.dukeflyers.org/, has a "Vendors" page that lists a couple of training operations that, I think, train you in your aircraft. I'd contact them to find out what's the best way to go.
  4. M

    rsvm recording

    Agreed...I guess i was a little vague in my word-miserly posts ;) you're only required to record the checks IF the carrier decided to put it in their manual that way.
  5. M

    rsvm recording

    From Appendix G: The carrier's application for RVSM authorization includes their RVSM Manual, which pilots are required to follow for operations under the carrier's RVSM authorization. The manual is what requires the record keeping, and of course compliance with Appendix G is required by 91.706.
  7. M

    rsvm recording

    Appendix G to Part 91 - Operations in Reduced Vertical Separation Minimum (RVSM) Airspace
  8. M

    Typo error in 135.225??

    OK...so let's say I'm an EOD operator. I initiate an ILS under paragraph (b). I pass the FAF. I receive a weather report indicating that conditions have worsened below minimum requirements, but since I'm past the FAF, I can continue per (c)(1)(i). How does (d) enter into this?
  9. M

    Typo error in 135.225??

    I say, keep reading...one doesn't "begin" the final approach segment after having begun the final approach segment, IMO. I'd say (c) is relates to (a) and (d) relates to (b), since it's less specific about "minimum" weather requirements that aren't really applicable to (b).
  10. M

    IFR Fuel Reserves?

    Although I'll grant you that there's an NTSB decision somewhere (I can't find it right now) that appears to agree with you rather than me, but since I can't guarantee the same people will be judging my case, I'm not going to take the chance. ;)
  11. M

    IFR Fuel Reserves?

    The FAR's state that you may not "operate" in IMC without a 45-minute reserve...the VMC reserve is a "planned" reserve ("begin a flight"), but the IMC reserve isn't.
  13. M

    IFR Fuel Reserves?

    Nope...it says "IFR conditions", which is basically IMC, not "IFR". If you're not in the clouds, you don't have to have 45 minutes. Doesn't even say "if you're not going to enter the clouds", because it's not a "departure" reg like the VFR fuel reserve reg. For flight in "VFR Conditions"...
  14. M

    Enter Controlled airspace heading 090 degrees

    Well, if they DID use the wrong wording, it's a widespread error...I've gotten that wording all over the country (except the east coast, where I've never been to an airport in uncontrolled airspace ;))
  15. M

    61.55

    Note also that for domestic, Part 91 operations where no SIC type rating is required (see avbug's post for more detail), the terms used in the regulation are "become familiar with" and "performed and logged". It doesn't need to be with the Chief Pilot or an official "training pilot"...you can...
  16. M

    Hawker 800XP....snap rolled 3-4 times

    Sounds like the definition of an accident to me...
  17. M

    IFR Take off Minimums - Part 91, MEL airplane?

    Basically, the TERPS are all-engine criteria. Under 135 or 121, there's a legal requirement to have engine-out options that meet terrain separation requirements, but under Part 91 the requirement is "merely" a moral one. Here's an excerpt from AC 120-91 that spells out the all-engine criteria...
  19. M

    Close in Obstacles-what's the point?

    Maybe, maybe not...depends on how the calcualtions work out. Solves some, creates more. No, just a pilot who takes not flying into stuff seriously, as well as not canceling a trip because the FAA decided not to give me the options that your idea takes away.
  20. M

    Close in Obstacles-what's the point?

    Well, then, if you're flying Part 91, you're probably legal to ignore it.
  21. M

    Close in Obstacles-what's the point?

    So...you figure 35 feet of terrain separation is fine until you level off in cruise?:eek:
  22. M

    Close in Obstacles-what's the point?

    Under part 91 (except subpart K), you're not required to do anything but not hit something. Under 135 or 121, you're required to exceed minimum height above terrain/obstacles. 35 feet over the DER meets or exceeds the Part 91 requirement in this case, but not the 135 or 121 requirements.
  23. M

    Close in Obstacles-what's the point?

    8 feet over 118 feet...that's almost 7% climb gradient. If you're 35 ft over the DER, and you're not making at least a 7% climb profile, your margins are getting smaller, not larger as they're designed to. If you're operating under 135 or 121, you're going to have to make computational...
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