Recent content by aterpster

No, I didn't.

I know the area. I've been going to the June Lake area since before I can remember. I also have flown the Owens Valley in light airplanes quite a few times over the years, albeit never in the winter. I was trying to be helpful. Then again, I wouldn't fly into KMMH in the winter unless in a...

I have a friend who lived in Mammoth and had a Mooney. He always used V230 when flying to Southern California.

The exposure is minimal on V230 FRA-NIKOL. If engine failure is of serious concern, that becomes quite limiting beyond this trip.

The Owens Valley is NOT the way to go.

You want to stay west of the Sierras until FRA-V230-RBRTS. And, the MEA is 14,300, but expect 15,000. As I am sure you've determined there is only one IAP with high minimums. You can pick up V-459 at SLI. Unless procedures have changed SoCal with let you fly V-459 across the Los Angeles Class...

According to the IFP Gateway NDBR for that IAP, RF required was removed because, the explanations state it is no longer required by the 8260.19I. As to the DME, that can only be QC issue.

What I think is lost on pilots is that conventional ILS missed approach criteria are not used for ILS 17R except for the Y ILS and Y LOC. It's RNAV-1, which requires all the checks and balances by the RNAV avionics.

Not the case for Reno.

I see no reason for it, other than lack of QC.

What do you mean by traditional ILS?

Same idea, but for a different reason. Your example is to permit TAAs for an ILS. At Reno GPS permits RNAV-1, which permits the use of RNAV missed approach narrower splays, that get through the pass to the south.

Although with a higher DA.

Keep in mind this is an RNP approach even though it is an ILS, which means GPS and approved IFR RNAV and the procedure will be in the database.

This is how Jeppesen portrays it: