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Good luck Mr.PoA supporter. It is till you.

What endorsements did you need or did you instructor give you for the check ride?

Thanks

So let us say, one holds CFI, CFII and MEI and forgot to renew them by doing instructor renewal course. Does he/she has to go through doing check rides for each rating or just once? If you could quote reg relevant to this would be great!

Say one needs to convert from Commercial pilot(has both ASEL and AMEL) to helicopter license, what are the endorsements needed(and how many) for check ride?

As you can see from low enroute chart, the difference between brown and green colored airport is having/ without having approach procedures. From the chart, I have noticed that all private airports were colored in brown, can I still file pvt airport as alternate? If yes, then how do I know if...

Part91.109 states that you require safety pilot under simulated instrument condition but is silent about actual wx condition. So, IAW 91.109, a pilot with instrument rating can still go out fly by himself under actual wx condition to comply 66HIT and be current again?

As you might heard about above terms, for ICA, 200ft/nm starts from 2nm beyond the DER and goes on, whereas ODP is published when the obstacle penetrates 200ft/nm gradient which starts at the DER. If I am correct, two of the above principles are contradicting and word to word. Can anyone clear...

Do you have reference or credible source that explains more about the MSA?

OROCA and MSA are similar in concept but only difference to point out is the distances from specific point where obstacle clearance is guaranteed. MSA uses 25nm and OROCA published for a particular quadrant. For example, let's say that you went missed on ILS under lost comm for whatever the...

Most of the approaches consists of 90degree intercept, but what if ATC instructs us to join DME arc from current heading, 45 degree intercept, or even 30.. etc ? Johnny.

I found out the statement on OM and IM in FAR that OM can be replaced with numerous means of navigation, also it states that IM is used for CAT II and III operation. Now, when I looked at KMCO ILS approaches(CAT II, III), they had IM, and MM both, I was wondering because FAR does not...

This is the new stuff I learned. I will look into TERPS again.

Let us say you go missed on approach during Lost Comm, and want to shoot another approach. That is the case when I will look up MSA and OROCA altitude and fly the highest correct?

Also, the distances from VORs are the GPS driven correct? not the stored slant range in the database? When I fly the VOR approach, you guys may have noticed that the distance on the bearing information window runs faster than that in the FLT PLAN page. Usually, I notice FLT PLAN page leg...

So, what kind of emergencies do we use MSA including Lost comm?

What I am mostly confused with MSA is that it is useless most of time because OROCA is higher than MSA most of time! (assuming LOST COMM situation). MSA provides obstacle clearances but OROCA also does and by definition it is for emergency use. What is so emergency that the FAA has established...

So far I have gone through lots of FAA Orders and ACs, and FAA mandates monitoring/flying the approach with primary navigation(such as LOC, VOR, etc...) and does not specifically address other segments such as Missed approach procedure. Am I correct in this matter that I can switch to GPS mode...

I have been asking this because no where in the textbook or FAR discusses about the early missed approach. I am really looking for the explanation on this matter.

I just checked the AIM and it says we can maintain at or above MDA. So it is soley depending on PIC's sound judgement. One more thing, I looked at the FAA TERPS and the missed approach area only cares the lateral and obstacle below the aircraft. is this what is allowing us to go missed early as...