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This discussion really makes me appreciate that a manufacturer's Aircraft Flight Manual takes precedence over a country's AIM

Hold on.....not so fast....I have some objections, and I don’t have the same optimism you have Ryan. I received the very same emails, yet see them quite differently from you. I quote portions below: 1. “….yes, given the Limitation stated” I take those words to mean yes, but further...

Ryan, let me start by saying I do not have the understanding and lexicon you have dealing with aviation matters in general. I see you have experience and knowledge across a vast range of avionics topics. I do not. However I do have some specific experience with the Learjet 75, and I would...

Ryan, I have trouble following your thoughts. Yes it's in the AFM, not a supplement. Yes it is the current AFM. And I agree not worded very eloquently. I note that while AIM 1-2-3 allows manufacturers to use a suitable RNAV FMS for final approach of (for example) a VOR approach, Bombardier...

2 pilot. Learjet 75. either pilot can fly. Garmin 5000. So the right side pilot can fly with VOR on his CDI, left seat with the FMS seems possible

Mauleskinner, as per the AFM, the VOR data needs to be on the PF's CDI.

But John, the Flight manual forbids it.

PPC wrote "That's not what that says. It just says that you can't fly the final approach segment using GPS." So....how can I legally fly the final approach with the FMS then? Not sure it would be legal to deselect the gps satellites..... Mauleskinner, 2 CDIs, one in front of each pilot

MauleSkinner,

Thanks to all, very informative. Salty, you asked why I would fly a VOR approach when an Rnav was available, it was what my instructor asked of me. I planned to load the VOR approach from the FMS database (it was an option, IIRRC), however the Flight Manual said only if the title said "or...

What happened to all the "or GPS" approaches? In the not so distant past, these seemed to be prevalent. For example, KTEB VOR 24 no longer has "or GPS" in the title. And many others in the US also seem to have lost this in their title. Our aircraft Flight Manual specifically says we can fly...

KPQI 03/057 05MAR2258-06MAR2200 RWY 01/19 CLSD 03/054 05MAR2257-06MAR2200 RWY 10/28 CLSD TO APCH SPEED MORE THAN 121KTS AND ACFT WINGSPAN MORE THAN 79FT the first one I can sort of understand. A United Express tried to land there yesterday with little success. the second notam, any idea...

excellent, thanks jordane and david. Stan

Let say your altimeter reads 45 feet high when on the ground. The altimeter source elevation is the same as your aircraft (so not a temp correction situation). For an ISA day, would you make an adjustment to your Decision Altitude based on this knowledge? Any recommendations from relevant...

The fleet hardware will be compliant in 18 months or so. What "positive" changes can we expect?

All very discouraging. We will have aircraft transmitting their accurate position via ADS-B. Much more accurate positioning than primary radar or SSR I 'm thinking. Yet ATC separation rules will remain the same?

Lots of ADS-B info out there, but I'm struggling with the practicalities. Consider it is the year 2021, and all IFR aircraft now have ADS-B out installed, so traffic is as heavy as today, or more so. First, how will this expedite a high level flight between busy airports, say from Miami to...

ok thanks all. Stan

A number of months ago I was departing 24 Teterboro KTEB assigned to CLIMB VIA the RUDDY SIX DEPARTURE. The route description basically says climb 240 deg to 520 feet MSL, then direct DAVIM, then direct WENTZ to cross WENTZ at 1500 feet, then direct RUUDY, then heading 280 deg, with a "Maintain...

Just out of curiosity, was the 7:1 slope ever an issue there?