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Casey will now be heading back to Alaska to work on his Commercial ticket in a C185 with retractable gear (Skis!). He’ll also be flying as a C130 loadmaster with the Alaska ANG. Good job Casey!
We have added a DME (Distance Measuring Equipment) unit to Cessna 968RC (one of our Cesna 172P planes in Salinas).
So what, you may ask. It turns out that a DME allows a huge number of instrument approaches to be flown that cannot be flown with just two NAV radios and ADF. For example Monterey LOC/DME 28L which is the most commonly used approach into Monterey. Other approaches can be flown more accurately with a DME and sometimes to lower minima. Yet unlike most GPS navigators, a DME is simple to configure and simple to use.
We have a brand new instrument rated pilot! Congratulations to Pablo Vasquez who earned his instrument rating in N54102 (Cessna 172P) after flying with CFI Sergey Sinyachkin. Examiner Sherry Diamond was duly impressed and signed off on Pablo’s instrument ticket.
Well done Pablo and Sergey.
Read also 61.57(c) – Click on FAA Logo to go to complete text of 14CFR61.57 (Op Ed)
14 CFR 61.57 (d) describes the requirements for an instrument proficiency check (IPC), and includes a description of when an IPC is necessary. While certain exceptions apply, a pilot may reestablish instrument currency that has been lapsed for more than 6 months only through obtaining an IPC. On December 16, 2011, the FAA issued a technical correction to section 61.57 (d) in order to clarify the meaning of the regulation. This clarification was simply just that, a clarification, and no change to the application of the rule was intended. As the FAA explained in that technical correction (emphasis added):
The revised language makes it clear that a pilot who has failed to maintain instrument currency for more than six calendar months may not serve as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR until completing an instrument proficiency check. A pilot whose instrument currency has been lapsed for less than six months may continue to reestablish instrument currency by performing the tasks and maneuvers required in paragraph (c).
Notwithstanding the exceptions on 61.57 (e), the following timeline illustrates the correct application of 61.57 (d):
January 31, 2012: A pilot is no longer instrument current because they no longer meet the recent experience requirements found in 61.57 (c). This pilot may no longer act as pilot-in-command (PIC) of an aircraft operating under IFR or in weather conditions less than the minimums prescribed for VFR.
February 1, 2012 to July 31, 2012: The pilot has between these dates in order to obtain the recent experience requirements found in 61.57 (c). This experience may be obtained through instruction, the use of a safety pilot, or through a simulator / training device.
August 1, 2012: If by this date the pilot had not regained instrument currency, the only method by which a pilot may become instrument current again is by obtaining an IPC.
The FAA has become aware of some recent blogs, emails, and website comments that contain confusion about the technical correction and the current meaning of the rule. This FAAST Blast will hopefully alleviate that confusion. For additional information, please review the latest technical correction to 61.57 at http://www.gpo.gov/fdsys/pkg/FR-2011-12-16/pdf/2011-32333.pdf
Well done Andy, and thanks also go to AeroDynamic Instructor Erik, with help also from Rich, Sergey and Dick.
Andy escaped before we could pose him in front of the plane, so here’s a picture of him holding the Bronze Lindy he captured at Oshkosh.
Our own Brian Hsu has been working hard! Brian added his Multi Engine Instrument Commercial rating to his pilot license. Brian took his flying lessons with AeroDynamic CFI Sergey Sinyachkin in the Beech Duchess and aced his flight test with Examiner Sherry Diamond.
Congratulations and well done to Brian and Sergey.
We are installing the new Garmin GTN 650 touch screen WAAS IFR GPS in Cessna 485, and we plan to install them in our other GPS challenged Cessnas over time. The first unit has arrived, we re just waiting for the CDI display and the shop slot. Hopefully 98485 will be done before the start of May.
What is the GTN 650?
It is Garmin’s replacement for the GNS430W. No more twiddling knobs, everything is accessed from the touch screen! Full WAAS capability including LPV and GPS approaches as well as all the usual ILS/VOR and communications capabilities. So instrument students and instrument rated pilots will not be limited to airports that have an ILS or VOR approach, but virtually any local airport will be open to them.
For example, Salinas has a GPS approach to runway 13 with minimums of 455′ agl and an LPV approach to 31 with a DA of 200′ agl, Hollister has an LPV approach with minimums of just 323′ agl, Reid Hillview LPV 31R minimums are only 379′ AGL)
Of course, VFR pilots can use it too.
There will be a learning curve, so I suggest you start preparing now:
I am looking forward to trying it out!
Congratulations to our own Brian Hsu who aced his instrument rating checkride. Brian had previously started on the checkride, and had to turn back because of airplane problems. This time he had to fly to Watsonville to meet with the examiner, Sherry Diamond, but there were no problems and he earned glowing praise from her.
Well done Brian!