Good luck on that second "I"!

Funny enough I’m in the exact same position, thank you for this great content!

lol same here

Did y’all get your Double I? I’m almost up for my Instrument EOC

@@dean6978 Hey hey, same here! These videos have more or less carried me through instrument ground and flight, my instructor recommended I watch a few and I've cross referenced with books and other materials. Good luck on the EOC and best of luck to you with your future endeavors.

Thanks!

Will do!

You got a dickhead of a dpe tbh

Thanks, Michelle and welcome! Which light aircraft are you flying?

@@flightinsight9111 I'm flying on Skyranger.

Don’t think we get too many of those this side of the Atlantic. In any case I have trouble squeezing into the smaller planes! Looks fun though

My instructor said to fly to the airport (or clearance limit) than to an IAF.

@@blake9908 And when should I start my descent from the one I mantained enroute to the one required to start the approach?

@@IlPassato When you're in the Terminal Area, remember that MSA on each Approach Plate. You're guaranteed obstacle clearance in the Terminal Area so long as you stay above the published MSA.

At that point, try again leveraging cell phone comms to ATC. Otherwise the trip to the Alternate is whatever you chose in your pre-flight planning; after the published missed respect IFR minimum altitudes and proceed safely to the alternate. If you have the gas to stay near the MEA instead of climbing up high you may get VMC below a cloud deck going towards an alternate you picked for better weather; likewise, going up high could put you on top (doesn't necessarily help for landing). By this point ATC will be clearing everyone out of your way, they know you've had a very bad day :)

I guess I should have said the hold in lieu of PT. Still confused though

Hi! After the Indian Head VOR, the MEA is 12000 feet. With lost comms we should be at the higher of the expected altitude and minimum en route altitude

@@flightinsight9111 got it! Thank you😉

Since we're flying east in this scenario, we should climb to 13,000 to have 1,000 vertical separation from a westbound aircraft on the airway which may be at 12,000.@@flightinsight9111

So I asked this to dpe and he said that usually when they vector you at an altitude that means you have full obstruction clearance for that heading and altitude to your next fix

Thomas failure is more likely caused by antenna issues RF issues or noise.

thats what i was taught aswell

oroca is not a minimum ifr altitude. 91.177

@joeyhill5769, still he was not on any published airway during that segment of flight, and below OROCA, which would disobey the 1000 above non mountainous and 2000 above mountainous terrain rule

@@joeyhill6957 .

@@graupe6149 the vector they provided was provided based on the fact that he would have that 1000/2000 obstacle clearance at that altitude until he intercepts the next airway or fix.

It's a good point. I think yes and no. 91.177 (a)(1) says no operations below MEA unless you're within 22 miles of either VOR, then you can go down to the MOCA. So I think the full answer might be to stay at expected of 7,000 and then climb to the MEA of 12k once you're outside the 22 miles required by the MOCA.

@@flightinsight9111 agreed, since we are using VOR, 4600 is only legal within 22NM. So you could technically stay at 7 until you are 22nm out.

@@flightinsight9111 love your content btw. Using it to get ready for CFII. And making a playlist for future students with your videos

Are you aware of the TSO requirements for battery life, both aircraft and "glass"? Care to report how many failures have occurred where the batteries drained out, Bro?