IFR class E

That is a totally different and much more realistic situation. When the
weather is IMC at Minden, even if the ceiling is 3000AGL, it is unflyable in
a piston single without deice and turbocharging. In the Bay Area, on the
other hand, there is a lot of flyable IMC similiar to SoCal. You get
frequent marine layers only a few hundred feed thick. I didn't say so
earlier but I think that getting the rating is a good idea for most pilots.
It has some utility and it will make you a better pilot in many areas. MEV
is, like you say, almost always VFR. The problem is that to go anywhere you
have to cross mountains or fly very turbulent valleys. You mentioned STS,
before you depart from there in IMC you need to really understand the
departure procedure and what your GPS is going to do at each step. Its
complicated if you don't know when it is going to go stop automatic waypoint
sequencing. Don't ask how I know!

Basically if you can get past Placerville you will be able to fly almost
anywhere in the state with your airplane. The limitations are all over high
terrain because you have to fly high to clear terrain and there is almost
always icing at those altitudes along with lots of turbulence.

BTW you should go to Soar Minden and buy the book "Exploring the Monster".
It is a great book and you will learn a lot about your local weather. It is
my favorite aviation book.

Mike
MU-2





"mindenpilot" wrote in message
...

Read my other post. You might want to spend some time talking to Bill
Hutt or someone else who has flown a lot in the area about the utility of
flying IMC in your current airplane. Basically it isn't enough airplane
for IMC flying in that area. Even a heavy twin like a 421 is marginal.

Mike
MU-2


Bummer.
On the other hand, this weather is really uncharacteristic.
Last winter, I flew all winter long with very few days that weren't VFR.
On the whole, I would say 90% of the days here are VFR.

Sorry to ask IFR-illiterate questions, but here's more.
A more realistic mission would be flying from Minden to the Bay Area.
Like I said, it's usually VFR in Minden, but there is often fog in the Bay
Area (Santa Rosa, STS).
I don't have IFR plates, but I know STS is pretty flat, and is at sea
level (100').
Not sure about icing conditions, but it's definitely warmer in the winter
than here in Minden.
Does this sound like something that I could handle in my Super III, or do
I need the heavy metal?

Thanks

Adam
N7966L
Beech Super III

"Peter R." wrote in message
...
BTIZ ) wrote:

BT
(former ZBOS ARTCC)

Really? That's the first time I read you were a former controller in
the few years I have been reading these groups.

I have an additional respect for you, as I tried, but failed, to become
a controller in the late 80s.

--
Peter

Thanx Peter... it does not get out too often.. my background..

Iron Worker, ARTCC (pre 1980), MAJ USAF B-1 (RETIRED), had to go fly instead
of control.. not happy on the ground... Instrument, Commercial ASEL, AMEL,
Glider, and CFI-G
BT

BTW you should go to Soar Minden and buy the book "Exploring the Monster".
It is a great book and you will learn a lot about your local weather. It
is my favorite aviation book.

Mike
MU-2


Thanks. I'll look into that!

Adam
N7966L
Beech Super III

Anyway, I think you've answered my questions..now I have one more.
Since the only approach in Minden is GPS, does it make sense to get an
IFR-certified GPS?
Anyone have any preferences.
I don't want to put a $10K upgrade in ;-)

Thanks,

Adam
N7966L
Beech Super III

If you want to fly IFR into Minden, you'll need a panel mounted IFR
certified GPS, other wise plan the ILS into Reno and drive... but yes.. IFR
in the SAC valley on top of the FOG layer can be fun... but more than once I
had to divert a T-37 from Mather to Placerville (on top of the fog) and wait
it out.. fog and vis were below IFR minimums at Mather.

BT

"Peter R." wrote in message
...
Peter R. ) wrote:

This means you have until that time to
take off and climb to an altitude where they will pick you up on radar.

I made a mistake here. I should have typed: This means that you have
until that time to take off and make radio contact with Reno approach.

Big difference between that wording and Reno making radar contact, since
it is possible to make radio contact well before radar contact.


It means that you have until that time to take off, neither radar or radio
cantact is required by that time.

Steven P. McNicoll ) wrote:

"Peter R." wrote in message
...
Peter R. ) wrote:

This means you have until that time to
take off and climb to an altitude where they will pick you up on radar.

I made a mistake here. I should have typed: This means that you have
until that time to take off and make radio contact with Reno approach.

Big difference between that wording and Reno making radar contact, since
it is possible to make radio contact well before radar contact.


It means that you have until that time to take off, neither radar or radio
cantact is required by that time.

Oh, OK, so I was wrong on both counts. I guess I have been
building in a healthy departure cushion.




--
Peter






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"mindenpilot" wrote in message news:VUEJd.1862

I'm wondering how that works at a class E airport, like the one I'm based
at
in Minden, NV.
For example, if there was real IMC (a fog layer at 300 AGL), would you be
allowed to take off?

Yes. You would file your plan ahead by telephone and depart at a given
time.

The problem would be returning. For example, the airport I fly out of has a
tower, and I can take off with the appropriate clearance, but it doesn't
have an instrument approach so unless the airport is VFR when I return, I
can't land there. That means that to return on IFR, I need to have an
alternate airport(s) with IFR approaches available so if I can't land at my
home base I can safely land nearby (IF the weather meets the published
minimums for that approach.)

-c