Last fall as I was departing Reno, NV (KRNO), the weather was 1500 overcast (6000 MSL), tops 10,000 MSL, surface temp +10 C and there was no precipitation. I was flying my pressurized, turbocharged, FIKI-certified Cessna 414. Id flight planned for FL 190. I hand flew the departure because that is recommended when potential icing conditions exist. In the climb I noticed light rime ice on the leading edges of the wings. I was watching carefully for decreasing performance (airspeed, rate of climb, etc.) and all seemed quite normal.
A pilot experienced a sudden tail stall due to unexpected light rime ice, highlighting the danger of such conditions and the pilot's regret for not reporting the "unknown icing" to ATC.
Changes to instrument approaches, like moving a Final Approach Fix (FAF), often occur due to the decommissioning of older navigation aids (e.g., Outer Marker) and efforts to standardize approach designs by co-locating FAFs or aligning with RNAV procedures.
A previous article's error regarding a specific holding pattern entry was corrected, clarifying that a tear-drop entry was the textbook answer instead of a parallel entry.
Last fall as I was departing Reno, NV (KRNO), the weather was 1500 overcast (6000 MSL), tops 10,000 MSL, surface temp +10 C and there was no precipitation. I was flying my pressurized, turbocharged, FIKI-certified Cessna 414. I’d flight planned for FL 190.
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