Octavian Codreanu

EAA240 VMC/IMC Club Meeting – Thursday, July 16th, 6:30pm

Sharing ideas, concepts and experiences in better flying.

Join us Thursday, July 16th for another VMC & IMC Club session, starting at 6:30pm. We’ll discus a few scenarios related to both VMC and IMC flying. All Chapter members – pilots and non-pilots – are invited to attend this session led by Robert Huxster. We’ll go through the scenarios and share flight experiences, with the goal being for all of us to learn something new. 

The EAA VMC/ IMC Club provides a “hangar flying” experience organized around both fair weather and instrument flight, in order to promote safety, education, and proficiency.
Every meeting consists of a scenario presentation and group discussion about unusual or interesting charts, changed rules and procedures, and member experiences.  We also have occasional guest speakers.

The scenarios we will discuss at this meeting include: (IMC) ‘Trim Trouble”‘, uncommanded nose down trim, and (VMC) ‘”Bumpy Final”‘, strong turbulence at 300 ft agl on approach. Both will raise questions about risk management and aeronautic decision making. Additional scenarios may be presented.

Bring your EFB, your experience, and your questions, and be ready to participate.
All are welcome.  You do not need to be an EAA member or instrument rated pilot to attend

We will also be discussing how you can earn WINGS Credit. This event is also offered as an FAA Safety Team Seminar. To view further details and registration information for this seminar, click here.

Questions? imcvmcclub@eaa240.org
More information about the EAA240 IMC/VMC Group is here

Mihai Burlacu

November 2025 – IMC Question of the month

What does it mean to be established on an instrument approach?

While some pilots may believe they must be within a specified distance of a fix or geographic point, such a condition, while helpful in maintaining situational awareness, is not necessarily required.
The following references suggest that the aircraft must be on the centerline of the subject course, and at the assigned or prescribed altitude.

According to the FAA Instrument Procedures Handbook, FAA-H-8083-16B, Chapter 4:
For aircraft operating on unpublished routes, an altitude is assigned to maintain until the aircraft is established on a segment of a published route or IAP. (Example: “Maintain 2,000 until established on the final approach course outbound, cleared VOR/DME runway 12.”) The FAA definition of established on course requires the aircraft to be established on the route centerline. Generally, the controller assigns an altitude compatible with glideslope/ glidepath intercept prior to being cleared for the approach.

From the AIM:
When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, must, in addition to complying with the minimum altitudes for IFR operations (14 CFR Section 91.177), maintain the last assigned altitude unless a different altitude is assigned by ATC, or until the aircraft is established on a segment of a published route or IAP. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC.

Mihai Burlacu

November 2025 – VMC Question of the month

Question: If a modification to an aircraft has been made by a supplemental type certificate (STC), what required paperwork must be carried aboard the aircraft to document airworthiness? For example, you’re renting a Cessna 172 that has been modified with a 180-hp engine, or perhaps to use automotive fuel. What, if any, additional documentation is needed to document that the aircraft is airworthy? 

Answer: The STC itself is not required to be physically carried aboard the aircraft. However, the documentation that proves the STC has been properly incorporated is required to be part of the aircraft’s permanent records, and some documentation must also be carried aboard the aircraft. If an aircraft has been modified under an STC, the following documentation must be carried onboard the aircraft to substantiate the aircraft’s airworthiness:

  • Form 337: This FAA form documents major repairs or alterations, including STC installations
  • Logbook Entry: Maintenance records must reflect the STC installation
  • POH/AFM Supplement: If the STC affects aircraft operation, a supplement to the Pilot’s Operating Handbook or Aircraft Flight Manual must be onboard
  • Instructions for Continued Airworthiness (ICA): These must be retained and followed for ongoing maintenance 
  • Written Permission from STC Holder: If you’re not the original STC holder, you must have written authorization to use it

While the STC certificate itself can stay in your maintenance records, the POH/AFM supplement and ICA are critical for airworthiness and legal operation. If the FAA inspects your aircraft and finds a modification without proper documentation, it could be deemed unairworthy.