I'll let the Reno/Minden pilots answer the particulars for that airport...

but in general, at an airport out side ClassD, you'll need to get an IFR
clearance from the controlling agency, whether that be Reno Approach or
Center. Normally a phone or radio relay through a FSS. My Minden approach
plates tell me Reno Appch Control is in charge.

Remember, a ClassD tower is a VFR tower, he had to get the IFR clearance
from the local IFR ATC facility, rather it be an approach control or Air
Route Traffic Control Center (ARTCC).

ok, so I looked up MEV in my approach charts: I only see GPS approaches into
Minden (MEV), the minimum descent altitude is 6220MSL (1494 AGL), so... a
smart minded IFR pilot would not depart into a 300ft ceiling knowing he
could not get back to MEV in an emergency.. Even the ILS approach into RNO
has an 1100ft AGL Decision Altitude, so that would not be a suitable
situation/alternate on a 300ft day. But there is nothing stopping a Part91
IFR pilot from departing into a 300ft overcast in this situation.

As for Radar coverage from ATC.. not an issue, you need to be able to, and
will be expected to fly anywhere without radar coverage. ATC using radar
makes it nicer to run traffic closer together and handle more aircraft than
using the tried and true manual separation methods. ATC will be blocking all
IFR traffic up to the minimum IFR altitude that you are cleared to until
they can see you, and if they cant see you (radar failure or your
transponder failure), then all traffic stays above until you get "found" and
have cleared the area.

Now, the weather issue, snow on the ground? fog in the area (warm air over
cold ground). What is the outside temperature and where is the freezing
level... does the cloud layer go to the freezing level or higher?.. flying
your Musketeer SuperIII into a freezing layer would not be good.

It is difficult to maintain IFR proficiency even down here in LAS single
engine with a Piper Arrow or Bonanza. When the IFR rolls in, the minimum IFR
altitude is well into or above the freezing level. The lowest minimum IFR
altitude (on airways) around the Mustang VOR is 10,000MSL.

I came back VFR from Cal City to VGT at 9,500MSL through the MOAs and the
OAT was 36F. If IFR were required, long way around and minimum IFR altitude
on the airway is 12,000 or 14,000ft.

But getting an instrument rating is a smart thing to do, but not always a
save all.

BT
(former ZBOS ARTCC)

"mindenpilot" wrote in message
...
I'm VFR and have some questions about IFR.
I've been toying with the idea of pursuing an IFR rating, especially due
to the recent (uncharacteristic) fog.
I've only flown real in IMC once.
I was at a class D airport, and the CFI got clearance before takeoff.
He got all kinds of instructions for going up through the soup.

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?
If so, what would be the procedure?
How would you ensure separation from other traffic?
The closest tower is Reno, but they wouldn't be able to get any radar fix
until you climbed to about 3500' AGL.

Similarly, for landing (assuming a GPS approach is approved, there is no
ILS, etc).
What would you do once Reno lost radar contact?

Thanks,

Adam
N7966L
Beech Super III