Steven P. McNicoll wrote:

Hilton wrote:
I'm a CFI-I.

I find that rather hard to believe.

Steven, I really enjoy reading your posts. I think you bring a lot of
knowledge to these NGs. It's a real pity that you have to resort to insults
to try make a point.

[zap]
Let's assume that the GS fails at 2700' (MSL), the DH is at 357' (MSL),
a
3 degree glideslope, an 'ILS' airspeed of 100 knots, a climb airspeed of
80
knots. For simplicity, let's assume no wind conditions.


Simple. I'm 2300' above DH when the GS fails (I'm rounding off to the
nearest hundred), 2300 divided by 300 is 8 miles (Inside the FAF and still
8
miles from the MAP? Where is this approach?)

Try ACV ILS 32 - it starts you at 5200 - I made it easy for you.


8 miles at 80 knots will take
6 minutes. Now let's use the actual numbers to see how accurate that is.
2700' less 357' is 2343' above DH, 2343' at 318' per mile makes it 7.4
miles
from the MAP, 7.4 miles at 80 knots takes 5.6 minutes. In your no wind
condition I'd have overshot the MAP by 3600', I'm probably over the
runway.

OK, so you suggest teaching IFR pilots that *while they are doing important
stuff* that I mentioned before (power, gear, cowl flaps etc), they have to
do this math in their heads:

(2700-357) / 300 * 60 / 80 = 6 minutes.

And getting back to my original comment, no, I don't think that every IFR
pilot is able to make these calculations correct 100% of the time - hence
the comment about luck. I certainly wouldn't guarantee myself that I could
get these calculations correct 100% of the time during the 'missed'
high-workload portion of the flight. I know and understand my limitations
(there Steven, huge opportunity for another snide remark ), and I'm
willing to do anything that will reduce my workload and that of my students
in IMC during a high-risk part of the flight.

Hilton