Contact approach question

"Steven P. McNicoll" wrote in message
nk.net...

"Matt Barrow" wrote in message
...

Paul stated "canceling when you have sufficient visibility..." which
indicates a change in status/condition/visibility (at the point
visibility
becomes adequate).


Paul wasn't following the thread very closely. The message he responded
to
stated "when an instrument letdown to a civil airport is necessary". As I
said, if you can operate under VFR an instrument letdown wouldn't be
necessary.

Let's see: The message he responded to stated "when an instrument letdown to
a civil airport is necessary". Are you saying the gist of the thread was
the opposite of this?

Your reply infers that there was adequate visibility prior to that.


No, you're inferring.

I'm trying to figure out why he's addressing an instrument letdown being
necessary and your addressing visual letdown.


--
Matt
---------------------
Matthew W. Barrow
Site-Fill Homes, LLC.
Montrose, CO

"Matt Barrow" wrote in message
news

Let's see: The message he responded to stated "when an instrument letdown
to
a civil airport is necessary". Are you saying the gist of the thread was
the opposite of this?


No.



I'm trying to figure out why he's addressing an instrument letdown being
necessary and your addressing visual letdown.


It's the other way round.

"Steven P. McNicoll" wrote:

"Paul Tomblin" wrote in message
...

I don't see anything there that prohibits you from cancelling IFR when you
have sufficient visibility and cloud clearance to operate under VFR.


Nope. But if you can operate under VFR an instrument letdown wouldn't be
necessary.

True, provided you cancel, or receive a clearance for a contact or visual
approach. Otherwise you must fly the IAP regardless of how good the weather
might be (VMC, not VFR).

wrote in message ...

True, provided you cancel, or receive a clearance for a contact or visual
approach. Otherwise you must fly the IAP regardless of how good the
weather
might be (VMC, not VFR).


A visual approach is not an option when an instrument letdown is necessary.

"Steven P. McNicoll" wrote:

wrote in message ...

True, provided you cancel, or receive a clearance for a contact or visual
approach. Otherwise you must fly the IAP regardless of how good the
weather
might be (VMC, not VFR).


A visual approach is not an option when an instrument letdown is necessary.

Depends on how you define "when necessary," Steve. The FAA postion is that
"when necessary" is when the pilot is on an IFR flight plan and has not
received a clearance for a visual or contact, regardless of weather
conditions. It's in the AIM that I cited to someone else here.

wrote in message ...

Depends on how you define "when necessary," Steve.


I use the standard dictionary definitions.

"Steven P. McNicoll" wrote:

wrote in message ...

Depends on how you define "when necessary," Steve.


I use the standard dictionary definitions.

Good for you. Nonetheless, you don't set policy for the FAA. Those who do
have kept the context going quite nicely by placing in the AIM the FAA
definition of "when necessary."

It sounds like you have little regard for those folks in DC who write ATC
policy. That doesn't seem real healthy for a working controller.

Paul Tomblin wrote:

In a previous article, said:
On Mon, 17 Jan 2005 23:45:57 -0700, Newps wrote:
wrote:
Once a clearance for an approach is issued, the pilot is bound by the
appropriate segments of the approach (Part 97) and the applicable parts of
91.175. Any "short cut" with either a contact, visual, or cancellation is a
^^^^^^^^^^^^
legal no-no.

Baloney. Once I'm in a position to fly visually to the airport/runway I
can do just that.

that's not what this says, I don't think:

(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.

I don't see anything there that prohibits you from cancelling IFR when you
have sufficient visibility and cloud clearance to operate under VFR.

You can cancel when the reported ground visibility and your observed flight
visibility permit. Then, none of 91.175 has any application from that point on.
(you can't cancel in Class A airspace but that has no application to 91.175 in any
case.)

On Sat, 22 Jan 2005 02:08:12 -0800, wrote:



Paul Tomblin wrote:

In a previous article, said:
On Mon, 17 Jan 2005 23:45:57 -0700, Newps wrote:
wrote:
Once a clearance for an approach is issued, the pilot is bound by the
appropriate segments of the approach (Part 97) and the applicable parts of
91.175. Any "short cut" with either a contact, visual, or cancellation is a
^^^^^^^^^^^^
legal no-no.

Baloney. Once I'm in a position to fly visually to the airport/runway I
can do just that.

that's not what this says, I don't think:

(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.

I don't see anything there that prohibits you from cancelling IFR when you
have sufficient visibility and cloud clearance to operate under VFR.

You can cancel when the reported ground visibility and your observed flight
visibility permit. Then, none of 91.175 has any application from that point on.
(you can't cancel in Class A airspace but that has no application to 91.175 in any
case.)


You can cancel any time you are operating in VFR conditions. Ground
visibility may or may not have something to do with that.

wrote:

On Sat, 22 Jan 2005 02:08:12 -0800, wrote:



Paul Tomblin wrote:

In a previous article, said:
On Mon, 17 Jan 2005 23:45:57 -0700, Newps wrote:
wrote:
Once a clearance for an approach is issued, the pilot is bound by the
appropriate segments of the approach (Part 97) and the applicable parts of
91.175. Any "short cut" with either a contact, visual, or cancellation is a
^^^^^^^^^^^^
legal no-no.

Baloney. Once I'm in a position to fly visually to the airport/runway I
can do just that.

that's not what this says, I don't think:

(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.

I don't see anything there that prohibits you from cancelling IFR when you
have sufficient visibility and cloud clearance to operate under VFR.

You can cancel when the reported ground visibility and your observed flight
visibility permit. Then, none of 91.175 has any application from that point on.
(you can't cancel in Class A airspace but that has no application to 91.175 in any
case.)

You can cancel any time you are operating in VFR conditions. Ground
visibility may or may not have something to do with that.

If it's reported and you're going to land at that airport served by the IAP, then it's
pertinent. Otherwise, it's not.