Contact Approach -- WX reporting

Dan wrote:

Since a contact approach requires the airport to have an IFR approach,
I fail to see the advantage of a contact approach.

You're being vectored for the ILS and are on a long downwind. You see
the airport due to the fact that only the ASOS is in the clouds, or only
a portion of the airport is in the clouds, the portion with the ASOS.

Dan wrote:
Since a contact approach requires the airport to have an IFR approach,
I fail to see the advantage of a contact approach. If visibility is at
1 mile, I think I would rather just fly the approach than pick around
for the airport in those conditions - too risky. Where is the
advantage? Following other traffic visually?

--Dan


wrote:

Newps wrote:

So you're saying that the controllers are the weather observers there?
That would put it in a gray area. The book states that weather must be
available. If you received the clearance before the tower closed that
would be OK.

Yes the controllers are the weather observers. Why does that make it a
gray area?

I'm pretty sure the clearance came after the tower closed. I've also
noticed that the approach controllers occasionally loose track of time
and they don't always realize the tower has closed. Maybe that's what
happened. Or the controller wasn't fresh on contact approaches, since
I think its used relatively rarely around here. By the way, this is a
small satellite airport under Class B and C airspace, if that makes a
difference.


Thunderstorm over the FAF

wrote:
Newps wrote:

So you're saying that the controllers are the weather observers there?
That would put it in a gray area. The book states that weather must be
available. If you received the clearance before the tower closed that
would be OK.


Yes the controllers are the weather observers. Why does that make it a
gray area?

It's gray because of the weather reporting requirement. At some point
the last weather becomes too old. I'm not sure if that automatically
happens at the time the next sequence is supposed to come out.


Or the controller wasn't fresh on contact approaches, since
I think its used relatively rarely around here.

Depends on the weather that normally happens around there. I've been
here at BIL for 14 years. Until last Wednesday night I had given maybe
three contact approach clearances. Last Wednesday night/Thursday
morning on the mid, about 4:00 am I gave two to two aircraft in a row,
about 8 miles apart. Probably won't give another one before I retire.



By the way, this is a
small satellite airport under Class B and C airspace, if that makes a
difference.

Nope.

Newps wrote:

So you're saying that the controllers are the weather observers there?
That would put it in a gray area. The book states that weather must be
available. If you received the clearance before the tower closed that
would be OK.


The book states only that "The reported ground visibility is at least 1
statute mile." The gray area is whether the last hourly observation is
still valid 15 minutes after the weather observer departs. It isn't
yet time for another hourly observation, but he isn't there to issue a
special observation if weather conditions change significantly.



Flight viz is irrelavant. The determining factor is reported ground viz.


The book (FAAO 7110.65) also states, "When executing a contact
approach, the pilot is responsible for maintaining the required flight
visibility, cloud clearance, and terrain/obstruction clearance." It
doesn't provide a hint where the requirement for flight visibility can
be found, however. The AIM states in paragraph 5-4-24 that pilots must
have at least one mile flight visibility, but it also states the
following in Flight Information Publication Policy:

"This publication, while not regulatory, provides information which
reflects examples of operating techniques and procedures which may be
requirements in other federal publications or regulations. It is made
available solely to assist pilots in executing their responsibilities
required by other publications."