KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required

Robert Moore wrote:

" wrote


Bear with me on this. Are you suggesting or saying it's ok to go
below MDA BEFORE the MAP????


MAP has NOTHING to do with MDA

I was taught NEVER to descend below DH for the ILS or MDA before the
MAP for non precision approaches such as VOR alpha or LOC.


DA IS the MAP for ILS, You may descend below the MDA ANYTIME that you
see the runway and can execute a safe landing. Most of the time, the
MAP for a VOR/LOC is over the end of the runway...how are you expected
to land from about 500' over the end of the runway?

My point to Sam was that timing alone with wind consideration is not
enough to descend below MDA which again I was taught never descend
below BEFORE the MAP.


You were taught incorrectly. Timing alone is sufficient to define the
MAP, but that has NOTHING to do with descending from the MDA.

Timing helps but since GS will vary based on wind conditions, timing
ALONE shouldn't be used to determine MAP.


Not what the FAA says. Did you read my entire post?

This is what I was taught for what it's worth.


Better get a better instructor. Of course when one thinks about the
Colgon Air crash, that might be kinda hard to do these days.

The FAA Instrument Flying Handbook is available from
http://faasafety.gov/

Bob Moore
CFIIing since 1970


Problem is, the CFI-Is of today are "children of the magenta line."
Many of them were not taught the fundamentals of approach procedures.

On 3/12/2010 11:44 AM, Sam Spade wrote:
Problem is, the CFI-Is of today are "children of the magenta line."
Many of them were not taught the fundamentals of approach procedures.

Perhaps I was just lucky. I've trained under three different CFIIs,
and they were all very good. In fact that only one I got that didn't
seem to know what he should was the owner of one of the training
facilities who gave me my first Instrument practical test.