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

On Mar 12, 6:43*pm, Robert Moore wrote:

That's because your instructor was "teaching the checkride"and on most
check rides, you always go-missed and are never allowed to land. In real
life your goal is to land---Right?

And probably is where the problem of confusion ON ME. Since I am
based at an uncontrolled airport KMBO, Every practice approach was
done with missed so it was ingrained never go below MDA until the
MAP.

On my checkride, with the equipment I had at the time, I was only good
for ILS, LOC and DME type approaches (I didn't have ADF or GPS)

When I was taught LOC approaches at KHKS, I was told to go to MDA and
drive it in at 760 until I saw the airport which he had me pop the
hood at the MAP which happens to be at the middle marker.

Either you or your instructor have (had) a serious teaching or
understanding problem. Not knowing either of you, I can't really say
where the problem is, but the two of you really need to get together
and work-out this misunderstanding.

Unfortunately even if I wanted to, he has gone on to the airlines..

Like I told Sam and Mark, while it's good to know I can indeed descend
below MDA before MAP, I am not going to. Especially at my airport
where it's a circle to land and I just don't feel safe having to make
turns 300 feet AGL to land.

On Mar 12, 7:03*pm, " wrote:
On Mar 12, 6:43*pm, Robert Moore wrote:

That's because your instructor was "teaching the checkride"and on most
check rides, you always go-missed and are never allowed to land. In real
life your goal is to land---Right?

And probably is where the problem of confusion ON ME. *Since I am
based at an uncontrolled airport KMBO, Every practice approach was
done with missed so it was ingrained never go below MDA until the
MAP.

On my checkride, with the equipment I had at the time, I was only good
for ILS, LOC and DME type approaches (I didn't have ADF or GPS)

When I was taught LOC approaches at KHKS, I was told to go to MDA and
drive it in at 760 until I saw the airport which he had me pop the
hood at the MAP which happens to be at the middle marker.

Either you or your instructor have (had) a serious teaching or
understanding problem. Not knowing either of you, I can't really say
where the problem is, but the two of you really need to get together
and work-out this misunderstanding.

Unfortunately even if I wanted to, he has gone on to the airlines..

Like I told Sam and Mark, while it's good to know I can indeed descend
below MDA before MAP, I am not going to. *Especially at my airport
where it's a circle to land and I just don't feel safe having to make
turns 300 feet AGL to land.

Should add for clarity before Mark and Sam get on their high horse, so
we didn't bog down KJAN traffic, we used my VFR GPS in lieu of an ADF
to work around the ADF required to identify BRENZ so I could get ILS
and LOC experience.

On my checkride, I did my approaches at KJAN (ILS, BC before
decommissioning and LOC) since I didn't have ADF to legally conduct
approaches at KHKS.

A Lieberman wrote:

On Mar 12, 7:03 pm, " wrote:

On Mar 12, 6:43 pm, Robert Moore wrote:


That's because your instructor was "teaching the checkride"and on most
check rides, you always go-missed and are never allowed to land. In real
life your goal is to land---Right?

And probably is where the problem of confusion ON ME. Since I am
based at an uncontrolled airport KMBO, Every practice approach was
done with missed so it was ingrained never go below MDA until the
MAP.

On my checkride, with the equipment I had at the time, I was only good
for ILS, LOC and DME type approaches (I didn't have ADF or GPS)

When I was taught LOC approaches at KHKS, I was told to go to MDA and
drive it in at 760 until I saw the airport which he had me pop the
hood at the MAP which happens to be at the middle marker.


Either you or your instructor have (had) a serious teaching or
understanding problem. Not knowing either of you, I can't really say
where the problem is, but the two of you really need to get together
and work-out this misunderstanding.

Unfortunately even if I wanted to, he has gone on to the airlines..

Like I told Sam and Mark, while it's good to know I can indeed descend
below MDA before MAP, I am not going to. Especially at my airport
where it's a circle to land and I just don't feel safe having to make
turns 300 feet AGL to land.


Should add for clarity before Mark and Sam get on their high horse, so
we didn't bog down KJAN traffic, we used my VFR GPS in lieu of an ADF
to work around the ADF required to identify BRENZ so I could get ILS
and LOC experience.

On my checkride, I did my approaches at KJAN (ILS, BC before
decommissioning and LOC) since I didn't have ADF to legally conduct
approaches at KHKS.

High horse? Help me out on that one.

On Mar 12, 8:06*pm, Sam Spade wrote:

Should add for clarity before Mark and Sam get on their high horse, so
we didn't bog down KJAN traffic, we used my VFR GPS in lieu of an ADF
to work around the ADF required to identify BRENZ so I could get ILS
and LOC experience.

On my checkride, I did my approaches at KJAN (ILS, BC before
decommissioning and LOC) since I didn't *have ADF to legally conduct
approaches at KHKS.

High horse? *Help me out on that one.

If you would have read the above Sam BEFORE my clarification, AND look
at the HKS approach plate it would be very clear I wasn't legal for
the approach which I am sure you would have deftly pointed out had I
not added the clarification since you are just too smart for this
common pilot that post boring videos.

It's your attitude I don't like but it's not like you even care or
need to care.

wrote:
On Mar 12, 8:06 pm, Sam Spade wrote:


Should add for clarity before Mark and Sam get on their high horse, so
we didn't bog down KJAN traffic, we used my VFR GPS in lieu of an ADF
to work around the ADF required to identify BRENZ so I could get ILS
and LOC experience.

On my checkride, I did my approaches at KJAN (ILS, BC before
decommissioning and LOC) since I didn't have ADF to legally conduct
approaches at KHKS.

High horse? Help me out on that one.


If you would have read the above Sam BEFORE my clarification, AND look
at the HKS approach plate it would be very clear I wasn't legal for
the approach which I am sure you would have deftly pointed out had I
not added the clarification since you are just too smart for this
common pilot that post boring videos.

It's your attitude I don't like but it's not like you even care or
need to care.

I care as much about your view of my attitude as your concern for
control tower operations.

On Mar 13, 7:13*am, Sam Spade wrote:
wrote:

I care as much about your view of my attitude as your concern for
control tower operations.

Doesn't surprise me, you know it all, I just fly in the system and
regularity stay current so just like Mx, you speak without foundation
about "my concerns"......

Show me where I have made any safety errors with regards to control
tower operations. YOU CAN'T.

ATC's job is separation, my job is flying the plane. If you consider
my safety parameters of holding MDA altitude to missed bad for control
tower operations, they you have the problem not me, NOT ATC either..
Why I say this about ATC? ATC does not have a problem with what I do
holding MDA altitude to the MAP at several D class airports of the
likes of KNEW, KTUP, KHKS, KOWB, and the list goes on. I haven't
received instructions to call the tower after landing because of my
technique so there must be merit on what I say.

BUT THIS IS OK as I take your opinion for what it's worth. You
APPARENTLY sit behind a keyboard like Mx, make judgment. I am in a
plane.

At the end of the flight, I am the one that has to land, not you so I
am comfortable with my process. Again, while nice to know I can
descend below MDA before MAP thanks to Mark and Bob getting me up to
speed, my safety parameters will continue to err on the side of the
thought process altitude is my friend. My way still REASONABLY (not
guarantee) assures me gliding distance to the runway should the fan
quit.

You are sadly mistaken if you think that I don't work with or not
concerned about ATC operations. Don't believe me, watch my boring
videos as you call it. I have more then plenty to show that I
willingly accommodate to ATC requests outside of my normal operating
parameters but within my safety parameters.

Perfect I am not Sam, don't profess to be and never will be as long as
I am on the top side of where the green grass grows. I even got a
video where I made a mistake, thought I was cleared for an approach
and posted it so others can learn. But apparently you are too good to
watch my videos.