more bitching about the IFR written - CDI left/right versus north/south/etc

C J Campbell wrote:
"G. Sylvester" wrote in message
...

A month or two ago there was a thread about CDI indicating north/south
vs. left/right in particular on front course and back course LOC.
I'm studying for the IFR written and not in a single place
does the FAA use north/south.


What in heck are you referring to? The CDI refers only to right or left of
the course indicated by the OBS and the TO/FROM window. You have to know how
to use the CDI when it appears to be reverse sensing.

The OBS has no meaning to a CDI when using a localizer.
It's left or right of the localizer beam where "left and right" is defined
as looking inward on the front course. It's only when the pilot's left and
right is reversed (as they are looking inward on the back course) that things
are "reversed."

On Thu, 6 Jan 2005 16:51:08 +0000 (UTC),
(Paul Tomblin) wrote:

Do the "no **** hold entry". Fly to the fix, then turn to the outbound
heading. After a minute, turn 225 degrees towards the protected side.
Intercept the inbound course and you're in the hold. If you sketch it
out, you'll see that if you're coming from the direction where you're
supposed to do a parallel entry, this essentially is a parallel entry.
Otherwise it's sort-of like doing a direct entry, but guarantees that you
won't overshoot your turn and blunder into the non-protected side.


The only addition I would make to this is that when you turn to the
ooutbound heading, turn to intercept and join the holding course
outbound.

This way, you are alwys beginning your turn back inbound to rejoin
the holding course form a known position, and is less prone to error.

If you simply turn and fly parallel to the course, you risk being
blown out where it's harder to re-intercept the course before the
holding fix when you head back in.

But basically, this is what I have been teaching ever since the p-t-d
requirement was removed from the PTS. It works, it's simple, it's
safe, it's consistent, which you sure can't say for the old p-t-d
stuff.

On Thu, 06 Jan 2005 11:52:39 -0500, Ron Natalie
wrote:

The OBS has no meaning to a CDI when using a localizer.
It's left or right of the localizer beam where "left and right" is defined
as looking inward on the front course. It's only when the pilot's left and
right is reversed (as they are looking inward on the back course) that things
are "reversed."


This is not true. The OBS ring has no effect on the needle, but it
certainly has meaning.

If the OBS ring is set to the inbound (only) localizer course, it can
be interpreted exactly as the equivalent VOR course.

wrote:

If you simply turn and fly parallel to the course, you risk being
blown out where it's harder to re-intercept the course before the
holding fix when you head back in.

This is the same thing that happnes on a parallel entry.

wrote:
On Thu, 06 Jan 2005 11:52:39 -0500, Ron Natalie
wrote:


The OBS has no meaning to a CDI when using a localizer.
It's left or right of the localizer beam where "left and right" is defined
as looking inward on the front course. It's only when the pilot's left and
right is reversed (as they are looking inward on the back course) that things
are "reversed."



This is not true. The OBS ring has no effect on the needle, but it
certainly has meaning.

If the OBS ring is set to the inbound (only) localizer course, it can
be interpreted exactly as the equivalent VOR course.

You can make the same interpretations no matter what the OBS is set to.
It is necessary and sufficient to know what the inbound course is.

The only time the selector is useful is on a HSI.

GPS indicators can reverse sense also.

"Hilton" wrote in message newsQdDd.1923$
Or are you saying you can go fly holds and enter any which
way you want?
Hilton


Any way you want. You choose. Just stay on the protected side and inside
the protected airspace.

wrote in message
...
On Thu, 6 Jan 2005 08:02:29 -0800, "C J Campbell"
wrote:

What in heck are you referring to? The CDI refers only to right or left
of
the course indicated by the OBS and the TO/FROM window. You have to know
how
to use the CDI when it appears to be reverse sensing.


Here we go again.

There ain't no such thing as "reverse sensing".

I said "appears," or is your hot button really that sensitive?

wrote:

On Thu, 06 Jan 2005 12:25:01 -0500, Ron Natalie
wrote:

wrote:

If you simply turn and fly parallel to the course, you risk being
blown out where it's harder to re-intercept the course before the
holding fix when you head back in.

This is the same thing that happnes on a parallel entry.


True.

Your point is...?

That it's a lot of extra work if you're in a situation where a direct entry
works better. You seem to think that making the choice of entry method is
a lot of work. Once you're comfortable with these, though, it isn't. At
the start of my training, I had to draw things out. Now, I can just "see"
them.

And I've only been doing this for a few years.

But, having seen the "proper" entry, that entry will give you the least
amount of work. And *that* is the point: keeping the workload down to
permit one to concentrate on other things.

- Andrew

"Dave Butler" wrote in message
news:1105029137.996075@sj-nntpcache-5...
C J Campbell wrote:

Be glad the FAA has not finished writing questions about modern
technology.
Eventually you are going to have to know things like when the GPS
switches
from "ARMED" to "APPROACH" modes and what the channel number is for on
WAAS
approaches.

What's the channel number for on WAAS approaches? Thanks.

From AIM 1-1-20 (d) "Flying Procedures With WAAS"

6. A new method has been added for selecting the final approach segment of
an instrument approach. Along with the current method used by most receivers
using menus where the pilot selects the airport, the runway, the specific
approach procedure and finally the IAF, there is also a channel number
selection method. The pilot enters a unique 5-digit number provided on the
approach chart, and the receiver recalls the matching final approach segment
from the aircraft database. A list of information including the available
IAFs is displayed and the pilot selects the appropriate IAF. The pilot
should confirm that the correct final approach segment was loaded by cross
checking the Approach ID, which is also provided on the approach chart.