Compass turns revisited

True, but the point is now that DH is now measuring height, not
altitude.

DH once upon a time referred to what was actually a decision altitude.

and I may be missing something, but I don't see where the charts refer
to altitudes as heights.

You may be right about Part 91. If so, it probably is the sloppiness
that Roy Smith referred to.



On Fri, 8 Apr 2005 09:02:37 -0400, "Barry" wrote:

It's above TDZE, but DA used to be called DH. There was no "DA" on
approach charts until a few years back. The use of DH is not so much
sloppiness as long term memory in a lot of cases.

It's not as clear as it should be:

- The AIM says that DA replaces DH for RNAV procedures with vertical guidance.

- The FAA's Instrument Procedures Handbook says "DA is currently used on RNAV
approach charts with vertical descent guidance. DA will replace DH for
Category I precision IAPs. MDA and DA are referenced to MSL and measured with
a barometric altimeter. CAT II and III approach DHs are referenced to AGL and
measured with a radio altimeter."

- The Terminal Procedures legend (front of the NACO approach chart books) and
FAR Part 91 still use only DH as far as I can see.

If he discovers the anomoly, on the other hand, the applicant would
be expected to take remedial action as soon as it was discovered,
i.e., change the frequency back to the proper one...

But what you are missing, I thnk, is that there is no provision for
testing the applicant's ability to perform procedures with less than
all equipment on board, except for failing the "primary instruments".
i.e., AI and DG, or the equivalent on a glass panel, and simulating
loss of communication equipment. There is no task set up to fly
procedures with failed navigational equipment.

Perhaps I am missing that, but that's not quite my issue (which is more
of a puzzled question). In the case of "failing the engine", the
examiner typically pulls the power lever back and says "your engine
failed". The equivalent response seems to be to smack him one, put the
power lever back, and say "no it didn't". Does the PTS in fact say that
the examiner may play with the power lever?

In an exam, there's a certain amount of make-believe problem that is
accepted for the purpose of showing that one can deal successfully with
a real problem.

Jose
--
Get high on gasoline: fly an airplane.
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