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#11
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#12
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wrote in message ups.com... wrote: Roy Smith wrote: I was looking at some old IFR Refreshers tonight, and found the IFR Quiz from September 2002. See http://204.108.4.16/d-tpp/0503/00282I2C.PDF. [snip] The sloppy tanget to the BNA DME would exist only if you were flying along the LVT 270 radial. But, you're not. In the context of that approach chart you flew the missed approach northbound on the BNA 016 radial until either BNA 24.7 DME or until crossing the LVT 270 radial northbound tracking BNA 016 radial. Then, you enter the hold flying on-course southbound on the BNA 016 back to TANDS. Hi. simulator pilot that enjoys flying IFR procedures here. How is this hold entered? As I understand, BNA R-016 past BNA 24.7 DME (or LVT 270 radial), then a 180 degree turn southbound until reaching TANDS again, and then left standard turn to 016? Any restrictions for the southbound turn after passing TANDS the first time? No, a teardrop entry. BNA R016 past BNA 24.7 DME, then right turn 30 degrees to 046. Fly one minute, turn left , twist OBS to 196, and continue your turn to intercept 196 inbound. Not sure how Stan came up with a parallel entry for this (maybe from your description he thought you were coming from the east or something). Cheers, John Clonts Temple, Texas N7NZ |
#13
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I'm pretty new at this, just took my checkride on Saturday, but it looks to
me like you are right on the line between parallel and teardrop. Here's my question. When either parallel or teardrop could be used, is there a preference for one over the other? You could argue that teardrop is preferred because it is more likely to keep you on the protected side, so when it is a toss up. that's the way you should go, but I'm wondering if there are any other considerations. Brad "John Clonts" wrote in message ... wrote in message ups.com... wrote: Roy Smith wrote: I was looking at some old IFR Refreshers tonight, and found the IFR Quiz from September 2002. See http://204.108.4.16/d-tpp/0503/00282I2C.PDF. [snip] The sloppy tanget to the BNA DME would exist only if you were flying along the LVT 270 radial. But, you're not. In the context of that approach chart you flew the missed approach northbound on the BNA 016 radial until either BNA 24.7 DME or until crossing the LVT 270 radial northbound tracking BNA 016 radial. Then, you enter the hold flying on-course southbound on the BNA 016 back to TANDS. Hi. simulator pilot that enjoys flying IFR procedures here. How is this hold entered? As I understand, BNA R-016 past BNA 24.7 DME (or LVT 270 radial), then a 180 degree turn southbound until reaching TANDS again, and then left standard turn to 016? Any restrictions for the southbound turn after passing TANDS the first time? No, a teardrop entry. BNA R016 past BNA 24.7 DME, then right turn 30 degrees to 046. Fly one minute, turn left , twist OBS to 196, and continue your turn to intercept 196 inbound. Not sure how Stan came up with a parallel entry for this (maybe from your description he thought you were coming from the east or something). Cheers, John Clonts Temple, Texas N7NZ |
#14
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"Brad Salai" wrote in
: I'm pretty new at this, just took my checkride on Saturday, but it looks to me like you are right on the line between parallel and teardrop. Here's my question. When either parallel or teardrop could be used, is there a preference for one over the other? You could argue that teardrop is preferred because it is more likely to keep you on the protected side, so when it is a toss up. that's the way you should go, but I'm wondering if there are any other considerations. If you're doing it for yourself, in the real world, either will work, as long as you stay on the protected side. For checkride purposes, some examiners can be very picky, and want to see exactly the recommended entry, which means the least turn outbound, usually. It also depends on the level of the checkride as to how picky the examiner may be. An ATP ride is different from a PPL ride. -- Regards, Stan "They that can give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety." B. Franklin |
#15
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Stan Gosnell wrote:
If you're doing it for yourself, in the real world, either will work, as long as you stay on the protected side. For checkride purposes, some examiners can be very picky, and want to see exactly the recommended entry, which means the least turn outbound, usually. In theory, the examiner is supposed to stick to the PTS. However, we all know that getting into a ****ing contest with an examiner is a no-win situation. It also depends on the level of the checkride as to how picky the examiner may be. An ATP ride is different from a PPL ride. I suspect there is actually some logic to this. Most private pilots are going to be flying things that hold at 90 or maybe 120 kts (sure, some of us are flying 170 kt Bonanzas or Mooneys, but hopefully they're not holding at cruise speed). The turn radii at those speeds is small enough that any old entry will keep you within the protected area. An ATP is more likely to be flying something that's going to hold at 200 kts and may be making less than standard rate turns. Under those conditions, making the best entry becomes more of an issue. |
#16
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On 29 Mar 2005 19:07:25 GMT, Stan Gosnell wrote:
If you're doing it for yourself, in the real world, either will work, as long as you stay on the protected side. For checkride purposes, some examiners can be very picky, and want to see exactly the recommended entry, which means the least turn outbound, usually the practical test standards only require that the applicant remain in holding airspace, "picky" examiners notwithstanding. No "recommended entry" required. |
#17
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#18
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