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#1
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Instrument Approaches and procedure turns....
I'm reviewing the approach plates for my Instrument lesson this coming
Thursday (which I just realized is September 11, of all things..). I've found it useful to 'practice' approaches using OnTop flight sim before my lessons, seems to give me more 'bang for the buck'. Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious), I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Thanks in advance! -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com |
#2
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Gotta go along with Dave. Don't fall into the trap of flying outbound a
certain number of minutes...the changing wind makes that a poor choice. Go out until you are beneath the glideslope and, as Dave says, far enough so that you have time to get squared away (and get a handle on the wind at PT altitude...which is a clue, but not the answer, to the wind going downhill). Bob Gardner "Cecil E. Chapman" wrote in message . .. I'm reviewing the approach plates for my Instrument lesson this coming Thursday (which I just realized is September 11, of all things..). I've found it useful to 'practice' approaches using OnTop flight sim before my lessons, seems to give me more 'bang for the buck'. Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious), I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Thanks in advance! -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com |
#3
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Bob, sorry to ask another different question, but I saw your communication
software in my local airport shop and wanted to know if it covers IFR communication practice as well as the VFR (which I already have)? If so, it is quite a bargain, 'cause another software company charges separate price for each version. -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com "Bob Gardner" wrote in message ... Gotta go along with Dave. Don't fall into the trap of flying outbound a certain number of minutes...the changing wind makes that a poor choice. Go out until you are beneath the glideslope and, as Dave says, far enough so that you have time to get squared away (and get a handle on the wind at PT altitude...which is a clue, but not the answer, to the wind going downhill). Bob Gardner "Cecil E. Chapman" wrote in message . .. I'm reviewing the approach plates for my Instrument lesson this coming Thursday (which I just realized is September 11, of all things..). I've found it useful to 'practice' approaches using OnTop flight sim before my lessons, seems to give me more 'bang for the buck'. Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious), I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Thanks in advance! -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com |
#4
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Yes, it does.
Bob "Cecil E. Chapman" wrote in message m... Bob, sorry to ask another different question, but I saw your communication software in my local airport shop and wanted to know if it covers IFR communication practice as well as the VFR (which I already have)? If so, it is quite a bargain, 'cause another software company charges separate price for each version. -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com "Bob Gardner" wrote in message ... Gotta go along with Dave. Don't fall into the trap of flying outbound a certain number of minutes...the changing wind makes that a poor choice. Go out until you are beneath the glideslope and, as Dave says, far enough so that you have time to get squared away (and get a handle on the wind at PT altitude...which is a clue, but not the answer, to the wind going downhill). Bob Gardner "Cecil E. Chapman" wrote in message . .. I'm reviewing the approach plates for my Instrument lesson this coming Thursday (which I just realized is September 11, of all things..). I've found it useful to 'practice' approaches using OnTop flight sim before my lessons, seems to give me more 'bang for the buck'. Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious), I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Thanks in advance! -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com |
#5
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Bob Gardner wrote: Gotta go along with Dave. Don't fall into the trap of flying outbound a certain number of minutes...the changing wind makes that a poor choice. Go out until you are beneath the glideslope and, as Dave says, far enough so that you have time to get squared away (and get a handle on the wind at PT altitude...which is a clue, but not the answer, to the wind going downhill). By now every serious instrument pilot should have GPS on-board. If not an IFR unit, then at least a good hand-held. With that a consistant *distance* from the PT fix outbound at which to begin the turn brings it all into the 21st Century. And, of course, RNAV(GPS) procedures themselves never have a procedure turn. If a course-reversal initial approach segment is required in the design, it will always be a holding pattern reversal. With the proper use of modern avionics timing of any phase of an instrument procedure should be a thing of the past. |
#6
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"Cecil E. Chapman" wrote
Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious) It should be but you're a student so it's OK I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Well, assuming you arrived at the IAF (NALLS intersection) along one of the charted feeder routes (from SANTY intersection or SNS VOR) you turn outbound (South) on the localizer, fly a minute or so (longer if you have a headwind), and then do the procedure turn. The only requirement is that you complete the course reversal (in whatever way seems best to you and keeps you inside the protected area) and get established inbound before crossing NALLS. Now for the real question - why in the world is DME required for this approach? Michael |
#7
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Michael wrote:
"Cecil E. Chapman" wrote Anyway (I'm sorry, in advance, if I'm am asking something that should be obvious) It should be but you're a student so it's OK I'm looking at the LOC Rwy 2 approach to Watsonville Municipal (California). There is a procedure turn that sits just before the 'entrance' into the localizer. How does one identify where it actually is (the beginning of the procedure turn, that is)? Does one simply fly up the localizer and when the localizer signal is lost THAT is where the location of the procedure turn sits? Well, assuming you arrived at the IAF (NALLS intersection) along one of the charted feeder routes (from SANTY intersection or SNS VOR) you turn outbound (South) on the localizer, fly a minute or so (longer if you have a headwind), and then do the procedure turn. The only requirement is that you complete the course reversal (in whatever way seems best to you and keeps you inside the protected area) and get established inbound before crossing NALLS. Now for the real question - why in the world is DME required for this approach? Michael The July IFR magazine has an article featuring that approach. The IFR staff couldn't figure out why DME was required so they called the FAA. They didn't know either, and said they will fix the chart. Tom Pappano, PP-ASEL-IA |
#8
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The July IFR magazine has an article featuring that approach. The
IFR staff couldn't figure out why DME was required so they called the FAA. They didn't know either, and said they will fix the chart. Tom Pappano, PP-ASEL-IA Nor could I,,,, thanks for the clarification!!!! -- -- Good Flights! Cecil E. Chapman, Jr. PP-ASEL "We who fly do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis- My personal adventures as a student pilot and after my PPL: www.bayareapilot.com |
#9
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#10
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"Javier Henderson" wrote in message ... (Michael) writes: Now for the real question - why in the world is DME required for this approach? To positively identify NALLS. You get false LOC lobes coming from the south. Then isn't NALLS is charted wrong. |
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