If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#1
|
|||
|
|||
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
|
|||
|
|||
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
|
|||
|
|||
"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 |
#4
|
|||
|
|||
On Tue, 09 Sep 2003 17:26:01 GMT, "Cecil E. Chapman"
wrote: 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? I don't have that one available, but "in general" you fly past the IAF for about 1 minute, make you 45, fly one minute, and turn back in to intercept the inbound course. The main requirements are to make the turn on the proper side in the proper direction (indicated by the barb) and usually stay within 10 miles of some specified location. It will say where on the approach chart and the distance will be given. Roger Halstead (K8RI EN73 & ARRL Life Member) www.rogerhalstead.com N833R World's oldest Debonair? (S# CD-2) Thanks in advance! -- |
#5
|
|||
|
|||
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 |
#6
|
|||
|
|||
"Cecil E. Chapman" wrote in message ... If you look at the approach plate for KWVI/WVI LOC Rwy 2, there is no requirement for DME. All that's there is a localizer (without glide slope - Actually, there is Cecil, according to the "DME or RADAR required" note in the top right of the chart.. The reason they want you on radar or to have DME is to keep you inside the 10NM ring for the missed approach. Just outside the ring is something just over 4000 feet due north of the airport. making the approach non-precision) and a NDB which isn't even part of this approach procedure (there is a separate NDB approach for the same runway, though). Thanks for the clarification on the feeder route. By the way isn't this approach an example where the initial approach fix and the FAF are one and the same? -- -- 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 "Michael" wrote in message om... "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
|
|||
|
|||
"Brad Z" wrote in message news:baw7b.297942$cF.92189@rwcrnsc53... Actually, there is Cecil, according to the "DME or RADAR required" note in the top right of the chart.. The reason they want you on radar or to have DME is to keep you inside the 10NM ring for the missed approach. Just outside the ring is something just over 4000 feet due north of the airport. But the missed approach procedure takes you outside the 10 mile ring. |
#8
|
|||
|
|||
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 |
#9
|
|||
|
|||
YIKES! I didn't see that... This leads to another question. I thought
that if an item of equipment was required that it appeared as part of the approach plate description, such as; LOC DME 29 ???? -- -- 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 "Brad Z" wrote in message news:baw7b.297942$cF.92189@rwcrnsc53... "Cecil E. Chapman" wrote in message ... If you look at the approach plate for KWVI/WVI LOC Rwy 2, there is no requirement for DME. All that's there is a localizer (without glide slope - Actually, there is Cecil, according to the "DME or RADAR required" note in the top right of the chart.. The reason they want you on radar or to have DME is to keep you inside the 10NM ring for the missed approach. Just outside the ring is something just over 4000 feet due north of the airport. making the approach non-precision) and a NDB which isn't even part of this approach procedure (there is a separate NDB approach for the same runway, though). Thanks for the clarification on the feeder route. By the way isn't this approach an example where the initial approach fix and the FAF are one and the same? -- -- 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 "Michael" wrote in message om... "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 |
#10
|
|||
|
|||
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 |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Which of these approaches is loggable? | Paul Tomblin | Instrument Flight Rules | 26 | August 16th 03 05:22 PM |