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#11
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Sorry, but I missed the original posting. I believe that at GPT there is no
V522, only V552. Maybe they charted something wrong and the NOTAM was to change the error, V522, to the correct airway, V552. DC 5/0505 GPT FI/T GULFPORT-BILOXI INTL, GULFPORT, MS. ILS OR LOC RWY 14, AMDT 14... CHANGE PLANVIEW NOTE: PROCEDURE NA FOR ARRIVALS AT CAESA VIA V552 WESTBOUND VICE V522 WESTBOUND. IF and only IF I was wanting to do a full procedure approach coming from any other direction then westbound, would a procedure turn be authorized based on the above FDC? If not, what is this FDC about? |
#12
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#13
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CKonikoff wrote: Sorry, but I missed the original posting. I believe that at GPT there is no V522, only V552. Maybe they charted something wrong and the NOTAM was to change the error, V522, to the correct airway, V552. DC 5/0505 GPT FI/T GULFPORT-BILOXI INTL, GULFPORT, MS. ILS OR LOC RWY 14, AMDT 14... CHANGE PLANVIEW NOTE: PROCEDURE NA FOR ARRIVALS AT CAESA VIA V552 WESTBOUND VICE V522 WESTBOUND. IF and only IF I was wanting to do a full procedure approach coming from any other direction then westbound, would a procedure turn be authorized based on the above FDC? If not, what is this FDC about? They made a mistake on the airway number. What the NOTAM clarifies is that you cannot do the procedure at all arriving on V552 from the east, because it exceeds the 120-degree course change limitation of TERPs Paragraph 220. CAESA is on V552, so it is not possible to do the procedure turn arriving on that route. Arriving on V-552 from the west results in less than a 120-degree course change at CAESA, and because "NoPT" is authorized after CAESA, it's straight-in from that direction on V-552. It's only been in the past three years or so that they have started adding these course change limitation notes to IAPs, although the requirement has always existed in TERPS (subparagraph "b" below): 220. FEEDER ROUTES. When the IAF is part of the enroute structure there may be no need to designate additional routes for aircraft to proceed to the IAF. In some cases, however, it is necessary to designate feeder routes from the enroute structure to the IAF. Only those feeder routes which provide an operational advantage shall be established and published. These should coincide with the local air traffic flow. The length of the feeder route shall not exceed the operational service volume of the facilities which provide navigational guidance unless additional frequency protection is provided. Enroute airway obstacle clearance criteria shall apply to feeder routes. The minimum altitude established on feeder routes shall not be less than the altitude established at the IAF. a. Construction of a feeder route connecting to a course reversal segment. The area considered for obstacle evaluation is oriented along the feeder route at a width appropriate to the type of route (VOR or NDB). The area terminates at the course reversal fix, and is defined by a line perpendicular to the feeder course through the course reversal fix. b. The angle of intersection between the feeder route course and the next straight segment (feeder/initial) course shall not exceed 120°. c. Descent Gradient. The OPTIMUM descent gradient in the feeder route is 250 feet per mile. Where a higher descent gradient is necessary, the MAXIMUM permissible gradient is 500 feet per mile. The OPTIMUM descent gradient for high altitude penetrations is 800 feet per mile. Where a higher descent gradient is necessary, the MAXIMUM permissible is 1,000 feet per mile. |
#14
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Jepp chart is posted at alt.binaries.pictures. aviation |
#15
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I think a lot of folks may not know what "VICE" really means!
CKonikoff wrote: Sorry, but I missed the original posting. I believe that at GPT there is no V522, only V552. Maybe they charted something wrong and the NOTAM was to change the error, V522, to the correct airway, V552. DC 5/0505 GPT FI/T GULFPORT-BILOXI INTL, GULFPORT, MS. ILS OR LOC RWY 14, AMDT 14... CHANGE PLANVIEW NOTE: PROCEDURE NA FOR ARRIVALS AT CAESA VIA V552 WESTBOUND VICE V522 WESTBOUND. IF and only IF I was wanting to do a full procedure approach coming from any other direction then westbound, would a procedure turn be authorized based on the above FDC? If not, what is this FDC about? |
#16
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Bill J wrote: I think a lot of folks may not know what "VICE" really means! True. The FAA is supposed to promote good human factors. "Instead of" would be much clearer, but it's 9 characters instead of 5, and their NOTAM system is old and clunky. |
#17
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If anyone wants to see the Jepp chart it is at: http://www.members.cox.net/aterpster I tried uploading to the aviation binary group but apparently my ISP is now blocking binary uploads to Usenet groups...which I understand is becoming more common. |
#19
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That's a nice variation on the Mile High Club. ;-)
Roy Smith wrote: In article , wrote: If anyone wants to see the Jepp chart it is at: http://www.members.cox.net/aterpster I tried uploading to the aviation binary group but apparently my ISP is now blocking binary uploads to Usenet groups...which I understand is becoming more common. They probably thought it was porn... Breathlessly, I accepted my controller's vector. I was completely under her control, adjusting heading and even altitude to meet her every whim. Although I could not see, I could sense her guiding me closer and closer. Approaching the outer marker, however, I started to slow down on my own. I had never flown this approach before and wanted to savor those precious moments between when the approach lights first showed themselves and when my main gear finally touched the landing zone. Then, it happened. My controller told me she didn't want to talk to me any more and started giving me instructions on how to contact my next controller. I had done this before, but there was still the mystery and excitement of anticipating the unknown. I didn't know what to expect, but followed her instructions anyway. What else could I do? My gear was extended and there was no turning back now... |
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