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#15
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wrote:
Charting convention places the burden for clarity of the course reversal in the profile view. Frank, I'm not saying you're wrong (in fact, what you say makes a lot of sense), but is there some reference you could give to that? It's not anything I've ever seen in any of the standard reference materials. On that note, I remember once flying the MGJ ILS-3 for practice (http://www.myairplane.com/databases/...fs/05264I3.pdf). Shame on me, I hadn't really briefed the approach, and just winged it. I flew the procedure turn a minute outside of the LOM and ended up AFU. It's kind of tricky. The first trick is that the PT doesn't start at the LOM, but at DIYAD. The second trick is that there's a stepdown at NISSN inbound from the PT, so you really need to be outside of NISSN before you start the PT, not just outside of DIYAD. The third trick is that DIYAD and NISSN are both defined by DME, but from different sources (neither of which is the ILS). There's a note on the profile view saying "Remain within 10 NM", but I'm not 100% sure from *where*. I'm reasonably sure it means 10 NM from DIYAD, but given NISSN, I'm not quite certain about that. Lastly, it beats the hell out of me why anybody would care that DIYAD is 13.5 DME from HUO. Given the crossing angles, I could see that being on the localizer and 20.8 DME from SAX is a good way to identify NISSN, but being on the localizer and being 13.5 DME from HUO is pretty worthless as a way to identify DIYAD. GPS is wonderful :-) This is a great approach for training purposes. It's a confusing mess for flying for real. But it does serve to show a student why briefing an approach before you actually get to the IAF is a good idea :-) |
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