VOR Approach - Can you alter it?

"Roger" wrote in message
...

Here (3BS) they picked a radial off KMBS that crosses the center of
the airport making all runways a circle-to-land. OTOH we don't have
any runways that come close to lining up with KMBS.


KMBS has no radials.

Roger wrote:

Some have mentioned obstacle clearance, but I'd guess it is that way
to take you across the extended centerline of the runway
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

The preferred alignment is for the VOR radial to cross the extending
runway centerline 3,000 feet prior to the landing threshold.


Here (3BS) they picked a radial off KMBS that crosses the center of
the airport making all runways a circle-to-land. OTOH we don't have
any runways that come close to lining up with KMBS.

Without looking it over in detail it appears the geometry between MBS
and the runways at 3BS won't permit alignment within 30 degrees of any
runway centerline at 3,000 feet prior to the thresholds, or even the
alignment options permitted by VOR approach criteria..

On Sat, 24 Feb 2007 04:30:07 GMT, "Steven P. McNicoll"
wrote:


"Roger" wrote in message
.. .

Here (3BS) they picked a radial off KMBS that crosses the center of
the airport making all runways a circle-to-land. OTOH we don't have
any runways that come close to lining up with KMBS.


KMBS has no radials.

Picky, picky, picky...:-)) OK, MBS VOR Radials.



Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

On Sat, 24 Feb 2007 05:31:21 -0800, Sam Spade
wrote:

Roger wrote:

Some have mentioned obstacle clearance, but I'd guess it is that way
to take you across the extended centerline of the runway
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

The preferred alignment is for the VOR radial to cross the extending
runway centerline 3,000 feet prior to the landing threshold.


Here (3BS) they picked a radial off KMBS that crosses the center of
the airport making all runways a circle-to-land. OTOH we don't have
any runways that come close to lining up with KMBS.

Without looking it over in detail it appears the geometry between MBS
and the runways at 3BS won't permit alignment within 30 degrees of any
runway centerline at 3,000 feet prior to the thresholds, or even the
alignment options permitted by VOR approach criteria..

Which gives you a circle to land on every one.
Makes it interesting when it's right down to minimums.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Roger wrote:



Which gives you a circle to land on every one.
Makes it interesting when it's right down to minimums.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

The sooner approaches like that one disapper the better off we all are.

On Mon, 26 Feb 2007 04:54:44 -0800, Sam Spade
wrote:

Roger wrote:



Which gives you a circle to land on every one.
Makes it interesting when it's right down to minimums.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

The sooner approaches like that one disapper the better off we all are.

I always considered it fun. Drop the gear, set the flaps, bring in a
*lot* of power, and hope you don't have any easily excitable
passengers. Holding altitude at 500 feet AGL at 120 MPH while staying
within a mile is something I really enjoy. It does take practice
though. I had an instructor who said he liked to fly with me as I
was the only instrument student he ever had who flew a good solid
circle to land. Most would slow way down and pussyfoot around the
pattern. Then one day I saw a 421 come in with the circle to land on
24. That was impressive. He was faster and stayed in closer than I
do.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Roger wrote:
On Mon, 26 Feb 2007 04:54:44 -0800, Sam Spade
wrote:


Roger wrote:



Which gives you a circle to land on every one.
Makes it interesting when it's right down to minimums.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

The sooner approaches like that one disapper the better off we all are.


I always considered it fun. Drop the gear, set the flaps, bring in a
*lot* of power, and hope you don't have any easily excitable
passengers. Holding altitude at 500 feet AGL at 120 MPH while staying
within a mile is something I really enjoy. It does take practice
though. I had an instructor who said he liked to fly with me as I
was the only instrument student he ever had who flew a good solid
circle to land. Most would slow way down and pussyfoot around the
pattern. Then one day I saw a 421 come in with the circle to land on
24. That was impressive. He was faster and stayed in closer than I
do.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Fun aside, accident stats prove that circling is a high risk operation
in weather.

I always considered it fun. Drop the gear, set the flaps, bring in a
*lot* of power, and hope you don't have any easily excitable
passengers.

Maybe I'm misunderstanding you, but don't you extend the gear before you start
to circle? The way I fly (and teach) non-precision approaches is to configure
the airplane no later than a mile or two before the final approach fix. So
when you hit the FAF you're at the proper power setting to maintain level
flight for the configuration and speed that you want on final (typically 90
knots). At the FAF, reducing power by 7" (or 500 rpm with a fixed pitch prop)
and pitching down slightly should establish a 700 fpm descent at the trimmed
airspeed. At 100 feet above MDA, increase power back to what it was at the
FAF, pitch up slightly, and you should level off about 50 feet above MDA.
Then you can nibble away to descend the last 50 feet and look for the airport.