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#31
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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#32
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 6:17*pm, Sam Spade wrote:
wrote: On Mar 12, 5:21 pm, Mark Hansen wrote: That's just simply not true. You say your willing to learn. Just read the regulations already. Thats your opinion Mark. As in "just" his opinion, right? It's his *considered* opinion based upon your *stated lack of understanding* of the fundamentals of the purpose of MDA, the MAP, and FAR 91.175 (c) (1) and (3) (i). I told you before, this is how I run my shop. I NEVER SAID IT WAS ILLEGAL. So far, I have not hit anything below me by NOT descending below MDA before the MAP. This is the way I was taught and if it works for me, you can do whatever FARS says. You do it your way, and I will do it my way. Zero zero takes offs are perfectly legal. Just because FARS says so doesn't mean it's safe!!!!!!!!!!! |
#33
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
" wrote
It's been describe to me as dive and drive. Dive down to MDA as soon as you can, and drive it in at MDA to MAP. Go below it before MAP and it's a bust for checkride. That's because your instructor was "teaching the checkride"and on most check rides, you always go-missed and are never allowed to land. In real life your goal is to land---Right? Either you or your instructor have (had) a serious teaching or understanding problem. Not knowing either of you, I can't really say where the problem is, but the two of you really need to get together and work-out this misunderstanding. However.... YOU really have not utilized the freely available instructional material available on the net. Bob Moore |
#34
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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#35
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 5:55*pm, Mark Hansen wrote:
On 3/12/2010 3:35 PM, wrote: On Mar 12, 5:21 pm, Mark Hansen wrote: That's just simply not true. You say your willing to learn. Just read the regulations already. Thats your opinion Mark. What's my opinion? READ what you said above. You said above that I am not willing to learn. That is your opinion which sadly is wrong. Now that it's been brought out I can descend below MDA before MAP, fine and dandy, I have only stated what I was taught no matter how incorrect it may have been. I was taught dive and drive to MDA and no lower until missed. I don't intend to start descending below MDA before MAP now just because YOU and others say FARS says it's perfectly ok.. See my response to Sam. MDA at my airport KMBO is just above 500 AGL. I am not going to do a circle to land below MDA before MAP even if I have the airport in sight clear from the VOR. |
#36
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 6:48*pm, Sam Spade wrote:
wrote: Further, if you insist on remaining at MDA until the MAP at a busy Class D airport, the tower will get ****ed off to say the least, if other aircraft have the required visual references to leave MDA in accordance with the provisions of 91.175 so as to land straight in. They can get ****ed all they want Sam. I am PIC, not the tower....... |
#37
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 6:43*pm, Robert Moore wrote:
That's because your instructor was "teaching the checkride"and on most check rides, you always go-missed and are never allowed to land. In real life your goal is to land---Right? And probably is where the problem of confusion ON ME. Since I am based at an uncontrolled airport KMBO, Every practice approach was done with missed so it was ingrained never go below MDA until the MAP. On my checkride, with the equipment I had at the time, I was only good for ILS, LOC and DME type approaches (I didn't have ADF or GPS) When I was taught LOC approaches at KHKS, I was told to go to MDA and drive it in at 760 until I saw the airport which he had me pop the hood at the MAP which happens to be at the middle marker. Either you or your instructor have (had) a serious teaching or understanding problem. Not knowing either of you, I can't really say where the problem is, but the two of you really need to get together and work-out this misunderstanding. Unfortunately even if I wanted to, he has gone on to the airlines.. Like I told Sam and Mark, while it's good to know I can indeed descend below MDA before MAP, I am not going to. Especially at my airport where it's a circle to land and I just don't feel safe having to make turns 300 feet AGL to land. |
#38
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 1:42*pm, Sam Spade wrote:
This is what I was taught for what it's worth. Not worth much, sadly. Sadly to you but worthy enough for me. I haven't hit anything below me by being taught to err on the side of being higher have I? I still get in on minimums with my method, so call what you want Sam, but real world works for me. And altitude is my friend in the full scheme of things. |
#39
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 12, 7:03*pm, " wrote:
On Mar 12, 6:43*pm, Robert Moore wrote: That's because your instructor was "teaching the checkride"and on most check rides, you always go-missed and are never allowed to land. In real life your goal is to land---Right? And probably is where the problem of confusion ON ME. *Since I am based at an uncontrolled airport KMBO, Every practice approach was done with missed so it was ingrained never go below MDA until the MAP. On my checkride, with the equipment I had at the time, I was only good for ILS, LOC and DME type approaches (I didn't have ADF or GPS) When I was taught LOC approaches at KHKS, I was told to go to MDA and drive it in at 760 until I saw the airport which he had me pop the hood at the MAP which happens to be at the middle marker. Either you or your instructor have (had) a serious teaching or understanding problem. Not knowing either of you, I can't really say where the problem is, but the two of you really need to get together and work-out this misunderstanding. Unfortunately even if I wanted to, he has gone on to the airlines.. Like I told Sam and Mark, while it's good to know I can indeed descend below MDA before MAP, I am not going to. *Especially at my airport where it's a circle to land and I just don't feel safe having to make turns 300 feet AGL to land. Should add for clarity before Mark and Sam get on their high horse, so we didn't bog down KJAN traffic, we used my VFR GPS in lieu of an ADF to work around the ADF required to identify BRENZ so I could get ILS and LOC experience. On my checkride, I did my approaches at KJAN (ILS, BC before decommissioning and LOC) since I didn't have ADF to legally conduct approaches at KHKS. |
#40
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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