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#11
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"Steven P. McNicoll" wrote:
"pgbnh" wrote in message ... I did not say that it is ALWAYS the right thing to do. Sometimes, yes. Sometimes, no. If there is a requirement someplace, then that would seem to trump my making the decison to recover the approach when I have decided that that is a safe thing to do. So yes, it DOES make a difference When is it not the right thing to do? As you know, when first being vectored for the ILS, most times the glideslope will be pegged. -- Peter ----== Posted via Newsfeeds.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#12
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If you have full scale deflection, you may not even be on the approach
anymore, but I am unaware of any regulatory requirment to initiate the missed. If you see full deflection you should probably train some because you are not competent. Mike MU-2 "pgbnh" wrote in message ... I did not say that it is ALWAYS the right thing to do. Sometimes, yes. Sometimes, no. If there is a requirement someplace, then that would seem to trump my making the decison to recover the approach when I have decided that that is a safe thing to do. So yes, it DOES make a difference "Steven P. McNicoll" wrote in message ink.net... "pgbnh" wrote in message ... It is common wisdom, and often common sense, that if a full deflection of a CDI (or GS) is experienced, a missed approach is to be flown. But a lot of people seem to think that it is REQUIRED. I have had a CFII tell me it is required. But I can not find anything in FAR or AIM that states such a requirement. Again, in a lot of cases I can understand why to do it. But I can also imagine others where it might make just as much sense to recover the approach and not go missed. Can anyone point me at a rule that requires a missed? If you agree it's the proper thing to do, does it matter if it's required or not? |
#13
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Mike Rapoport wrote: If you have full scale deflection, you may not even be on the approach anymore, but I am unaware of any regulatory requirment to initiate the missed. If you see full deflection you should probably train some because you are not competent. Sure, you are no longer flying the courses and/or altitudes specified on the approach chart, which come from the Form 8260-3/5 that is an amendment to FAR 97. |
#14
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#15
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#16
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I see another case where, while you may want to abandon the approach,
you may not want to automatically fly the missed approach. The issue would be a full L/R deflection, especially significantly before the MAP, in mountainous terrain. A missed approach procedure which calls for a left or right climbing turn may put you into the granite, where the correct option would be to get back closer to the centerline and maybe closer to the official MAP point first. |
#17
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Howdy!
In article , Greg Farris wrote: In article .net, says... in an emergency, say low on fuel and not able to do a missed and another approach. Well, I guess this pilot wouldn't be too worried about one more violation of FAR's, would they! Which FAR? Your answer presupposes that it's a violation of the FARs, but you haven't shared which one applies here. yours, Michael -- Michael and MJ Houghton | Herveus d'Ormonde and Megan O'Donnelly | White Wolf and the Phoenix Bowie, MD, USA | Tablet and Inkle bands, and other stuff | http://www.radix.net/~herveus/wwap/ |
#18
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#19
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This happened to me just the other day. The FAF of a VOR approach is
the station, so the needle goes full deflection as you reach FAF. You then have to wait until about 1/3 of the way to MAP before it comes back in. As long as you were stabilized before loosing the needle, you just have to stick it out. Of course, one problem is that, with strong winds, you begin your dive at the FAF, winds shift, and you may very well come out quite a bit off the center. |
#20
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On Thu, 13 Oct 2005 16:48:20 +0200, Greg Farris wrote:
In article , says... Which FAR? Your answer presupposes that it's a violation of the FARs, but you haven't shared which one applies here. I take the phrase "in an emergency, say low on fuel" to mean the emergency is a fuel emergency, created by the pilot's mismanagement, in violation of 91.167 In this case, because it's an emergency, you may disregard other regulations in the interest of responding to the emergency, but you may have some explaining to do. . . GF But there are instances of being low on fuel that do NOT involve a violation of 91.167. First of all, 91.167 is for planning purposes and requires that you be "considering weather reports and forecasts and weather conditions" These are not always accurate. In addition, mechanical problems can occur. These also do not involve any violation of 91.167. Personal experience: I flight planned to have one hour of fuel remaining at my destination (no alternate was required). A fuel tank ran dry about 20 minutes before it should have. Problem turned out to be a leaking gasket in the fuel servo. I wound up landing at the closest airport (which was some distance away and was my planned destination). I refueled with 50 gallons (tanks supposedly have 52 gallons usable and some fraction of a gallon unusable). Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
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