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Contact approach question



 
 
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  #22  
Old January 18th 05, 07:50 AM
Newps
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Wizard of Draws wrote:




This doesn't seem like a prudent thing to do. If 1/2 of the airport is
obscured, how would you know that the rest wouldn't fog up in less time than
it took to land? IMHO, it would be best to fly the published approach and be
ready to go missed.


Local experience. Due to our location on top of some high terrain when
we get fog we often have only half the airport 0/0. The other half
literally is clear and a million. A VFR pilot can be stuck on the
ground seeing his destination 60 miles away but behind you less than a
1/4 mile no approach short of an autoland will get you in.
  #23  
Old January 18th 05, 02:45 PM
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On Mon, 17 Jan 2005 23:44:40 -0700, Newps wrote:



wrote:
Never would have thought of this, but it seems plausible enough, now
that you mention it.

Although there is a regulation that says that the pilot is required to
use a prescribed "instrument letdown" when cleared for an approach,
or something like that.

I wonder, would this be a violation of that?





The approach gets you into conditions to land visually. Nowhere does it
say you have to fly any part of the actual approach. Obviously you'll
need to make sure ATC knows what you're doing.



Nowhere?

How abou this:?

(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.
  #24  
Old January 18th 05, 02:47 PM
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On Mon, 17 Jan 2005 23:45:57 -0700, Newps wrote:



wrote:


Newps wrote:


This happens all the time here. East half of the airport, including the
ASOS, is 0/0. West half is clear and a million.. No contact approach
allowed. Better off to do an instrument approach and just break it off
as soon as you receive the clearance. Ask for the full approach if it
will take you near or over the airport and then just break off and land
if you can get an approach and landing clearance. Nothing says you have
to actually go out and do the approach.



Once a clearance for an approach is issued, the pilot is bound by the
appropriate segments of the approach (Part 97) and the applicable parts of
91.175. Any "short cut" with either a contact, visual, or cancellation is a
legal no-no.



Baloney. Once I'm in a position to fly visually to the airport/runway I
can do just that.



that's not what this says, I don't think:

(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.
  #28  
Old January 18th 05, 03:11 PM
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On Tue, 18 Jan 2005 13:49:20 +0000 (UTC),
(Paul Tomblin) wrote:

In a previous article, said:
(a) Instrument approaches to civil airports.

Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in
part 97 of this chapter.


If you can see the runway and can land without violating VFR cloud
separation rules, then the instrument letdown is no longer necessary, so
this clause shouldn't apply, right?




Then, there's this language about maintaining altitude on an approach
until established on a segment, and throughout all segments:

(i) Operations on unpublished routes and use of radar in instrument
approach procedures. When radar is approved at certain locations for
ATC purposes, it may be used not only for surveillance and precision
radar approaches, as applicable, but also may be used in conjunction
with instrument approach procedures predicated on other types of radio
navigational aids. Radar vectors may be authorized to provide course
guidance through the segments of an approach to the final course or
fix. When operating on an unpublished route or while being radar
vectored, the pilot, when an approach clearance is received, shall, in
addition to complying with §91.177, maintain the last altitude
assigned to that pilot until the aircraft is established on a segment
of a published route or instrument approach procedure unless a
different altitude is assigned by ATC. After the aircraft is so
established, published altitudes apply to descent within each
succeeding route or approach segment unless a different altitude is
assigned by ATC. Upon reaching the final approach course or fix, the
pilot may either complete the instrument approach in accordance with a
procedure approved for the facility or continue a surveillance or
precision radar approach to a landing.


 




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