I had a primary instructor who insisted that the best speed to use in the
event of an engine failure was the published best glide speed. I said that
it must depend on the wind and pointed out that if there was a headwind
equal to Vbg that any speed over the Vbg was better. I also pointed out
that with a strong tailwind that the minimium sink speed would get more
distance. He continued to insist that Vbg was the speed to use. That was
our last flight.

We all harbor misconceptions but there is no excuse for being too stubborn
to learn.

Mike
MU-2

"Mark Hansen" wrote in message
...
On 7/15/2005 12:12, Mike Rapoport wrote:

"Mark Hansen" wrote in message
...
On 7/15/2005 11:52, Steven P. McNicoll wrote:

"Mark Hansen" wrote in message
...

No, Actually, he's not (unfortunately).


Well, he had to get the idea they were ground speeds somewhere. The
timing table is pretty much the only possible source.

His reasoning is that the faster we're moving across the ground,
the faster we'll move outside of the protected area, for example,
on the circling maneuver, and that to use the higher minimums
'just made good common sense'.

However, he's interpreting the rule using this 'common sense'
and claiming that this is what the rule implies.

He made it clear to me that he was talking about the approach category
minimums and not just the time from FAF to MAP (which, of course,
is based on ground speed).



--
Mark Hansen, PP-ASEL, Instrument Student
Sacramento, CA

This CFII is stupid. Once you start circling the winds change and will
become a headwind at some point.

Ya know ... I mentioned this to him as well. However, I think he's
stuck on the Ground Speed reported by the GPS during the final
approach as being the speed used to determine the approach category...
That's just not what the FARs say.


Mike
MU-2


--
Mark Hansen, PP-ASEL, Instrument Student
Sacramento, CA