ILS approach to near minimums - Video

On Sep 29, 5:28*am, "Panic" wrote:
That crab "correction" was the hardest thing to get used to when I flew the
B-52H back in the early 60s. * We had a little chart near the rudder control
knob to enter the angle and velocity of the crosswind, then we pulled up on
the knob and cranked it to the chart value to hydraulically move the main
gear so that it would be aligned with the runway even though we landed still
in a crab. * We could crank up to 20° of alignment correction.

All of my previous years, once we finally saw the runway at very low
altitude we'd kick out the crab and use wing low cross control for landing.
GCA minimums were 100' ceiling. *You had to psyche yourself ahead of time to
insure that when you finally spotted the runway you'd leave the crab in and
land that way. *(but...make sure you entered the crab correction in the
right direction)

"BeechSundowner" wrote in message

...
On Sep 26, 8:46 pm, a wrote:

On Sep 26, 11:10 am, " wrote:
I noticed when you broke out at 500 feet agl you aligned the axis of
the airplane with the runway then tended to drift a little left, and
coordinated turned yourself onto the center line again. Absolutely
nothing wrong with that, but my habit is a little different. I
continue to fly the localizer at whatever crab angle I need to keep
the needle centered and when much lower drop the windward wing, kick
the airplane into alignment and transition to a cross wind landing.
It would be interesting for the thread to address the advantanges and
disadvantages of each method.

A,

While IMC, I do exactly what you say, fly the crab all the way down.
Problem and why you see me drift left when I break out was I was 1/2
dot off fthe localizer to the right, so in order to find the
centerline, it required a slight turn to the left when I broke out 512
MSL or *200 AGL.

You can see my "reintercept" of the centerline from 7:20 to to 7:30 by
watching the point of the cowling in relationship to the runway
centerline. *During this 10 seconds, I was correcting the right of the
localizer problem.

Couple of thoughts, as I did not even realize until breaking out that
I had that much of a crab as I was so focused on maintaining the
localizer. . *It took several adjustments of the header bug on descent
to find that sweet spot in tracking. *When I broke out, needless to
say I was surprised at my crab angle (like, oh crap, where's the
runway!), and thus the sharp "response on the yoke" *My subsequent
approaches were not that abrupt on the yoke as I was better prepared.


Didn't you know the x-wind factor for the runway you were using?

Cheers

On Sep 30, 10:48*pm, "Flaps_50!" wrote:

Didn't you know the x-wind factor for the runway you were using?

It changed as I was descending. The only thing I need to know is that
the x-wind is not above my capabilities before executing the approach.

My job is to keep the localizer centered and deal with the WCA
visually when I break out.

On Oct 1, 8:37*am, BeechSundowner wrote:
On Sep 30, 10:48*pm, "Flaps_50!" wrote:

Didn't you know the x-wind factor for the runway you were using?

It changed as I was descending. *The only thing I need to know is that
the x-wind is not above my capabilities before executing the approach.

My job is to keep the localizer centered and deal with the WCA
visually when I break out.

To support Sundowner's observation -- I simply don't worry about the
crosswind component once I start an approach. The DG and runway
heading tell me where to look for the runway environement when close
to minima, and the final decision regarding landing or going elsewhere
is dependent on, among other things, if I have enough rudder to keep
the airplane aligned with the center line at reasonable touch down
speeds. I don't remember ever having to go to an alternate because of
an excessive cross wind. I have, at oncontrolled airports, had to
because all I could see at mimimums was the inside of a cloud.

It's worth noting if there is a strong crosswind there is no
obligation to land with the airplane axis aligned with the centerline.
On a wide runway touch down closer to the downwind edge with the
airplane aimed on a diagonal -- you can steal up to 8 or 9 degrees of
cross wind that way. But don't try that without adult supervision, you
(or at least I) need a lot of hours in a given airplane and have to
know its characteristics very well to pull that off.

..

BeechSundowner wrote:
On Sep 30, 10:48 pm, "Flaps_50!" wrote:

Didn't you know the x-wind factor for the runway you were using?

It changed as I was descending. The only thing I need to know is that
the x-wind is not above my capabilities before executing the approach.

My job is to keep the localizer centered and deal with the WCA
visually when I break out.

I have had wind changes that made significant changes on the way down
from the FAF.

--

Regards, Ross
C-172F 180HP
Sold
KSWI

Isn't it an FAA regulation that wind has to change direction and speed
during all approaches in IMC? g

"Ross" wrote in message
...
I have had wind changes that made significant changes on the way down from
the FAF.

--

Regards, Ross
C-172F 180HP
Sold
KSWI

On Oct 1, 12:50*pm, "Jon Woellhaf" wrote:
Isn't it an FAA regulation that wind has to change direction and speed
during all approaches in IMC? g

And for those FARS hungry, that can be found in FARS 91.999.999 point
niner sub paragragh J point 1 subject to wind conditions. If such
conditions exist, go down to W.I.N.D. and down to S.P.E.E.D, then to
the paragraph C.H.N.G.S for the regulation Jon refers to. LOL

On Oct 2, 1:37*am, BeechSundowner wrote:
On Sep 30, 10:48*pm, "Flaps_50!" wrote:

Didn't you know the x-wind factor for the runway you were using?

It changed as I was descending. *The only thing I need to know is that
the x-wind is not above my capabilities before executing the approach.

My job is to keep the localizer centered and deal with the WCA
visually when I break out.

Sure, but my point is that you should then know where to look for the
runway threshold ...

Cheers

Flaps_50! wrote:
/snip/
Sure, but my point is that you should then know where to look for the
runway threshold ...

Cheers

You've never actually flown IFR, in real life, have you?

Happy Flying!
Scott Skylane

"Scott Braddock" wrote in message
mmunications...
Flaps_50! wrote:
/snip/
Sure, but my point is that you should then know where to look for the
runway threshold ...

Cheers

You've never actually flown IFR, in real life, have you?

Flaps 50 is an internet troll, and of no consequence, and has clearly never
flown a plane, but has done a small amount of reading on the subject.

His style is similar to the Anthon_ troll that we would all like to forget.
We would all do well to make no response to his comments.
--
Jim in NC

"Morgans" wrote in message
...

"Scott Braddock" wrote in message
mmunications...
Flaps_50! wrote:
/snip/
Sure, but my point is that you should then know where to look for the
runway threshold ...

Cheers

You've never actually flown IFR, in real life, have you?

Flaps 50 is an internet troll, and of no consequence, and has clearly
never flown a plane, but has done a small amount of reading on the
subject.

His style is similar to the Anthon_ troll that we would all like to
forget. We would all do well to make no response to his comments.
--
Jim in NC
Amen!

Peter in FL