Contact approach question

"Steven P. McNicoll" wrote:

wrote in message ...

any "short cut" with either a contact, visual, or cancellation is a
legal no-no.

should read "any 'short-cut' without either a contact, visual....


I'd say it should read "any short-cut without a revised clearance or a
cancellation is a legal no-no."

But, ATC is not authorized to issue an initial or revised clearance to
short-cut any required segment of an instrument approach procedure except for
radar vectors provided in accordance with 7110.65P, 5-9-1.

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.

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.

In a previous article, said:
On Mon, 17 Jan 2005 23:45:57 -0700, Newps wrote:
wrote:
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.

I don't see anything there that prohibits you from cancelling IFR when you
have sufficient visibility and cloud clearance to operate under VFR.






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Paul Tomblin http://xcski.com/blogs/pt/
I would like to shake the hand of the man who first decided that e-mail
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wrote:

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.

Your reading is correct. The regulation is quite clear.

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.


Balony back. You cannot unless you cancel, or obtain a clearance for a visual or
contact. Please cite the authority for deviating from the requirements of Part 95
to do what you say you can do.

"Newps" wrote in message
...

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.


Actually, something does say that; FAR 91.123(a).

On 1/17/05 3:06 PM, in article , "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.


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.
--
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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.

I tend to agree, although there may be a situation where you're vectored
directly overhead the airport but the procedure may take you several miles
out and back...just in time for the airport to fog over completely.

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.