interesting moment yesterday on final

The phrase is not "all available" information, it's "all available
information concerning that flight." Since use of the FAF is preferred in a
self-announce broadcast and that information is readily available, the names
and locations of those fixes is "available information concerning that
flight."

Well, it doesn't matter what is preferred. It matters what is used.
And "the lady" and "the tanks" and "the hospital" are all used by pilots
to announce their position. So, that information is also "information
concerning that flight".

Jose
--
There are two kinds of people in the world. Those that just want to
know what button to push, and those that want to know what happens when
they push the button.
for Email, make the obvious change in the address.

"Maxwell" wrote in message
...

People that insist on straight in approaches at uncontrolled fields are
just as bad if not worse. Not following FAA recommend procedures is
proabably worse.


Like the FAA recommended procedure to use the FAF to identify one's position
in a self-announce broadcast specified in Advisory Circular 90-42F "Traffic
Advisory Practices at Airports Without Operating Control Towers" when
executing an IAP? Is that the kind of FAA recommended procedure you're
referring to?

Not following the right-of-way rules in FAR 91.113 is worse.

"Jose" wrote in message
et...

Yes it is.


It has been demonstrated in this discussion that it is not. Learn it, do
it, be a better pilot.

"Maxwell" wrote in message
...

So now you are going to try to convince us that final doesn't follow base
leg. Do you have a reference?


No, I've been explaining that final extends beyond the base leg. It's clear
now that that fact is beyond your ability to understand.

"Maxwell" wrote in message
...

Just as it's stated. If two aircraft turn final from base leg, 91.113g is
still very useful.


Of course. FAR 91.113(g) states aircraft on final have the right-of-way.
If two aircraft turn final from base leg 91.113(g) gives the right-of-way to
the aircraft on final. How could I have ever missed that.

"Maxwell" wrote in message
...

Since AC 90-66A doesn't speak to that particular point, and I'm not aware
of anything that does, maybe you should ask the FAA?


I was answering your question. Do you see the point now?

Yes it is.
It has been demonstrated in this discussion that it is not.

It has been asserted, not demonstrated.

Jose
--
There are two kinds of people in the world. Those that just want to
know what button to push, and those that want to know what happens when
they push the button.
for Email, make the obvious change in the address.

"Maxwell" wrote in message
...

Where?


In AC 90-42F Traffic Advisory Practices at Airports Without Operating
Control Towers, which I posted three weeks ago in this thread.


11. EXAMPLES OF SELF-ANNOUNCE PHRASEOLOGIES. It should be noted that
aircraft operating to or from another nearby airport may be making
self-announce broadcasts on the same UNICOM or MULTICOM frequency. To help
identify one airport from another, the airport name should be spoken at the
beginning and end of each self-announce transmission.

(3) Practice Instrument Approach:

STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC
(NAME - FINAL APPROACH FIX) INBOUND DESCENDING
THROUGH (ALTITUDE) PRACTICE (TYPE) APPROACH RUNWAY
THREE FIVE STRAWN.

STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC
PRACTICE (TYPE) APPROACH COMPLETED OR TERMINATED
RUNWAY THREE FIVE STRAWN.

"Jim Logajan" wrote in message
.. .

I believe the "definition" in that circular is implicit in the labeling of
the airport operation diagrams in appendix 1. The line out from infinite
to the point where it joins the base leg is labelled "straight-in
approach"
and the narrative for point (3) labels the line from the base leg to the
runway as final.


The "final" label in that diagram is on the side of the base leg away from
the airport, indicating that final extends past the base leg. That is
consistent with the definition of final found in the Pilot/Controller
Glossary

The narrative for point 3 is, "Complete turn to final at least l/4 mile from
the runway." That does not even approach suggesting that final does not
extend beyond the base leg.

"Jim Logajan" wrote in message
.. .

I think you've made your point. Your citation of AC90-66A [1] appears to
clearly indicate that the FAA prefers that IFR pilots report their
positions by transmitting their distance from uncontrolled airports when
landing at same:


How do you reconcile that with AC 90-42F?