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#1
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How do I fly this approach?
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#2
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How do I fly this approach?
a writes:
The question was directed to the OP, Maury. Consider again the clearance and your position. My own preference is to not have to hurry down from en route altitudes. At a ground speed of 120 knots, with a maximum of ten miles within which to descend from 6000 feet to 4300 feet, I would need a descent rate of 340 fpm, which is easily achievable. With a 40-knot tailwind at 120 KIAS (not inconceivable in this case), I would need a descent rate of 453 fpm, still easy to achieve. |
#3
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How do I fly this approach?
On Mar 19, 5:40*pm, Mxsmanic wrote:
a writes: The question was directed to the OP, Maury. Consider again the clearance and your position. My own preference is to not have to hurry down from en route altitudes. At a ground speed of 120 knots, with a maximum of ten miles within which to descend from 6000 feet to 4300 feet, I would need a descent rate of 340 fpm, which is easily achievable. *With a 40-knot tailwind at 120 KIAS (not inconceivable in this case), I would need a descent rate of 453 fpm, still easy to achieve. You don't have to wait until you get to the NDB to start your descent. You can descend from AST by using the feeder. Down load the FAA IFR Procedures Handbook from the FAA web site and look up feeder. Maurice Givens CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI CAP Check Pilot |
#4
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How do I fly this approach?
a writes:
There is absolutely nothing ambiguous about this approach. Any rated pilot, from 50 miles out at 6000 feet on V187 would not be happy to hear center say "Cleared ILS 26, report to the tower at the outer marker inbound" but would know what to do. It would be the same thing we would do had we lost radio communication and our last clearance was to that airport. Have you any clue as to why we would not be happy to get that clearance? What would YOU do? And provide references. From what I've learned thus far (not here, alas!), I would proceed at my altitude of 6000 feet to AST, and turn from there towards the PEN NDB, one of the three IAFs for the approach. After crossing PEN, I would descent to 4300 while making a procedure turn to intercept the ILS localizer. I would then follow the published lateral and vertical profile until I was fully established. I'm not sure why this would make me unhappy. |
#5
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Troll Alert
Troll Alert
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#6
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How do I fly this approach?
Why would anyone care if something makes you happy or unhappy?
You've stated many times that there are no experienced instrument pilots here, so why do you keep bothering us with your moronic questions? |
#7
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How do I fly this approach?
"Viperdoc" wrote in message
... You've stated many times that there are no experienced instrument pilots here, so why do you keep bothering us with your moronic questions? Five letters, starts with a T |
#8
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How do I fly this approach?
Viperdoc writes:
Why would anyone care if something makes you happy or unhappy? You've stated many times that there are no experienced instrument pilots here, so why do you keep bothering us with your moronic questions? Stalking is evidence of a personality disorder. Personality disorders are disqualifying conditions for airman medical certification. |
#9
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How do I fly this approach?
I'd have to check the FAR's regarding personality disorders, but I do know
that I have a Class II medical- how about yours? What class medical do you have, and what aviation ratings? What do you know about personality disorders other than your own? Are you a trained medical practitioner or psychologist? Do you have a medical sim game that goes along with MSFS? Having trouble climbing into the treehouse? |
#10
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Troll Alert
Troll Alert - hide your cookies
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