Questions pondered at 6500 feet

Here in Jackson Hole Wy I thought the same thing. We have several
majors that fly into here and on those 100 miles+ visibility days they
could fly a visual. So I asked some captains the same question. There
answer was all the same ... Their airlines require them not to pick us
a visual and stay in the "system" for safety reasons. Seems kinda silly
since we have a very competent tower here.

wrote in message
oups.com...

Here in Jackson Hole Wy I thought the same thing. We have several
majors that fly into here and on those 100 miles+ visibility days they
could fly a visual. So I asked some captains the same question. There
answer was all the same ... Their airlines require them not to pick us
a visual and stay in the "system" for safety reasons. Seems kinda silly
since we have a very competent tower here.


What "system" is it that they leave by selecting a visual approach but
remain in if they select a SIAP?

"Steven P. McNicoll" wrote in message
k.net...

wrote in message
oups.com...

Here in Jackson Hole Wy I thought the same thing. We have several
majors that fly into here and on those 100 miles+ visibility days they
could fly a visual. So I asked some captains the same question. There
answer was all the same ... Their airlines require them not to pick us
a visual and stay in the "system" for safety reasons. Seems kinda silly
since we have a very competent tower here.


What "system" is it that they leave by selecting a visual approach but
remain in if they select a SIAP?


They probably do it for liability reasons so they can't be sued in an
accident for deviating from an FAA approved approach, lawyer BS, blah, blah.

-----------------------------------------
DW

"Darkwing" theducksmail"AT"yahoo.com wrote in message
...

They probably do it for liability reasons so they can't be sued in an
accident for deviating from an FAA approved approach, lawyer BS, blah,
blah.


That would seem to favor the visual approach.

"Steven P. McNicoll" wrote in message
k.net...

"Darkwing" theducksmail"AT"yahoo.com wrote in message
...

They probably do it for liability reasons so they can't be sued in an
accident for deviating from an FAA approved approach, lawyer BS, blah,
blah.


That would seem to favor the visual approach.


Not for some scumbag lawyer who will say that the approved IFR approach was
designed for minimum interference from towers and ground obstructions and on
and on.

------------------------------------------
DW

You're confusing a visual approach with VFR. The airlines do fly visual
approaches into JAC, they just don't fly VFR.



wrote:

Here in Jackson Hole Wy I thought the same thing. We have several
majors that fly into here and on those 100 miles+ visibility days they
could fly a visual. So I asked some captains the same question. There
answer was all the same ... Their airlines require them not to pick us
a visual and stay in the "system" for safety reasons. Seems kinda silly
since we have a very competent tower here.

Jay Honeck wrote:

2. We often hear commercial airliners "cleared for the visual approach" into
thus-and-such an airport. However, we *also* often hear commercial
airliners "cleared for the ILS Rwy 14 approach" (for example) -- even though
conditions in the area are perfectly CAVU.

Jay, many times when flying back to my home airport I will request the
visual and still be vectored for the ILS and told to intercept the
localizer.

I had always assumed that this was done by the controller for sequencing
into the airport.

Also, in my experience when flying into Teterboro, all aircraft are given
a VOR-A approach (circling VOR approach) in visual conditions by the
approach facility, but after getting closer and calling the airport in
sight, are then cleared for a visual approach. Again, my understanding is
that this is done to facilitate arrival sequencing.

--
Peter

Questions never pondered at 6500 feet:

Did I leave the stove on? :^)

The Monk
I fly to escape my mind.

1. What is the lowest pubic airport in the USA? Cochran (TRM) is -114ft, is
there any lower?

2. What is the highest and lowest public airport int the world?

3. If I bought a CUB with floats from American Legend Aircraft Company how would
I get it home in Oklahoma (4O6)?

George
If you request flight following, can you really "slip the surly bonds of earth"?

On Mon, 16 Jan 2006 02:58:27 GMT, "Jay Honeck" wrote:

We enjoyed a 45 knot tailwind all the way to our favorite fly-in restaurant
today (The CAVU Cafe, in Janesville, WI [KJVL]).

This blessing naturally switched to a 45 knot curse on the way home.

Droning along has its advantages. The headwind gave my kids ample time for
a nap, and gave Mary and me plenty of time to ponder the following questions
for the group:

1. Airports were originally huge grass fields that allowed arrivals and
departures in any direction, on any heading. Are there any airports left
that provide 360 degrees of access?

2. We often hear commercial airliners "cleared for the visual approach" into
thus-and-such an airport. However, we *also* often hear commercial
airliners "cleared for the ILS Rwy 14 approach" (for example) -- even though
conditions in the area are perfectly CAVU.

Since we haven't heard the airliner SAY they wanted an instrument approach,
how/why does the controller know to clear them for anything other than the
visual approach?

Inquiring minds, doncha know?

:-)

George wrote:

1. What is the lowest pubic airport in the USA? Cochran
(TRM) is -114ft, is there any lower?

Furnace Creek - (L06). -210 ft. Landed there a few weeks ago. Pretty
interesting place.

2. What is the highest and lowest public airport int the world?

Highest is Bangdag Airport in Tibet at 14,100 ft. Lowest is Furnace
Creek, AFAICT - there doesn't seem to be an airport near the Dead Sea.

--
Marc J. Zeitlin
http://www.cozybuilders.org/
Copyright (c) 2006