Circle to Land @ KRBG

"Jim Macklin" wrote in message
news:1nx%f.3161$8q.2075@dukeread08...

The FAA will establish controlled airspace as part of the
authorization of an IAP. The FAA must have control of
airspace in order to issue a clearance, Class G does not
meet that requirement.


How do you explain all those IAPs in Class G airspace?



We seem to have a problem, my experience is just what I've
said...
8,000 hours;FAR 141 former chief flight instructor, FAR 135
Director of Operations, single-pilot IFR in all models King
Air 90 ,200 and 300 and other ASEL/AMEL Beech aircraft.
Gold Seal CFI ASMEI. No violations.


The problem is your knowledge level is far less than what would be expected
of someone with the experience you claim. But that's not my problem.



What do you have?


Dimples on my butt.



What do you think I'm fibbing about?


I think you're fibbing about your experience.

Gary Drescher wrote:

So seeing and avoiding during an instrument approach does not amount to some
sort of IFR-VFR hybrid. Rather, it is just IFR.

--Gary


Then, there is a TCAS RA during IMC. The IFR track, whether it be a
route or a terminal procedure, must be compromised to the extent
necessary to resolve the RA.

I know, FLIBs don't have TCAS, but some Kingairs (bird that started this
trying thread ;-) do.

Jim Macklin wrote:

5-4-24. Contact Approach

2. The reported ground visibility at the destination
airport is at least 1 statute mile.


Reported ground visibility is what matters to ATC.

Even then ATC is under no obligation to grant your request for a contact
approach. It depends upon the overall traffic picture and controller
workload.

There are no IAP IN Class G, there are many IAP in Class E
that have the airport in Class G. The initial approach,
final approach and missed approach are all in Class E.


Any one who wants can look at my certificates on the FAA web
site, that is my name and I live in Kansas.

As for ATC and instrument approaches, when you depart from
an airport in Class G airspace, with an IFR clearance, you
will be issued a clearance that says, enter controlled
airspace on heading such and such. If you depart VFR you
will be told to maintain VFR until they can coordinate your
entering controlled airspace with IFR separation from other
IFR traffic.

Since you seem to be just a troll with dimples on your butt,
I'll not further explain.


--
James H. Macklin
ATP,CFI,A&P

--
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
See http://www.fija.org/ more about your rights and duties.


"Steven P. McNicoll" wrote in
message
k.net...
|
| "Jim Macklin" wrote
in message
| news:1nx%f.3161$8q.2075@dukeread08...
|
| The FAA will establish controlled airspace as part of
the
| authorization of an IAP. The FAA must have control of
| airspace in order to issue a clearance, Class G does not
| meet that requirement.
|
|
| How do you explain all those IAPs in Class G airspace?
|
|
|
| We seem to have a problem, my experience is just what
I've
| said...
| 8,000 hours;FAR 141 former chief flight instructor, FAR
135
| Director of Operations, single-pilot IFR in all models
King
| Air 90 ,200 and 300 and other ASEL/AMEL Beech aircraft.
| Gold Seal CFI ASMEI. No violations.
|
|
| The problem is your knowledge level is far less than what
would be expected
| of someone with the experience you claim. But that's not
my problem.
|
|
|
| What do you have?
|
|
| Dimples on my butt.
|
|
|
| What do you think I'm fibbing about?
|
|
| I think you're fibbing about your experience.
|
|

Sam Spade wrote:
Gary Drescher wrote:

So seeing and avoiding during an instrument approach does not amount to some
sort of IFR-VFR hybrid. Rather, it is just IFR.

--Gary


Then, there is a TCAS RA during IMC. The IFR track, whether it be a
route or a terminal procedure, must be compromised to the extent
necessary to resolve the RA.

Yikes! I hope the TCAS processors are terrain aware.

Does TCAS give track instructions? I though all RA's were either
"climb now" or "descend now".

In article kUM%f.29991$bm6.27382@fed1read04,
Sam Spade wrote:
Jim Macklin wrote:

5-4-24. Contact Approach

2. The reported ground visibility at the destination
airport is at least 1 statute mile.


Reported ground visibility is what matters to ATC.

Even then ATC is under no obligation to grant your request for a contact
approach. It depends upon the overall traffic picture and controller
workload.

Does it depend on whether the controller has dimples on his butt?

How is that following IFR (Instrument flight rules) and VFR (visual flight
rules) at the same time?

I suppose it's not, really. VFR is a set of rules (altitudes,
visibilities and cloud clearances) designed around that principle, to
make it reasonable to do. You are right, they cannot technically both be
followed at the same time.

I think what Jim is getting at:

If the weather was as good as you say, there is no
prohibition on operating under IFR and VFR at the same time

is that one can, while remaining on an IFR flight plan, circle to land
via a VFR traffic pattern if the weather would permit ordinary VFR
traffic to do that. He appears to claim (and I find reasonable) that
this would not violate the "circling to the {whatever} prohibited".

I suppose the FAA might differ, which raises the question - when you
maneuver under an IFR flight plan at the end of an approach that is not
straight in, is it always considered "circling" even if the maneuvering
is well above the MDA and within the VFR traffic pattern?

Any cases to support supporting the prohibition?

Jose
--
The price of freedom is... well... freedom.
for Email, make the obvious change in the address.

"Jim Macklin" wrote in message
news:q9N%f.3224$8q.661@dukeread08...

There are no IAP IN Class G, there are many IAP in Class E
that have the airport in Class G. The initial approach,
final approach and missed approach are all in Class E.


You're wrong. The IAP is also in Class G airapace at those airports. Look
at the ILS RWY 17 approach at MTW as an example. Class E airspace begins at
700 AGL, you'd enter Class G airspace about 1.6 miles prior to the MAP on
final approach and you'd obviously have to climb through 500' of Class G
airspace on the missed approach procedure. There are many approaches like
this.

http://map.aeroplanner.com/mapping/c...yp=APT&txt=mtw

http://map.aeroplanner.com/plates/Fa...s/05281I17.PDF

How is it that someone with the ratings and experience you claim to possess
is so unfamiliar with this situation?



Any one who wants can look at my certificates on the FAA web
site, that is my name and I live in Kansas.


We don't know that you're posting under your real name.



As for ATC and instrument approaches, when you depart from
an airport in Class G airspace, with an IFR clearance, you
will be issued a clearance that says, enter controlled
airspace on heading such and such.


Not necessarily. You may simply be cleared as filed.



If you depart VFR you
will be told to maintain VFR until they can coordinate your
entering controlled airspace with IFR separation from other
IFR traffic.


Only if there is conflicting IFR traffic.



Since you seem to be just a troll with dimples on your butt,
I'll not further explain.


Other than the inconsistency between your knowledge level and claimed
experience, there is nothing for you to explain. These discussions are an
opportunity to for you to learn, I suggest you take advantage of them.

Stephen P. McNicoll said:
These discussions are an
opportunity to for you to learn, I suggest you take advantage of them.

I'm just curious - have you ever learned from these discussions?
(except about the unbelievable ineptitude of others?)

Jose
--
The price of freedom is... well... freedom.
for Email, make the obvious change in the address.

"Jose" wrote in message
t...

I'm just curious - have you ever learned from these discussions?

Probably. I engage in a lot of discussions here so chances are I've learned
something I hadn't known before through them but I can't recall any specific
example off the top of my head.