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#51
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 7:15*am, Sam Spade wrote:
wrote: Repeating myself: *if you have 17 in sight a mile or two prior to the MDA why would you not align yourself with the runway and descend straight ahead in a normal descent for landing? Ummm it doesn't line up with the 137 radial should for some reason I do have to go missed, deer on the runway, departing plane not necessarily under ATC control. Do you even fly at uncontrolled airports? I wonder if you ask a question of this nature. Nor what you suggest is a standard entry into an uncontrolled airport per AIM. |
#52
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 7:13*am, Sam Spade wrote:
wrote: I care as much about your view of my attitude as your concern for control tower operations. Doesn't surprise me, you know it all, I just fly in the system and regularity stay current so just like Mx, you speak without foundation about "my concerns"...... Show me where I have made any safety errors with regards to control tower operations. YOU CAN'T. ATC's job is separation, my job is flying the plane. If you consider my safety parameters of holding MDA altitude to missed bad for control tower operations, they you have the problem not me, NOT ATC either.. Why I say this about ATC? ATC does not have a problem with what I do holding MDA altitude to the MAP at several D class airports of the likes of KNEW, KTUP, KHKS, KOWB, and the list goes on. I haven't received instructions to call the tower after landing because of my technique so there must be merit on what I say. BUT THIS IS OK as I take your opinion for what it's worth. You APPARENTLY sit behind a keyboard like Mx, make judgment. I am in a plane. At the end of the flight, I am the one that has to land, not you so I am comfortable with my process. Again, while nice to know I can descend below MDA before MAP thanks to Mark and Bob getting me up to speed, my safety parameters will continue to err on the side of the thought process altitude is my friend. My way still REASONABLY (not guarantee) assures me gliding distance to the runway should the fan quit. You are sadly mistaken if you think that I don't work with or not concerned about ATC operations. Don't believe me, watch my boring videos as you call it. I have more then plenty to show that I willingly accommodate to ATC requests outside of my normal operating parameters but within my safety parameters. Perfect I am not Sam, don't profess to be and never will be as long as I am on the top side of where the green grass grows. I even got a video where I made a mistake, thought I was cleared for an approach and posted it so others can learn. But apparently you are too good to watch my videos. |
#53
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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#54
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 8:30*am, Sam Spade wrote:
Okay, at an uncontrolled airport like KMBO you certainly have the election to hold MDA until the MAP, then (using Runway 17) turn downwind, base, and final. * You are right Sam, it's amusing. Talk to me when you get in the real world of flying. You want to enter the pattern non standard, great, knock your socks off. Flying the plane doesn't stop at MAP or when you go visual. I fly based on what I deem safe AND within the ATC parameters given to me.. If ATC gives me something I deem unsafe, I won't hesitate to use the word unable. Apparently I don't have the book smarts, but I believe I do have the street smarts to make it in the instrument world. I think I have proven this through my videos. That's all I need.............. Carry on in your book world Sam, I'd rather spend the time in a plane staying current then waste my time on you nit picking over something like what to do on an approach when I am conducting the approach within legal and MOST IMPORTANTLY safe guidelines :-) Other then learning from Bob and Mark that I indeed was misinformed about not being able to descend below MDA before missed, what have you provided for me? I honestly can't think of a thing. |
#55
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 8:30*am, Sam Spade wrote:
wrote: The fact that a straight-in minimum is not published does not preclude pilots from landing straight-in if they have the active runway in sight and have sufficient time to make a normal approach for landing. Under such conditions and when ATC has cleared them for landing on that runway, pilots are not expected to circle even though only circling minimums are published. If they desire to circle, they should advise ATC. Oh yean, one other thing. The above does NOT apply to KMBO. I will NEVER get cleared to land at KMBO. But of course you don't apparently fly in the real world to understand this. After all, if the winds were blowing out of the north, I wouldn't request the GPS 17 would I? |
#56
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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#57
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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#58
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 9:25*am, Sam Spade wrote:
wrote: On Mar 13, 8:30 am, Sam Spade wrote: wrote: The fact that a straight-in minimum is not published does not preclude pilots from landing straight-in if they have the active runway in sight and have sufficient time to make a normal approach for landing.. Under such conditions and when ATC has cleared them for landing on that runway, pilots are not expected to circle even though only circling minimums are published. If they desire to circle, they should advise ATC. Oh yean, one other thing. *The above does NOT apply to KMBO. *I will NEVER get cleared to land at KMBO. *But of course you don't apparently fly in the real world to understand this. After all, if the winds were blowing out of the north, I wouldn't request the GPS 17 would I? Oh, KMBO doesn't have a control tower? NOPE. You would know this if you looked on the approach plate. |
#59
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
On Mar 13, 9:24*am, Sam Spade wrote:
wrote: On Mar 13, 8:30 am, Sam Spade wrote: Okay, at an uncontrolled airport like KMBO you certainly have the election to hold MDA until the MAP, then (using Runway 17) turn downwind, base, and final. * You are right Sam, it's amusing. *Talk to me when you get in the real world of flying. *You want to enter the pattern non standard, great, knock your socks off. *Flying the plane doesn't stop at MAP or when you go visual. *I fly based on what I deem safe AND within the ATC parameters given to me.. *If ATC gives me something I deem unsafe, I won't hesitate to use the word unable. Apparently I don't have the book smarts, but I believe I do have the street smarts to make it in the instrument world. *I think I have proven this through my videos. *That's all I need.............. Carry on in your book world Sam, I'd rather spend the time in a plane staying current then waste my time on you nit picking over something like what to do on an approach when I am conducting the approach within legal and MOST IMPORTANTLY safe guidelines :-) Other then learning from Bob and Mark that I indeed was misinformed about not being able to descend below MDA before missed, what have you provided for me? *I honestly can't think of a thing. I provided you with a chart from North Dakota of a procedure you asserted did not exist. So did Bob and his came through first. |
#60
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KJZI (Charleston Executive, S.C.) ILS RWY 9 DME Required
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