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#21
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How do I fly this approach?
On Mar 19, 1:08*pm, wrote:
On Mar 19, 9:42*am, a wrote: On Mar 15, 5:34*pm, Mxsmanic wrote: Kindly take a look at the ILS runway 26 approach to Astoria (KAST). *I tried to fly this in my sim and I'm not at all sure that I did it correctly.. In my case, this is what I did: *I was on V187 from Seattle at 6000.. *Once I was within 25 nm of AST, I descended to 4300. *About 12 nm away from AST, I turned roughly north and flew back out to 19 DME from AST, then turned east to follow the 19 DME arc until I was within a few degrees of the localizer course. *At that point I started a turn towards the localizer and armed the autopilot, which captured the localizer and glide slope immediately and took over. *About a mile away from the airport I disengaged the AP and flew the landing by hand. Was this correct? *I'm confused by the references to the NDB and the pointers towards the east and the procedure turn. *Do I have multiple options for this approach? *Was the way I flew it one of them? *Or what? I almost thought that maybe I was supposed to fly to the VOR then outbound to the NDB then make a procedure turn and come back in. *But the DME arc had IAFs at each end so I finally figured I could just come in towards the VOR then fly back out to the arc and finally turn towards the airport, which is what I did. 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.- Hide quoted text - - Show quoted text - Apparently I don't understand the question. *This approach does not seem to be unusual, and your scenario would not make me unhappy (unless you just don't like doing full approaches). Maurice Givens CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI CAP Check Pilot- Hide quoted text - - Show quoted text - 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. |
#22
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How do I fly this approach?
On Mar 19, 2:28*pm, a wrote:
On Mar 19, 1:08*pm, wrote: On Mar 19, 9:42*am, a wrote: On Mar 15, 5:34*pm, Mxsmanic wrote: Kindly take a look at the ILS runway 26 approach to Astoria (KAST). *I tried to fly this in my sim and I'm not at all sure that I did it correctly. In my case, this is what I did: *I was on V187 from Seattle at 6000. *Once I was within 25 nm of AST, I descended to 4300. *About 12 nm away from AST, I turned roughly north and flew back out to 19 DME from AST, then turned east to follow the 19 DME arc until I was within a few degrees of the localizer course. *At that point I started a turn towards the localizer and armed the autopilot, which captured the localizer and glide slope immediately and took over. *About a mile away from the airport I disengaged the AP and flew the landing by hand. Was this correct? *I'm confused by the references to the NDB and the pointers towards the east and the procedure turn. *Do I have multiple options for this approach? *Was the way I flew it one of them? *Or what? I almost thought that maybe I was supposed to fly to the VOR then outbound to the NDB then make a procedure turn and come back in. *But the DME arc had IAFs at each end so I finally figured I could just come in towards the VOR then fly back out to the arc and finally turn towards the airport, which is what I did. 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.- Hide quoted text - - Show quoted text - Apparently I don't understand the question. *This approach does not seem to be unusual, and your scenario would not make me unhappy (unless you just don't like doing full approaches). Maurice Givens CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI CAP Check Pilot- Hide quoted text - - Show quoted text - 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.- Hide quoted text - - Show quoted text - O.K., you're at 6000 ft on V187, AST defines V187, there is a feeder from AST to KARPEN and you're allowed to descend to 4300 ft. on the feeder. The feeder is 12.3 mi from AST to KARPEN. I think I can lose 1700 ft in 12.3 mi., do the procedure turn and intercept. Am I missing something? This does not appear to be that difficult. Maurice Givens CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI CAP Check Pilot |
#23
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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. |
#24
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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. |
#25
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Troll Alert
Troll Alert
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#26
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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? |
#27
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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 |
#28
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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. |
#29
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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? |
#30
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How do I fly this approach?
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