If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#11
|
|||
|
|||
C J Campbell wrote:
"G. Sylvester" wrote in message ... A month or two ago there was a thread about CDI indicating north/south vs. left/right in particular on front course and back course LOC. I'm studying for the IFR written and not in a single place does the FAA use north/south. What in heck are you referring to? The CDI refers only to right or left of the course indicated by the OBS and the TO/FROM window. You have to know how to use the CDI when it appears to be reverse sensing. The OBS has no meaning to a CDI when using a localizer. It's left or right of the localizer beam where "left and right" is defined as looking inward on the front course. It's only when the pilot's left and right is reversed (as they are looking inward on the back course) that things are "reversed." |
#12
|
|||
|
|||
On Thu, 6 Jan 2005 16:51:08 +0000 (UTC),
(Paul Tomblin) wrote: Do the "no **** hold entry". Fly to the fix, then turn to the outbound heading. After a minute, turn 225 degrees towards the protected side. Intercept the inbound course and you're in the hold. If you sketch it out, you'll see that if you're coming from the direction where you're supposed to do a parallel entry, this essentially is a parallel entry. Otherwise it's sort-of like doing a direct entry, but guarantees that you won't overshoot your turn and blunder into the non-protected side. The only addition I would make to this is that when you turn to the ooutbound heading, turn to intercept and join the holding course outbound. This way, you are alwys beginning your turn back inbound to rejoin the holding course form a known position, and is less prone to error. If you simply turn and fly parallel to the course, you risk being blown out where it's harder to re-intercept the course before the holding fix when you head back in. But basically, this is what I have been teaching ever since the p-t-d requirement was removed from the PTS. It works, it's simple, it's safe, it's consistent, which you sure can't say for the old p-t-d stuff. |
#13
|
|||
|
|||
On Thu, 06 Jan 2005 11:52:39 -0500, Ron Natalie
wrote: The OBS has no meaning to a CDI when using a localizer. It's left or right of the localizer beam where "left and right" is defined as looking inward on the front course. It's only when the pilot's left and right is reversed (as they are looking inward on the back course) that things are "reversed." This is not true. The OBS ring has no effect on the needle, but it certainly has meaning. If the OBS ring is set to the inbound (only) localizer course, it can be interpreted exactly as the equivalent VOR course. |
#14
|
|||
|
|||
|
#15
|
|||
|
|||
|
#16
|
|||
|
|||
GPS indicators can reverse sense also.
|
#17
|
|||
|
|||
"Hilton" wrote in message newsQdDd.1923$ Or are you saying you can go fly holds and enter any which way you want? Hilton Any way you want. You choose. Just stay on the protected side and inside the protected airspace. |
#18
|
|||
|
|||
wrote in message ... On Thu, 6 Jan 2005 08:02:29 -0800, "C J Campbell" wrote: What in heck are you referring to? The CDI refers only to right or left of the course indicated by the OBS and the TO/FROM window. You have to know how to use the CDI when it appears to be reverse sensing. Here we go again. There ain't no such thing as "reverse sensing". I said "appears," or is your hot button really that sensitive? |
#19
|
|||
|
|||
|
#20
|
|||
|
|||
"Dave Butler" wrote in message news:1105029137.996075@sj-nntpcache-5... C J Campbell wrote: Be glad the FAA has not finished writing questions about modern technology. Eventually you are going to have to know things like when the GPS switches from "ARMED" to "APPROACH" modes and what the channel number is for on WAAS approaches. What's the channel number for on WAAS approaches? Thanks. From AIM 1-1-20 (d) "Flying Procedures With WAAS" 6. A new method has been added for selecting the final approach segment of an instrument approach. Along with the current method used by most receivers using menus where the pilot selects the airport, the runway, the specific approach procedure and finally the IAF, there is also a channel number selection method. The pilot enters a unique 5-digit number provided on the approach chart, and the receiver recalls the matching final approach segment from the aircraft database. A list of information including the available IAFs is displayed and the pilot selects the appropriate IAF. The pilot should confirm that the correct final approach segment was loaded by cross checking the Approach ID, which is also provided on the approach chart. |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
IR written Primary/Secondary instrument questions | Jeremy | Instrument Flight Rules | 35 | February 20th 04 11:02 PM |
Another Instrument written question.... | [email protected] | Instrument Flight Rules | 14 | October 29th 03 05:47 PM |
IFR written passed | Tune2828 | Instrument Flight Rules | 3 | August 12th 03 10:01 PM |
Thinking about getting my IFR rating - Written test programs???? | Grey Stone | Instrument Flight Rules | 6 | July 22nd 03 01:08 AM |