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#1
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Contact Approach
Being from Texas, and flying mostly in the Midwest and South, I have never
asked for nor had any need for a contact approach. If I see the runway I tell the controller, and he gives me a visual. In fact, I can't remember ever hearing a contact approach requested around here. Then, I whenever I fly into the Northeast and I hear contact approaches being requested regularly. Why is the contact approach used so much in the Northeast? |
#2
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"Gene Whitt" wrote in message ink.net... Here's the rest of the story. The C-150 departed Concord, CA about eleven p.m. and flew to the Sacramento area only to find that all the airports in the valley were covered with fog. This was about 15 years ago. At that time Travis also had a GCA approach but most likely the specialists required were not on duty. They returned to Concord and were unable to land. They were sent to Oakland but were unable to land there, as well. They went back to Travis. On that same evening a Navy A-7 had attempted to shoot the ILS there and in the process succeeded in taking out the approach light system. The pilot in command decided to try making a spiral down to the airport. and lost control in the process. The victims, according to autopsy had been recently smoking weed. A few weeks after the accident I had occasion to call Travis, and popped the question to the specialist as to why they had not sent the aircraft to Angwin nearby at 1800 feet. The response was that Angwin had no reported weather. Slince that time I have made it a point to make night landings at Angwin as a part of my training program. So how did you conclude that "ATC cannot even send you to a known VFR airport that has no weather reporting." from that episode? |
#3
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On Mon, 14 Feb 2005 04:53:59 GMT, "Russ MacDonald"
wrote: Being from Texas, and flying mostly in the Midwest and South, I have never asked for nor had any need for a contact approach. If I see the runway I tell the controller, and he gives me a visual. In fact, I can't remember ever hearing a contact approach requested around here. Then, I whenever I fly into the Northeast and I hear contact approaches being requested regularly. Why is the contact approach used so much in the Northeast? We're smarter than Texas pilots? |
#4
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On Mon, 14 Feb 2005 05:26:54 GMT, "Gene Whitt"
wrote: The pilot in command decided to try making a spiral down to the airport. and lost control in the process. The victims, according to autopsy had been recently smoking weed. A few weeks after the accident I had occasion to call Travis, and popped the question to the specialist as to why they had not sent the aircraft to Angwin nearby at 1800 feet. The response was that Angwin had no reported weather. Slince that time I have made it a point to make night landings at Angwin as a part of my training program. Gene Whitt Well, he probably was simply stating that sending them to Angwin might have been considered a waste of time and fuel, since they had no way of knowing whether they could get in there. This is different from stating that ATC won't mention nearby airports simply because they have no weather reports. Furthermore, insinuating that ATC was at fault for an accident involving marijuana and a pilot who did not have the skills to make a descending spiral on instruments, is a bit harsh, in my opinion. |
#5
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"Russ MacDonald" wrote in message news:H9WPd.18600$uc.8876@trnddc05... Being from Texas, and flying mostly in the Midwest and South, I have never asked for nor had any need for a contact approach. If I see the runway I tell the controller, and he gives me a visual. That's not sufficient, a visual approach requires VFR conditions. |
#6
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On Mon, 14 Feb 2005 04:53:59 GMT, "Russ MacDonald"
wrote: Being from Texas, and flying mostly in the Midwest and South, I have never asked for nor had any need for a contact approach. If I see the runway I tell the controller, and he gives me a visual. In fact, I can't remember ever hearing a contact approach requested around here. Then, I whenever I fly into the Northeast and I hear contact approaches being requested regularly. Why is the contact approach used so much in the Northeast? Probably because we don't meet the requirements for a visual approach which, in addition to having the airport or preceding traffic in sight, also require reported weather at the destination airport of at least 1000/3. Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA) |
#7
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"Ron Rosenfeld" wrote in message ... Probably because we don't meet the requirements for a visual approach which, in addition to having the airport or preceding traffic in sight, also require reported weather at the destination airport of at least 1000/3. That's not a prerequisite for a visual approach clearance. The controller must ensure that weather conditions at the airport are VFR or that the pilot has been informed that weather is not available for the destination airport. 1000/3 would be needed only at an airport in a surface area. |
#8
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"Steven P. McNicoll" wrote in message k.net... "Ron Rosenfeld" wrote in message ... Probably because we don't meet the requirements for a visual approach which, in addition to having the airport or preceding traffic in sight, also require reported weather at the destination airport of at least 1000/3. That's not a prerequisite for a visual approach clearance. The controller must ensure that weather conditions at the airport are VFR or that the pilot has been informed that weather is not available for the destination airport. 1000/3 would be needed only at an airport in a surface area. Where does the 1000 come from? |
#9
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On Mon, 14 Feb 2005 09:57:55 -0600, "Stan Prevost"
wrote: "Steven P. McNicoll" wrote in message nk.net... "Ron Rosenfeld" wrote in message ... Probably because we don't meet the requirements for a visual approach which, in addition to having the airport or preceding traffic in sight, also require reported weather at the destination airport of at least 1000/3. That's not a prerequisite for a visual approach clearance. The controller must ensure that weather conditions at the airport are VFR or that the pilot has been informed that weather is not available for the destination airport. 1000/3 would be needed only at an airport in a surface area. Where does the 1000 come from? Uh oh. Here we go... |
#10
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"Stan Prevost" wrote in message ... Where does the 1000 come from? From FAR 91.155(c). § 91.155 Basic VFR weather minimums. (c) Except as provided in §91.157, no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet. |
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