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#1
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How do I fly this approach?
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. |
#2
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How do I fly this approach?
Why would you fly 12 miles from the VOR and then turn around to go back out
and intercept the 19 DME arc? V187 does not appear to be depicted on the approach plate. What was the IAF? Your best answer to this question would be to get a PPL, and then and IR with a competent instructor, who could easily answer the questions. Otherwise, why start another ridiculous discourse when you blatantly are announcing your naivete to the world? |
#3
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How do I fly this approach?
Viperdoc writes:
Why would you fly 12 miles from the VOR and then turn around to go back out and intercept the 19 DME arc? V187 does not appear to be depicted on the approach plate. What was the IAF? I was already inside the 19 DME arc while I was still trying to figure out what to do next. The MSA was 4300, and I saw that the arc was 4000, so I flew back out to the arc to descend to 4000, since I figured terrain clearance would be guaranteed along the arc but not elsewhere. I saw three IAFs, one at the PEN NDB, and two at either end of the DME arc. I wasn't sure if I was supposed to go all the way to the IAF at the end of the arc to use it. V187 isn't marked on approach plates. It's on the en-route charts and sectionals. AST is on the airway, and I was coming from OLM, also on the airway. Your best answer to this question would be to get a PPL, and then and IR with a competent instructor, who could easily answer the questions. That would be tremendous overkill, extremely time-consuming and expensive. I was hoping someone here would be able to help. It's a bit like suggesting that one become a surgeon in order to learn the effects of aspirin. |
#4
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How do I fly this approach?
That would be tremendous overkill, extremely time-consuming and expensive. I was hoping someone here would be able to help. It's a bit like suggesting that one become a surgeon in order to learn the effects of aspirin. You seem to forget that the purpose of approach plates is to help do instrument approaches while flying an airplane. Yes, it can be time consuming and expensive, but it's the price of actually flying. Surgeons in general don't use a lot of aspirin, but of course that's another subject about which you know little. |
#5
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Troll alert
Warning - troll alert.
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#6
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Troll alert
Yes, here we go again- he will start arguing how people with instrument
ratings that are actually pilots don't know the answers, or he will tell us why we are wrong. Anthony is so boringly predictable, yet some do gooder will either defend him or try to provide an honest answer, and then it's off to the races. |
#7
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Troll alert
Viperdoc wrote:
Yes, here we go again- he will start arguing how people with instrument ratings that are actually pilots don't know the answers, or he will tell us why we are wrong. Anthony is so boringly predictable, yet some do gooder will either defend him or try to provide an honest answer, and then it's off to the races. It will be difficult for him to rationalize his way out of this one. |
#8
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Troll alert
On Sun, 15 Mar 2009 19:08:50 -0500, Viperdoc wrote:
Yes, here we go again- he will start arguing how people with instrument ratings that are actually pilots don't know the answers, or he will tell us why we are wrong. Anthony is so boringly predictable, yet some do gooder will either defend him or try to provide an honest answer, and then it's off to the races. Of course your incessant posting in his threads is OK dokey. **** you and your hypocritical horse you rode in on. -- http://tr.im/1f9p |
#9
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Troll alert
On Mar 21, 5:39*pm, Dan Camper wrote:
On Sun, 15 Mar 2009 19:08:50 -0500, Viperdoc wrote: Yes, here we go again- he will start arguing how people with instrument ratings that are actually pilots don't know the answers, or he will tell us why we are wrong. Anthony is so boringly predictable, yet some do gooder will either defend him or try to provide an honest answer, and then it's off to the races. Of course your incessant posting in his threads is OK dokey. **** you and your hypocritical horse you rode in on. --http://tr.im/1f9p Probably more hypercritical than hypo, but MX does manage to bring out the worst in some people regarding aviation related issues. He manages to inspire the internet equivalent of road rage, it's his gift, a skill that is augmented by extensive practice. I heard Homi Bhabha (look him up, it's worthwhile) recently give a lecture titled "Also, I Know That a Man Can Become of an Incredible Wickedness Very Suddenly". MX is a catayst (Viper, think of him has an enzyme!) in that reaction. |
#10
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Troll alert
Public discussions of a troll are as satisfying to him as argument.
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