Let's say that we're directly west of
CATLI and have been cleared direct
CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix.
CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to
ZAMGI upon arrival at
Press the OBS button to put waypoint sequencing into suspend, as indicated by the green "SUSP" appearing over the OBS button.
Let's say that we're directly west of CATLI and have been cleared direct CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix. After crossing CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to ZAMGI upon arrival at CATLI?
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?
I'm learning ATC and one question is worrying me.. How do I tell a pilot to exit a hold and continue inbound... Eg: pilot has entered hold and done one orbit. and started the second, and I want the aircraft to turn again 180 degree on inbound. Basically how do I tell an aircraft to break out the stack, and continue flight plan.
At least where I fly, most instrument approaches now use a Hold In Lieu of Procedure Turn (HILO). The "full procedure" now consists of a turn in the hold before proceeding inbound. In the example above (click to embiggen), if a pilot is northeast of EYWOK and receives the following clearance from Seattle Approach: Cessna 123AB, proceed direct EYWOK, maintain 3000 until established, cleared for the ILS Yankee approach at Paine Field. Are they required to fly the course reversal, or can they proceed inbound on the final approach course immediately upon reaching EYWOK and fly direct
On this approach plate, the holding pattern shown is depicted for a missed approach: However, in the notes, it says to Descend to 6000 in holding pattern. even though you should only climb to 4700 feet, according to the missed approach procedure: Climb to 3000 via 166° bearing then climbing left turn to 4700 direct DUT NDB/DME and hold. What does the note actually mean (especially since it seems to be implying you would be higher than 6000 on the missed approach procedure)?
on the ground/view of rwy)? c). other? BTW: I did read How do you request a "pop up" IFR clearance? . In my scenario I have the time to call FSS, there is no emergency, I'm on flight following... to file one way or another. Approach is busy, but not overwhelmed. What is the best way to handle this situation on the radio? I have the ATIS, picked an approach and have a squawk code (advisories): a). do I ask approach directly for the IFR clearance, and what is the officially sanctionned phraseology? Also: do I have to cancel IFR when I’m on the ground/see the runway i.e. is the clearance
This is a snippet from the KESC RNAV 36 approach. It's a real procedure, I didn't photoshop it except to add highlighting. Let's say I was in the position that the blue aircraft is in (roughly 10 miles from WOKOL bearing approximately 320), and I had been cleared to WOKOL for the RNAV 36. I am assuming ATC did not explicitly tell me to do a procedure turn. What am I supposed to do when I get to WOKOL? The plate says NoPT, which is obviously a mistake. Do I still fly the course reversal? Do I whip into a 150 degree left turn over WOKOL as illustrated? Here are some relevant passages
I recently had the opportunity to fly a PAR approach into Büchel Airbase in Germany. It was a ton of fun and I'll definitely try it again when I get the chance. However, as we were getting set up for the approach I received the following call (callsign) request heading It caught me off guard, and it took a while but I eventually interpreted it as "say heading" and gave him my current heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot
I have some questions about circle-to-land approaches. If we have the runway in sight above MDA, do we need to continue to descend to MDA on downwind? Can we just keep fly like a traffic pattern until abeam aiming point and then start the descent? Similarly, If during circle to land approach we lose the runway on downwind but we are above MDA, do we need go missed still toward to the runway? Since we are above MDA we should still have obstacle clearance....