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....
No, you do not need to descend all of the way to the MDA if you have the required visibility to continue. In fact, I would recommend against it since it puts you awfully close to the ground while you are maneuvering to align with the runway. Why do that if you don't have to?
MDA stands for Minimum Descent Altitude, and is just that. The minimum.
As far as going missed, you would fly the missed approach in the same way because while you may have obstacle clearance where you are now, the missed approach procedure assumes that you fly it the correct way, and in this case you just have some extra padding since you started out higher.
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....
Runway 6 Circle Runway 1 Approach, cleared to land runway 1 If I fly the ILS (localizer and glideslope) until reaching circling minimums, especially in a category C or D airplane... that this is a circling approach so we will be operating below the MDA visually at some point on final anyway. If not, then it would be nearly impossible to land straight-in while flying most jets... approach, cleared to land runway 15 If you follow the step downs until the final approach fix (ZIGBU) you will be at 2,983 ft. above the runway (10,820 ft. MSL) with 2.9 miles to go (9.61 degree
you're free to fly higher if it's a particularly cold day. But have a look at LOCKI intersection, the final approach fix. That's at 1500 ft, not at-or-above. At -40, this will put you around 1100 ft above ground level. Although I don't see any obstructions that high during this segment of the approach, as far as I know instrument approaches are supposed to guarantee a 500 ft obstacle clearance, do...Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter
When coming in on an instrument approach at a nontowered airport, the approach/center controller will clear you for the approach and approve your frequency change to the CTAF. Once you're cleared for a particular approach and have changed frequencies, if you later decide you need to deviate from the planned approach (i.e. sidestep or circle instead of straight-in) do you need to get a revised clearance from the approach controller or is clearance for sidestep or circling implied?
A few times, when flying into SFO, me and my fellow passengers were informed that due to foggy weather one of two parallel runways there is closed, causing delays. So, a few questions: Why can only one runway be used during fog? During an instrument landing, if the instruments are precise enough to land the plane exactly in the middle of one runway, then surely they are precise enough to differentiate between two runways? Is this standard practice in all airports or something specific to SFO? Is there some minimum distance between parallel runways above which it is safe to keep them both
Let's say we have a Cessna 150 or some other lightweight two seater and no chance to land with head wind for whatever reason. We're trying to land with a constant tailwind of 7 knots. I would try to land as close to stall speed as possible to compensate the tailwind. So much for the theory. In reality, the wind is not constant. If I'm close to stall, dying wind will give me trouble. What's a general good approach for such situations? What configuration would you choose? If the runway is very long, one can just go faster. But often, runways are rather short.
the pilots get in? Is there some sort of manhole under the aircraft that can be opened to get inside with a sliding staircase or similar? Living in Africa, I have been to a couple of airstrips where these aircraft do land. Obviously all the airports had stairs but since we cope with some strange situations over here, the question came into my mind. What is the alternative should something go wrong...I see that big planes (for example B737, A319 etc and up) always need a staircase or a boarding tunnel in order for crew or passengers to enter the cabin since the position of the entry door is quite
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protect the president whilst in the air? I have heard of TFRs for "VIP in the area" reasons — is that for AF1? I am guessing that the aircraft identification is blocked, but wouldn't they still need... jet was close to Air Force One and was unresponsive to calls. "As we got over Gainesville, Fla., we got the word from Jacksonville Center. They said, 'Air Force One you have traffic behind you and basically above you that is descending into you, we are not in contact with them – they have shut their responder off.' And at that time it kind of led us to believe maybe someone was coming into us
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?