I have a question regarding this Missed Approach Procedure
Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed?
Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me
I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me
Textual description is also clear about that 360° If it 1.) why would they chart that 360° there?
The missed approach is a climbing right turn to the VOR and then hold while climbing to 3000 ft. The purpose of the 360 is probably to gain some altitude before entering the hold (someone with TERPS knowledge can address this). The MSA where the hold is is 2000' and you start the missed at 390'. The right turn will be protected starting at 390' wheras the hold is not, so you need to gain altitude before entering it. Part of the issue here is that you can fly any entry you want, so the protected airspace for a hold (which determines its minimum altitude) is a somewhat large area.
To fly it:
I have a question regarding this Missed Approach Procedure Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed? Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me Textual description is also clear about that 360° If it 1.) why would they chart
or VFR approach, or the appropriate missed approach procedure if we're on an instrument approach However, in the US, I often hear the pilot saying "going missed" when breaking off an instrument approach..., traffic pattern if visual, missed approach if on instruments), but doesn't say anything about the appropriate pilot phraseology. I couldn't find any reference in the AIM (chapter 4 section 2) either. (I also often hear just "missed approach", which I suppose would be appropriate when checking back in with approach, but not with the tower, although feel free to clarify that for me as well)
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)?
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane... and rotation about the y axis (so stated in the first book) Thereafter, I don't understand the procedure. 1st set of equations from book 1: second set of equations from source 2: book1: pg... serves as the starting point. What is the starting point or what are the principles used to derive these equations? If I know how to derive these equations for a very simple case, then I know I have
These are calculations which I use to know when to descend and the Rate: Multiply the ALT of feet to lose by 3 and $Groundspeed\div2\times10$ will give you your required rate of descent for a 3° glide slope. For example: FL350 to FL100 => 25,000 ft down $25\times3=75$, so start at 75 nm GS = 320 kts => $320\div2\times10=1,600$ => -1,600 fpm is your desired rate of descent. How do I calculate without using tangents for degrees, other than 3: 2,5; 4; 5 ...? In my last question I got it wrong, even though through math the answer was correct.
of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24...I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why
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?
StallSpin's answer on the recent question about VFR traffic patterns has got me thinking about the "Remarks" section of the Airport/Facility Directory. We are all taught in training to review the AFD entry for airports we intend to visit (part of FAR 91.103's "become familiar with all available information" requirement), and to comply with any restrictions noted - typically things like "no touch-and-go landings", "Standard traffic pattern required of all aircraft", "Prior Permission Required for jet aircraft", etc. Aside from it being The Right Thing To Do, and avoiding the possibility
STAR charts often have expected altitudes. For example: This is, of course, different from mandatory crossing altitudes, and it seems a STAR with only expected altitudes would be insufficient for ATC to issue a descend via clearance, though I could be wrong about the second part. Some charts say "VERTICAL NAVIGATION PLANNING INFORMATION" before the expected altitude, so my assumption is that these altitudes are strictly for planning purposes and allow a top of descent to be calculated. My questions are: When you enter the STAR in the the FMS, will it pre-populate the expected altitude
Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement. This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading