To brief or not to brief...

ppragman said:
If the GS craps out go missed. I don't like changing horses in mid stream frankly.
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Roger said:
If I'm down to using time to find the MAP on an ILS gone to a localizer in the middle of my approach, and going missed at that point is not an option, I'm in deep doo-doo.
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No, what you do if the GS craps and the only way to find the MAP is time? That's what I'm saying. Maybe I didn't write it clearly.

You need to get to the point where you would have gone missed on an ILS. If you don't run time, you don't know where that is, and depending on the procedure (obviously if it's straight out a VOR radial it's not an issue), you need to be at that point prior to starting any missed since all the stuff is predicated on you being at that point in space.

No changing horses or any of that crap. Just basic airmanship.
 
Gotcha. Making sure you don't turn out early if you have to go missed after the FAF. Though in the planes I fly speed changes quite a bit when you initiate a missed approach climb, which means if you were to climb until time ran out then turn, you'd be only approximately in position. Also, we have GPS. (Yeah, I know, I'm a pansy and not a real pilot).
 
Im so glad to have read this thread.

Im pretty deep into my IR training now, and forget to start the clock on every other approach I do. I always just thought that we would go around if the DME or GS went out. I am still trying to hit it on every approach to please my II though.

Thanks!
 
bafanguy said:
:laff::laff::laff:

Well, the people sitting across the table from you at a hearing (when you got nailed for violating those ops specs) WILL know what your ops specs say.

That might be a bad time for you to repeat that statement.

Stuff like ops specs just come with the territory. :D
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You show me someone who knows every detail of their ops specs without referencing it, I'll buy you a beer.

I feel that the ops specs is there to be referenced, thats why its required to be in the plane when I fly.

Oh and I read that contact approaches are ok for me to do also.... with a few stipulations of course.:)
 
Roger said:
Gotcha. Making sure you don't turn out early if you have to go missed after the FAF. Though in the planes I fly speed changes quite a bit when you initiate a missed approach climb, which means if you were to climb until time ran out then turn, you'd be only approximately in position. Also, we have GPS. (Yeah, I know, I'm a pansy and not a real pilot).
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I'll bet you'd be closer than if you didn't run a clock...

And in the planes you fly how many knots are the difference? More for my curiosity.
 
Polar742 said:
I'll bet you'd be closer than if you didn't run a clock...

And in the planes you fly how many knots are the difference? More for my curiosity.
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20%. Normal ILS is flown 100 KIAS, missed approach climb about 80.
 
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