*garbled* Go Around!

minitour said:
What if the moon were made of cheese?

No seriously, if you're on a converging ILS what are the chances that ATC gives you a climbing turn on a go around? You're probably going to fly the published missed approach until TRACON can figure out what to do to you.
Click to expand...

That's the whole point, you heard a blocked call sign and go around, you would be better off continuing the approach. Don't assume.

Then you should probably avoid going into the biggest airports in the country. Lots of planes on final simultaneously and/or in position/taking off. Sometimes people get confused and think the transmission is for them.
Click to expand...
I dont have a problem going into the busiest airports in the country, I have a problem when someone assumes a call was for him, acts first, and thinks later.

You're willing to bet your life on that? I'm not. I've seen ATC screw up. Funny thing is that when ATC messes up, the pilot dies. When the pilot messes up, the pilot dies.

...I don't play that game.
Click to expand...
Guess what when a pilot screws up and assumes (there it is again) a call was for him and turns into another approach course, hes gonna kill another pilot.

Like it or not, we're all playing the game; So please try to remain calm and keep from trampling on everyone else on your way out of the airspace.

Could have been something else. That was just one possibility. The garbled transmission could have been anything.
Click to expand...
Right, could have been something else, but that was your reason for going around.

You're right about the transmission also. Could have been anything, so why are you so quick to make a decision based on assumptions? (damn that word again)
 
Well, you got 600' feet or so before you descend to ILS minimum. I would continue and ask tower again. :p
 
Orange Anchor said:
Off thread.. where did you do your CJ training? How do you like the little bird?
Click to expand...
Well my "initial" SIC training was yeeeeeeeeeears ago in the plane (a Cj3) and only served to check the boxes required by 61.55.

My "requalification" SIC training was in March in the plane (a Cj2) and was pretty much the same thing, but I had acquired a few hours in the 3 and the 2 isn't a whole lot different (other than the FADEC thing and speeds really) so it was okay.

My "initial" PIC training was in May at FSI MCO. I felt the ground training was average at best and the simulator training was fantastic. I told the instructor from day one in the sim that I really wanted to see what the sim could do to me. Obviously he had to check boxes, but as long as we had extra time I wanted to have kind of an overload of abnormal/emergency situations. After about the 4th day of killing me, we switched it up to more real world scenarios which was fantastic. Overall a good experience, if a bit pricey for the end product...but hey, I wasn't paying the bill. When I go in for my .297, I've heard it's going to be at Simuflite in their Cj3 sim with Cj2 differences. That's in November or December...so we'll see. We're still trying to get new profiles/checklists by the POI and he seems to be taking his good ole time.

I like the plane. Ours is a bit of a mx pig it seems. I don't remember the Cj3 I flew ever being down this much, but I think a lot of that comes from the aircraft manager preferring to wait on anything he can. So for example, when they were replacing our TA servo last time in mx, they found that an O ring in the right gear strut was wearing. They wanted to put a loaner on it and send us on our way. He wanted to wait until the next gear inspection. So the next gear inspection came up and instead of being in/out in a day (with the swap to the refurb'd strut), we were in mx for 4 days waiting for the strut to be finished. Stuff like that.

Performance is okay. Short field performance is obviously fantastic and I've learned how to fly it so we actually see the barber pole at 410-450. Flying with the boss-man we'd see maybe .65-.67. I find that climbing a little faster (IAS/mach) out of about 290 helps to keep the speed up at cruise.

We did an idle descent from 450 the other day when we were 45 miles from the field and the "FO" kept telling me we'd never make it. Entered the downwind on speed, configured on the profile and it was perfect...the boss-man just doesn't do stuff like that. So now that I've been cut loose, I'm really enjoying the airplane. Obvioulsy flying safely within the limitations of the aircraft and company procedures...but right up at those limitations at times. We're finally making the time quoted on our leg lengths.

The only thing I really don't like about our bird is our BOW is pretty heavy. We can only take about 1100# in the cabin before we're at MZFW, so I'm limited to 4-5 pax at most if they have few bags. Lots of bags and it's not good. A friend of mine knows someone that has filled the baggage area and filled the seats and gone TEB-MIA and back before...but I refuse to do crap like that. It just isn't worth it. If they want that big of a plane they can book the hawker.

Other than that, no complaints. It's actually easier to fly single pilot than the caravan was, IMO...or the baron...and definitely easier than the chieftain or Seneca I get to fly. A lot less going on.

-mini
 
I think it would be safest to continue as well. TCAS means you have a good idea of what's in front of you. In 200' you'll break out of the clouds, you'll still be 600' above the ground which is perfectly fine for a go-around if there's a disabled plane on the runway when you break out.

You didn't say which ILS you were doing, but if you're doing the 36, you're not going to have a picture of what traffic is 90* to your left until well into your climbing turn.

Under these circumstances I'd rather continue an approach knowing I maybe was supposed to be doing a left turn than doing a left turn in IMC in the terminal environment and maybe supposed to still be on the approach.
 
I would continue until clarified with tower... if I can see the runway at 600 feet then I continue until the last possible minute to go around if not able to contact tower in all that time. With 2 miles vis you may not be able to see the hazard downfield, so if no one else has confirmed the missed, and twr freq has been too busy, I would go around. Of course this is while I sit at my desk, and not having monitored the last 5 minutes of communications building my mental picture of the traffic in the area. At 200 feet I do the published missed anyway.
 
In the aircraft that I have flown, I would probably continue. One thing that would factor into the equation (since all my time is in little, slow stuff) is whether or not I had an airliner on my butt and had been asked to keep my speed up. If I know that there is someone behind me overtaking, and the heading makes sense to get me out of their way without crossing final for 4 more runways, and I have no way of getting a word in edgewise, I might decide that it makes sense to follow the instructions. But most of the time I think I would keep going until I could verify with tower. If they really need the go-around, they'll find a way to get the message across, even if they have to tell everyone on frequency to be quiet.
 
Stay the course wait for clarification.

At 800ft AGL you have 600ft till the DH anyway. Assuming an approach speed between 130-150 kts you are descending between 600-750 fpm. You have about a minute till you must decide any way. Why not use it? I would assume you have TCAS considering this scenerio was brought up in the 121 environment and you are flying a part 25 plane. Don't be impulsive! Why be impulsive?

How was Fonzy????:cool: Thats right be like Fonzy!!!
 
You must log in or register to reply here.
Back
Top