Hitting trees is bad....mmmmmkay?

Right before I left the MD-88/90, my captain (Yes, "MY" @mikecweb) was getting a little low, on short final, shooting a visual.

So I just started saying "Prang, prang, prang"

"What's that?"

"Thats the sound of the mains clobbering the approach light system"

Well, I guess you have to be there.
 
mshunter said:
Yes, but visibility is controlling. So now was this 91, or something else (135/121 needs vis to start the approach)? And how would he justify landing out of an approach that was reporting 1/4 mile when 1 mile is required?

If the vis is below, for me at least, the requirement listed in the approach, I'm going to bail to an alternate unless there is exceedingly rare circumstances. And I just can't see how a King Air couldn't make the climb gradient. Something is amiss here.
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*scratching head* "Well Mr. FAA Inspector Man, I picked up the REIL's just inside of NUCIL so inflight visibility must have been a mile plus. Not sure why the METAR was showing less, it looked fine to me." *trying to jam pitot tube back into bracket*
 
milleR said:
*scratching head* "Well Mr. FAA Inspector Man, I picked up the REIL's just inside of NUCIL so inflight visibility must have been a mile plus. Not sure why the METAR was showing less, it looked fine to me." *trying to jam pitot tube back into bracket*
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"Well, that's nice Mr. F90 pilot, but the front did fall off. In the tree. That's below MDA."
 
Derg said:
Right before I left the MD-88/90, my captain (Yes, "MY" @mikecweb) was getting a little low, on short final, shooting a visual.

So I just started saying "Prang, prang, prang"

"What's that?"

"Thats the sound of the mains clobbering the approach light system"

Well, I guess you have to be there.
Click to expand...
"Whoop whoop!!"
 
milleR said:
*scratching head* "Well Mr. FAA Inspector Man, I picked up the REIL's just inside of NUCIL so inflight visibility must have been a mile plus. Not sure why the METAR was showing less, it looked fine to me." *trying to jam pitot tube back into bracket*
Click to expand...

Or, bail to the next choice, and avoid having to explain yourself to the "police" all together.

I'll never get why people do this stuff. Just a difference of opinion I guess. But if the vis shows that I probably can't get in, I'm not going to even waste my time.
 
deadstick said:
"Well, that's nice Mr. F90 pilot, but the front did fall off. In the tree. That's below MDA."
Click to expand...

b4e178b3bb77bfeaddd0285be8edf97d.jpg
 
mshunter said:
Yes, but visibility is controlling. So now was this 91, or something else (135/121 needs vis to start the approach)? And how would he justify landing out of an approach that was reporting 1/4 mile when 1 mile is required?

If the vis is below, for me at least, the requirement listed in the approach, I'm going to bail to an alternate unless there is exceedingly rare circumstances. And I just can't see how a King Air couldn't make the climb gradient. Something is amiss here.
Click to expand...
Flight visibility versus ground visibility.
 
CoffeeIcePapers said:
Flight visibility versus ground visibility.
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That only works for starting an approach 91. But you still have to explain yourself if something like this happens, even if you say you have the field in sight, 91/135/121.

Go ahead, you can do it. I'm going to bail at least 99 out of 100 times.
 
If he was there 5 yrs ago, probably. Not sure -- names and faces, etc. But I believe that's the name my friend mentioned when he was giving me the info.
 
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