Straight-In approach legality

Blackhawk said:
... and option C is to turn left, enter the upwind for runway 33 and make a normal left hand pattern. Again, read my last paragraph. I don't work for a FSDO, I'm not going around telling pilots how they have to fly the circling approach. Personally I don't really care as long as you are safe and don't interfere with other traffic. I am telling you that if the wrong FSDO gets wind of you doing a right pattern you may face enforcement action. And they will ask you why you did not chose option C and comply with the FARs.
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That would be, perhaps, a better way to do it.
I understand why you're saying what you're saying, but I guess what I (as well as many of the others in this thread) am confused about is why there are FAA guys with such a bee up their butt about this particular FAR (especially the guys that violated people for making a RH turn to a straight in) when I think we all know that there are bigger fish they should be frying.
 
Roger Roger said:
That would be, perhaps, a better way to do it.
I understand why you're saying what you're saying, but I guess what I (as well as many of the others in this thread) am confused about is why there are FAA guys with such a bee up their butt about this particular FAR (especially the guys that violated people for making a RH turn to a straight in) when I think we all know that there are bigger fish they should be frying.
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You're preaching to the choir. I've seen some pilots get away with outlandish stunts, and they concentrate on this.
 
Hmmm. Reference making right turns after an instrument approach. Came across this while looking for other stuff:
"The use of "must" in sections 91.126(b)(l) and 91. 126(a) do not permit a pilot's discretion
in determining in which direction to make turns when approaching the airport. Section
91.126( a) provides an exception to the requirement to make turns to the left if authorized or
required by air traffic control (ATe). This exception permits a pilot to request clearance to
make right hand turns under these circumstances. However, the regulation does not obligate
ATC to grant such a request."
http://www.faa.gov/about/office_org.../interpretations/data/interps/2009/Murphy.pdf
 
At least 4 nm has been established for a long time. I am quite sure that there was a legal interp on that at one time, but it is not on the FAA site. It involved 91.89, so it's fairly old.
 
seagull said:
At least 4 nm has been established for a long time. I am quite sure that there was a legal interp on that at one time, but it is not on the FAA site. It involved 91.89, so it's fairly old.
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It arises out of two NTSB decisions involving Alaska Airlines. The later one is here: http://www.ntsb.gov/alj/O_n_O/docs/AVIATION/3523.PDF (The earlier one isn't on the NTSB site.)

Whether the case establishes a hard line of 4 miles or bases the distance on the overall situation is open to interpretation.
 
MidlifeFlyer said:
It arises out of two NTSB decisions involving Alaska Airlines. The later one is here: http://www.ntsb.gov/alj/O_n_O/docs/AVIATION/3523.PDF (The earlier one isn't on the NTSB site.)

Whether the case establishes a hard line of 4 miles or bases the distance on the overall situation is open to interpretation.
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I cannot find any interps, but I do specifically recall working this issue about 20 years ago that 4 miles is what we got. There is an interp for the old regulation, just not online. From that, we actually have the 4 nm as the criteria in our FOM.
 
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