VOR final approach course not aligned with runway
Thread Starter
Joined: May 2012
Posts: 29
Likes: 0
From: US
Cool chart! Has tons of more details than Jeppesen. Surely the vertical path is very very important here. That’s why I can not agree with diving after FAF is always safe.
Actually they have RNP AR procedures there. Very easy and smooth to fly. All you need to do is having a cup of coffee, and let the airplane do all the job. However, it is too costly to get certified. So we have no choice but follow this last century tech guidance.
My type is G550 and G650. But both of them will be invalid next month. And our cooperate sim center is either shut down, or holding an out of date certification without anyone can go there to inspect. That means I will be semi-laid-off soon. What a tough time for all the aviators.
Actually they have RNP AR procedures there. Very easy and smooth to fly. All you need to do is having a cup of coffee, and let the airplane do all the job. However, it is too costly to get certified. So we have no choice but follow this last century tech guidance.
My type is G550 and G650. But both of them will be invalid next month. And our cooperate sim center is either shut down, or holding an out of date certification without anyone can go there to inspect. That means I will be semi-laid-off soon. What a tough time for all the aviators.
Last edited by chx230; 5th July 2021 at 08:37.
Joined: Nov 2010
Posts: 39
Likes: 1
From: titan
Ffs
Surely if you are visual and can remain so then why would there be a problem, just land the thing. I always thought the point of landing was to touch down somewhere where its safe, who gives a Monkeys if you followed the 7 degress Vor offset until the end, you can see what's there so use it. And yes I have landed in nepal alot of times and it's only difficult if you make it so.
Only half a speed-brake
Joined: Apr 2003
Posts: 4,459
Likes: 136
From: Commuting not home
So basically: If you're on an instrument approach, you should fly that. The procedure itself allows for neat track alignment.
Not a rule overly complex to remember.
Some discussion also available on the JFK VOR 22 thread, sure someone grabs a link quick.
Not a rule overly complex to remember.
Some discussion also available on the JFK VOR 22 thread, sure someone grabs a link quick.
Thread Starter
Joined: May 2012
Posts: 29
Likes: 0
From: US
avtur007
You will not say this if someone is checking your QAR for every single flight! And they DO care where did you touch down. They will warn you in 72 hours if you don’t land within 2000ft. Plus, they will monitor your speed, altitude, track, timing of configuration, taxi speed, G-load when touch down, etc. etc. Even the pith up rate during takeoff, should be within 2.5-3.5 degree/s. If you don’t operate within their standard, you will get in trouble. Our chief pilot was fired just because he triggered PULL UP but continued to land at Queenstown (NZQN), even though it was perfect VMC outside. Moreover, we don’t have a lot of flights during pandemic. So, everyone is keeping eyes on you when you fly out. And our boss is trying all his best to find a excuse to fire some one to save money. Nobody want get **** during this tough time.
Other than that, I do agree going visual is the easiest way. But I insist it is not always the safest way. If I have any doubt, I will find the regulation, and obey the regulation. Fly like a lawyer, not a cowboy. I think this is the best way to protect myself and my career during these days. That’s why I am asking here.
You will not say this if someone is checking your QAR for every single flight! And they DO care where did you touch down. They will warn you in 72 hours if you don’t land within 2000ft. Plus, they will monitor your speed, altitude, track, timing of configuration, taxi speed, G-load when touch down, etc. etc. Even the pith up rate during takeoff, should be within 2.5-3.5 degree/s. If you don’t operate within their standard, you will get in trouble. Our chief pilot was fired just because he triggered PULL UP but continued to land at Queenstown (NZQN), even though it was perfect VMC outside. Moreover, we don’t have a lot of flights during pandemic. So, everyone is keeping eyes on you when you fly out. And our boss is trying all his best to find a excuse to fire some one to save money. Nobody want get **** during this tough time.
Other than that, I do agree going visual is the easiest way. But I insist it is not always the safest way. If I have any doubt, I will find the regulation, and obey the regulation. Fly like a lawyer, not a cowboy. I think this is the best way to protect myself and my career during these days. That’s why I am asking here.
Last edited by chx230; 6th July 2021 at 02:28.
Thread Starter
Joined: May 2012
Posts: 29
Likes: 0
From: US
mmm345
Thank you so much mm345! It sounds very reasonable. However, I searched the whole ICAO 8168 and FAR, still can not find any specific clause concerning this. Still working on that
Thank you so much mm345! It sounds very reasonable. However, I searched the whole ICAO 8168 and FAR, still can not find any specific clause concerning this. Still working on that
Last edited by chx230; 6th July 2021 at 05:05.
Joined: Dec 2002
Aviation Qualifications: ATP+Mil
Posts: 3,983
Likes: 567
From: Where the Quaboag River flows, USA
avtur007
You will not say this if someone is checking you QAR for every single flight! And they DO care where did you touch down. They will warn you in 72 hours if you don’t land within 2000ft. Plus, they will monitor your speed, altitude, track, timing of configuration, taxi speed, G-load when touch down, etc. etc. Even the pith up rate during takeoff, should be within 2.5-3.5 degree/s. If you don’t operate within their standard, you will get in trouble. Our chief pilot was fired just because he triggered PULL UP but continued to land at Queenstown (NZQN), even though it was perfect VMC outside. Moreover, we don’t have a lot of flights during pandemic. So, everyone is keeping eyes on you when you fly out. And our boss is trying all his best to find a excuse to fire some one to save money. Nobody want get during this tough time.
Other than that, I do agree going visual is the easiest way. But I insist it is not always the safest way. If I have any doubt, I will find the regulation, and obey the regulation. Fly like a lawyer, not a cowboy. I think this is the best way to protect myself and my career during these days. That’s why I am asking here.
You will not say this if someone is checking you QAR for every single flight! And they DO care where did you touch down. They will warn you in 72 hours if you don’t land within 2000ft. Plus, they will monitor your speed, altitude, track, timing of configuration, taxi speed, G-load when touch down, etc. etc. Even the pith up rate during takeoff, should be within 2.5-3.5 degree/s. If you don’t operate within their standard, you will get in trouble. Our chief pilot was fired just because he triggered PULL UP but continued to land at Queenstown (NZQN), even though it was perfect VMC outside. Moreover, we don’t have a lot of flights during pandemic. So, everyone is keeping eyes on you when you fly out. And our boss is trying all his best to find a excuse to fire some one to save money. Nobody want get during this tough time.
Other than that, I do agree going visual is the easiest way. But I insist it is not always the safest way. If I have any doubt, I will find the regulation, and obey the regulation. Fly like a lawyer, not a cowboy. I think this is the best way to protect myself and my career during these days. That’s why I am asking here.
Thread Starter
Joined: May 2012
Posts: 29
Likes: 0
From: US
Sounds like a very poor “just culture” running around instilling fear instead of safety habits. I find it hard to believe, but not impossible, that a US operator would be using a FOQA program as termination tool. Yes, continued intentional violations must be dealt with but there needs to be due process.
Last edited by chx230; 7th July 2021 at 21:26.
