Comments on: Re: Re: IFR approaches and uncontrolled fields http://www.foraviators.info/re-re-ifr-approaches-and-uncontrolled-fields Wed, 08 Feb 2012 14:29:57 +0000 hourly 1 http://wordpress.org/?v=3.3.1 By: admin http://www.foraviators.info/re-re-ifr-approaches-and-uncontrolled-fields/comment-page-1#comment-7 admin Sat, 07 Nov 2009 18:41:25 +0000 http://www.foraviators.info/re-re-ifr-approaches-and-uncontrolled-fields#comment-7 This is why you are required to look out the window whenever in VMC <br /> regardless of weather you are flying under IFR or not.  Your article <br /> somehow blames VFR traffic, flying in the established and required <br /> by regulation traffic patterns at uncontrolled airports for not <br /> giving way for practice IFR approaches.  This is extremely unreasonable. <br /> The reason control zones exist is to provide for safe arrivals of <br /> IFR traffic like this.  When the control zone is not below VFR <br /> miniums, it's incumbant on the IFR pilot to make a safe and sane <br /> approach to the field.  Why should VFR operations shut down on a <br /> "clear weekend day" because someone wants to practice on the ILS. <br /> <p>-Ron <br /> </p> This is why you are required to look out the window whenever in VMC
regardless of weather you are flying under IFR or not.  Your article
somehow blames VFR traffic, flying in the established and required
by regulation traffic patterns at uncontrolled airports for not
giving way for practice IFR approaches.  This is extremely unreasonable.
The reason control zones exist is to provide for safe arrivals of
IFR traffic like this.  When the control zone is not below VFR
miniums, it’s incumbant on the IFR pilot to make a safe and sane
approach to the field.  Why should VFR operations shut down on a
"clear weekend day" because someone wants to practice on the ILS.

-Ron

]]> By: admin http://www.foraviators.info/re-re-ifr-approaches-and-uncontrolled-fields/comment-page-1#comment-6 admin Sat, 07 Nov 2009 18:41:15 +0000 http://www.foraviators.info/re-re-ifr-approaches-and-uncontrolled-fields#comment-6 (the thread evolved to a discussion of IFR approach position reports and <br /> the frequent inability of VFR pilots, especially students, to comprehend <br /> the IFR position....such as "over outer marker.").... <br /> <p>One of the local airports here, Butler, PA:  a) has no tower, b) has a <br /> lot of students and c) has an ILS that is downwind to the prevailing <br /> wind.  When the instrument students are doing practice approaches on a <br /> clear weekend day....the airwaves are repleat with "....Cherokee <br /> 23J....breaking approach for climbing traffic..." <br /> </p><p>To my mind...the best line of defense is with the CFIs and CFII's. <br /> Primary students and instrument students should both be made aware of <br /> this situation and given coping skills.  This is one of those times <br /> where FAA "test criteria" and "required skills to be demonstrated"  is <br /> an insufficient basis of knowledge for safe flying. <br /> </p><p>A related problem is pilots flying accross ILS pathways at cardnal <br /> approach altitudes.  In this area pilots frequently fly thru the Latrobe <br /> ILS at 4,000, the first segment altitude, enroute from west to east to <br /> Johnstown. <br /> </p><p>J. Dunkle <br /> </p> (the thread evolved to a discussion of IFR approach position reports and
the frequent inability of VFR pilots, especially students, to comprehend
the IFR position….such as "over outer marker.")….

One of the local airports here, Butler, PA:  a) has no tower, b) has a
lot of students and c) has an ILS that is downwind to the prevailing
wind.  When the instrument students are doing practice approaches on a
clear weekend day….the airwaves are repleat with "….Cherokee
23J….breaking approach for climbing traffic…"

To my mind…the best line of defense is with the CFIs and CFII’s.
Primary students and instrument students should both be made aware of
this situation and given coping skills.  This is one of those times
where FAA "test criteria" and "required skills to be demonstrated"  is
an insufficient basis of knowledge for safe flying.

A related problem is pilots flying accross ILS pathways at cardnal
approach altitudes.  In this area pilots frequently fly thru the Latrobe
ILS at 4,000, the first segment altitude, enroute from west to east to
Johnstown.

J. Dunkle

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