Very few places still have PAR, and the ones that do are military bases (though they very well may let you fly it).
It can help to think of ASR as nonprecision and PAR as precision.
That is an excellent way to consider them. Lateral vs lateral and vertical guidance.
They are aviation regs. They take at least 4 scrolls.Goodness. Was that presented on two scrolls, or chiseled into stone tablets?
TIL!
This is a radar approach, so the request goes to Approach Control. There are many towers without approach radar, and since it is a bit intensive for the controller, a busy tower controller could not do that as well as controlling other traffic.
Don't feel bad. I do not really remember my first solo, in 1978, in a C140. I do remember the first time I flew a nose wheel airplane, 1979 or 80. It was in Hawaii, C150, with a close family friend that was also an instructor, he was quite a character. He flew the Hump in WWII and was a pilot for Continental Airlines. We flew from Honolulu to Dillingham and Lin got out, with my student certificate, and told me to go around the field 3 times.
No memory required. You have the signatures or you dont.
Did they verify the signatures against authorized signatures on file?
Pueblo (KPUB) is heavily used by the USAF Academy and the IPT program, but they stopped doing PAR years ago. I planned my long instrument XC to include the PAR there. When we got nearby, tower told me no more PARs. bummed.
Every takeoff I’ve ever done - so I guess I did latch on to it in a way
I don't remember my first solo either. But a first solo cross country with a route in the opposite direction as the dual, getting lost on the first leg, com failure on the second leg to a towered airport, diverting to an nontowered airport to avoid the need for light gun signals, thereby being late enough to have initial lost aircraft inquiries started? You bet I remember! I can still give you a lot of detail 33 years later.
No, most people don’t do this as first solo because most people learn at uncontrolled airports.
I guess I count myself as lucky then, having done a few into Langley AFB back when working on my instrument rating (low approach only, not cleared to land). I remember them being a joy to fly and pretty easy....just do what he said... controller did all the work!
I remember the airplane performing really well, and doing my best landings to date on my first solo (Cessna 140.)
AT THE TIME, it was highly recommended to do so. And FBOs expected to be asked.
You will only find them at military airfields.
How long ago was this? Just trying to figure out if it was actually allowed at the time.
Not quite "anything". There's that funny 61.59 with the revocation penalty.
And I would think that the more “anythings” one adds, the closer the scrutiny will be when qualifying an applicant for a checkride, as there’s more to distract from the documentation of regulatory requirements.
I’ve heard that same story about twins, Bonanzas, and taildraggers.
My least favorite story was a kind of the opposite. The pilot decided it was no longer necessary to log solo after his private, forgetting that he needed it for his commercial. Got rejected by the DPE who would not accept him identifying the qualifying flights and updating his logbook. Poor guy was so disillusioned he gave up flying.
Mark, I really don't think I understand this. That should be caught by the CFI long before the checkride, and the edits made. I know that of the Commercial students I've had, roughly 100% were in exactly the situation, and had stopped logging solo time. Heck, some paper logbooks don't even have a solo column.
