Captain
Final Approach
Ron:
I guess we're saying basically the same thing then. The only point we differ is the nano second AT the DA (which is actually an infinantly small point in time). I fly a crew where the PM is reading the altitude above...'1,000 above...500 above...200 above...100 above...minimums'. So I have a guy who is just outside and maybe that makes the difference. I don't think so. I'm thinking if I were by myself I'd be able to sneak a peek enough on the way down and then finally look up AT da and decide. If that puts me 3.6 micro seconds in violation of the FARs then I'm okay with that. I look, I decide, and I never take my time deciding. It's the DA and I either have it or not and act accordingly.
I'd guess most planes have restrictions on flaps when landing SE. Maybe even 'full flaps when landing is assured' or something like that when SE.
That's fine assuming performance isn't an issue. Granted if you're flying an ILS in a light twin or other small GA plane it's most likely not an issue. It is often an issue for me. I'm thinking F45 or KMYF are places where I really need full flaps on an ILS to get down and get stopped.
I guess we're saying basically the same thing then. The only point we differ is the nano second AT the DA (which is actually an infinantly small point in time). I fly a crew where the PM is reading the altitude above...'1,000 above...500 above...200 above...100 above...minimums'. So I have a guy who is just outside and maybe that makes the difference. I don't think so. I'm thinking if I were by myself I'd be able to sneak a peek enough on the way down and then finally look up AT da and decide. If that puts me 3.6 micro seconds in violation of the FARs then I'm okay with that. I look, I decide, and I never take my time deciding. It's the DA and I either have it or not and act accordingly.
I learned in the 310 that putting out too much drag on one engine on an ILS can seriously bite you in the ass. I was lucky enough to do all the multi training in an area with terrain and real imc.
I'd guess most planes have restrictions on flaps when landing SE. Maybe even 'full flaps when landing is assured' or something like that when SE.
I guess we'll have to agree to disagree. IME, I've found the transition from half to full flaps precipitate an undesirable temporary deviation from the GP no matter how hard I try to anticipate/avoid it. And when the visibility is on the low end of acceptable I feel much better about the rather minor risks associated with a half flap landing than the risks of chasing the glidepath close to the ground while fighting with visual illusions and mis-perceptions. In any case a partial flap landing isn't all that unfamiliar to me because I practice them on occasion.
That's fine assuming performance isn't an issue. Granted if you're flying an ILS in a light twin or other small GA plane it's most likely not an issue. It is often an issue for me. I'm thinking F45 or KMYF are places where I really need full flaps on an ILS to get down and get stopped.