If you do than have all 3 of those requirements, you should make the decision to go missed because you can not continue to descend below DA/MDA. You you are shooting an approach and the runway has either of these ALSs, you can continue below 100ft above touchdown zone elevation as long as you see those red terminating bars. Notice that only ALSF-1 and ALSF-2 have red terminating bars. If you look at Image 1, you can see all the approach lighting systems. The ALS allows you to descent below your DA/MDA, however you can only descend down to 100ft above the touchdown zone elevation, unless you see the red terminating bars. The Touchdown Zone or Touchdown Zone Markings JenniferAndrew7 Terms in this set (46) 91.103 FAR / AIM Preflight Action Preflight Action D - Delays & Notams W - Weather F - Fuel Requirements 91.167 A - Alternatives R - Runway Lengths T - Take off Data 91. You will need to see and identify at least one of the following runway environment visual references for the intended runway: You should have atlas the minimum visibility that is prescribed on the approach plate for the approach you are flying. The VDP helps find a point where you should start your decision to go around. Sometimes on a non-precision approach, the MAP puts you in a position to make a possibly steep descent to land. That could make the plane unstable and cause more hazards. You must be able to make a continuous descent to land on the intended runway with a normal rate of descent, using normal maneuvers.īasically you can’t chop and drop to create a super steep descent. You should not fly below your DA/MDA unless you have the following things: You must fly at an altitude that will allow The minimum safe altitudes are for flight with exceptions to taking off and landing. This regulation defines different altitudes for different scenarios that are considered safe. Minimum Safe Altitudes: General (FAR 91.119) Other airport information available for the airports you intend to land The Takeoff and Landing Performance information that pertains to your flight at each airport Runway Lengths at the airports you intend to land at Weather Reports and Forecasts during the time of flightĪny Alternate Airports available incase the flight can not be completed These things should include but are not limited to the following: The right and legal move is to land short of. If 6 HITS isn’t logged within 12 cal months, you will need an Instrument Proficiency Check (IPC)īefore you fly, you should make sure to become familiar with all information available that pertains to the flight. Perhaps demonstrating restraint, the FAA replied that the pilot is always responsible, citing 91.3 and 91.103. If 6 months has passed, you can do you 6 HITS with a safety pilot under simulated conditions Intercept & Track courses through the use of electronic navigation System TheMoffitt project was the first to go before the newly created Community Benefits Advisory Council. In the last 6 calendar months you have logged (actual or simulated): Recent Flight Experience: Pilot in Command for Instrument (FAR 61.57) This information must include- (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC (b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information: (1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein and (2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.Instrument Rating Requirements (FAR 61.65) Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.
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