Search results

My last two posts was in reference to the planes ability to perform a missed approach with the weights given in the chart. For a landing, the structural limit of the Boeing 727-200 is 150,000 pounds. I'm sure the structural limits would be higher across the board if you take the passenger load...

Temp (c): -20 / 19 Climb WT: 209.1 / 190.0 I think I more or less figured it out with the six step process below: Its not exactly 195,000 pounds but its pretty close, which means I must be doing something right.

Does anybody know how to interpolate? The numbers below are from a runway analysis landing chart. In the instructions I was given, they somehow got 195.000 pounds as the approach climb limit with an outside air temperature of 8 degrees Celsius. What is the actual formula for getting this answer...

Hmm, I wonder what kind of adjustment s they will be making? They probably developed new surface friction technology or something.

Yeah the increased minimums requirement was the main reason why I asked. I wanted to be sure I got it right.

But isn't that how its done though? Don't they some kind of surface friction sensors to determine how slippery or dry the runways are? Is it all automated?

I don't think so. The only way this makes sense is if its saying that the pilot controlled lighting feature is no longer in service because that's what the negative D symbol means in the airport diagram of the IAP. Instead of it being pilot controlled they will be on continuously for the time...

I have another NOTAM question concerning inoperative approach light systems, particularly the ones below: So the first NOTAM says that the approach light system is out of service from 2016, Dec 28th, 1928 Zulu - 2017, Jan 31, 2100 Zulu. The second NOTAM however, seems to be saying that for...

Great, I'll check it out.

Hell, we had a fairly small class size and I was the one asking more than half the questions throughout. The class was moving fast, and they were trying to cram a minimum of six months of work in three less than months. Taking it all in now to how detail oriented this job really is, some would...

I see, well hot damn. I consider this thread to be a sort of "disaster averted" thing.

Yeah, I see that now. It says that you are going to climb to 1100 feet, then turn left and climb another 4,000 feet and intercept the DXO VOR on the 122 degree radial. Well, perhaps this is why 121 dispatchers are actually required by law to spend a minimum of five hours a year in a cockpit or...

Got it, thanks.

Yeah, I get it now. My confusion came from equating the VOR as THE CDI itself. It became crystal clear once I realized they aren't really the same thing. And here I am thinking I had a full understanding from reading that FAA information handbook we were given in the dispatch course. So what...

Ok, well that settles it then

I know they are separate receivers, but the way I understand it, is you can still shoot a localizer approach using a VOR receiver.........right? It makes sense based on what it says in the FAR AIM.

The FAA basically says that I can shoot the non-precision localizer approach with a VOR receiver on Runway 21L at Detroit Metro Airport shown below. This of course is also based on everyones explanation here and elsewhere. And like I said, ALL of Detroit Metro Airports approaches are either...

Oh, ok, I guess.

You two seem to be contradicting each other royally. The way I understand it now is simple. If you want to shoot a non-precision localizer approach, a VOR receiver would do just fine since the LOC and VOR frequencies are within the same range. If you want to tune into the glide slope intercept...

Got it Certain things weren't exactly explained clearly in the dispatch course. The circling minimum was barely touched upon, only the basic definition as you explain here.