Have you ever seen a DP with a "(do not climb above ####)" in the text? Not just a maximum altitude, but that warning in the parentheses like that.
How do you suggest it be communicated?
Maintain 2000. That says what it says. Like countless other DP's. "...maintain 2000 (do not climb above 2000)..." I'm talking about the extra warning in the parentheses. Never seen it before. Have you? I ain't saying it's a bad idea. They've obviously had some adventures there in the past. Maybe they should put a picture of a plane at 3000 in the Planview with a skull and crossbones.
Unless you're Martha Lunken.
In the real world, my gear legs protecting my back from impact is preferable. YMMV.
As would destabilizing an instrument approach with s-turns.
True, but the Triangle T is in the left lower corner. A lot of avenues for discussion on what appears to be a very simple SID.
The "T" (FAA charts only) I presume is because the SID has its own takeoff minimums. I'm conversant in Jeppenese, not Faaese.
I personally agree. Plus, these groups are focused on USA/GA. If your fight ops take you to other places in the world, then you need Jepps. That German outfit, whose name escapes me, also charts IFPs for the the entire world, but not for all IFR airports.
It means Takeoff Minimums and (Obstacle) Departure Procedure are published in the TPP. It’s where you go to find close in obstacles. Some airports have so many, putting them on a SID would take up a lot of room. I think they used to do it but decided it made some Charts to cluttered. So now it’s this way.
I meant that 24L and 24R have different minimums. Stray a little left on a 24R departure and your going to be in 24L’s territory which has higher minimums.
Ah Ha. The Teterboro Four has it. I’ve heard they’ve had some adventures there.Maintain 2000. That says what it says. Like countless other DP's. "...maintain 2000 (do not climb above 2000)..." I'm talking about the extra warning in the parentheses. Never seen it before. Have you? I ain't saying it's a bad idea. They've obviously had some adventures there in the past. Maybe they should put a picture of a plane at 3000 in the Planview with a skull and crossbones.
This is how Jeppesen does it:
I’m sure Jepp did the put it all on one page thing first, and the Gov charters followed later. I’d guess the reason most countries don’t do it is because most have sane Tort laws. I’m speculating it started perhaps 20 years ago as a response to some accident and jury award. ‘But if I’d a known about that tree I’d a been a little more careful to fly the departure correctly’
Wow, I’m used to a couple unlit cranes 3 miles from the airport, but this is a whole lot more. Departing 24L has to be quite a sight. Not sure I’d like it at low/no visibility.
When it came in I was told the airlines wanted it for data for their 121.189 requirements. Recently, I've been told it may be discontinued.
That tree isn’t factored into the departure procedure.
Probably so. I’m a little jaded about what the litigation system has done to aviation over the years.
I have no idea. I never heard of these or any Ts before the DPE mentioned them.
I don't understand this question, possibly because I've never done an approach like this before... why is the missed approach point not on the final approach course defined by the localizer? You may not have asked what you intended to ask...
I may have written that confusingly. ILS's wouldn't have a defined MAP, but I was trying to equate reaching the DA to reaching a charted MAP. The question essentially is whether or not you are allowed to transition to the missed approach course early.
The missed approach course doesn’t start before the missed approach point. You can’t “transition early” to something that isn’t there.
No on both. You may begin Climb to appropriate altitudes immediately. Except, there are a few Approaches out there where you may have to continue descending to a Maximum Altitude on the Missed Approach Procedure if you begin the Missed above that altitude. If the Missed Approach Procedure has turns, you may not begin turns before the Missed Approach Point. Point. While DA is commonly referred to as the missed approach point on precision approaches, the Missed Approach Point does have a geographic location. It is the point over the ground where the Glideslope intersects the Decision Altitude. It's geographic location is sometimes not explicitly depicted on the Chart.
The MAP for an ILS is the DA. For the LOC minimums it is the charted MAP. They are constructed differently in TERPs. There are a few vertical guided procedures around the country that have only a DA. Those have no charted MAP.
