Shacar read this
First, from my experience and I have some (I hope anyway) the last approach I shot to the minimums was in Indianapolis 4 weeks ago. In my case flying for a 121 carrier, we have to have the minimums for the approach before getting to the final approach fix, or in an ILS before glide slop interception. ( Minimums for 121 means ONLY VISIBILITY-CEILING DOES NOT MATTHER ) if we pass the FAF or glide slop and we get a report that visibility is less then the minimums we can proceed. If we get a report before the FAF or the glide slop that the visibility is below our minimums we have to go missed in that poin-121 regs-NOT 91. In that specific approach 4 weeks ago, we pass the glide slop interception and then we had a report of 3000 RVR and believe me :YOU DON’T EVEN WANT TO THINK ABOUT RVR 600- NOT EVEN AN OPTION-I had 3000 RVR and I was ½ from going missed. Now, in order to fly CAT II approach the pilot need to be certified, the aircraft need to be certified- my company decided not to certify their aircraft, unlike ComAir airlines they just did few months ago. By the way not too many airlines can land with 6 6 6 RVR, even for T/O you need adequate visual reference, RCL, and at least 2 spots with reported RVR not less then 600. Now FO can perform those landings-but remember some company’s might have their own rules for that. As far as captain discretion, I don’t remember in the FAR/AIM anything about that, but if you are going through instrument course maybe you can refresh my memory. References that might help you: part 61.3 (f) read very closely. 91.191(a) read very carefully. Let me know what you think
First, from my experience and I have some (I hope anyway) the last approach I shot to the minimums was in Indianapolis 4 weeks ago. In my case flying for a 121 carrier, we have to have the minimums for the approach before getting to the final approach fix, or in an ILS before glide slop interception. ( Minimums for 121 means ONLY VISIBILITY-CEILING DOES NOT MATTHER ) if we pass the FAF or glide slop and we get a report that visibility is less then the minimums we can proceed. If we get a report before the FAF or the glide slop that the visibility is below our minimums we have to go missed in that poin-121 regs-NOT 91. In that specific approach 4 weeks ago, we pass the glide slop interception and then we had a report of 3000 RVR and believe me :YOU DON’T EVEN WANT TO THINK ABOUT RVR 600- NOT EVEN AN OPTION-I had 3000 RVR and I was ½ from going missed. Now, in order to fly CAT II approach the pilot need to be certified, the aircraft need to be certified- my company decided not to certify their aircraft, unlike ComAir airlines they just did few months ago. By the way not too many airlines can land with 6 6 6 RVR, even for T/O you need adequate visual reference, RCL, and at least 2 spots with reported RVR not less then 600. Now FO can perform those landings-but remember some company’s might have their own rules for that. As far as captain discretion, I don’t remember in the FAR/AIM anything about that, but if you are going through instrument course maybe you can refresh my memory. References that might help you: part 61.3 (f) read very closely. 91.191(a) read very carefully. Let me know what you think
well... true i m new here , but not in aviation from your information i can see that you have luck of knowlage, i dont blame you , cause you learn what your instructor teach you , and if he is not sharp or dont know , its to bad for you , why wont you tell me who is your instructor , where do you learn to fly what is your instructor's background VIVA FIFA