Approach question

[osu_av8r]

Quick question. Hope I don't set off a chain reaction of people slapping their heads. I've had a few instances where the RVR was reported as say variable between 1600 and 2200. I would say this is fair game for shooting the approach if your mins are 1800. Any regs or publications that say otherwise?

Also, I had a night where the METAR for my destination (less than 1 hour away) was reporting 1/4 mile, but RVR was 1800. The guy next to me in the weather room suggested that I couldn't legally go because of the 1/4 mile, but I went anyway because there was an approach at or above mins. What was that about?
Thanks

 

[PA31Ho]

RVR prevails.... he probably didn't know that... who knows.

and as far as i'm concerned, if it's 91, do what you want (within reason and safety, of course) lol

 

[100LL... Again!]

With regard to starting down within the 10&10:

Centered needle is certainly the most conservative. I personally use the nearly centered needle as good enough provided that I feel that the course will be successfully joined.

Unless, of course, I get a bad vector combined with being left too high. In that case, active needle is good enough for me provided I know the local terrain and safe altitudes, and know that I am close to the FAF anyway.

 

[ATRedneck]

Also, I had a night where the METAR for my destination (less than 1 hour away) was reporting 1/4 mile, but RVR was 1800.

Generally speaking for planning purposes the TAF is controlling.

For an ILS, the RVR for the specific runway is controlling. At an airport that covers a large area (DEN, DFW, IAD, IAH) it's not unusual for tower to be reporting visibility at 1/8 while different runways have RVR values ranging from 1200 to greater than 6000 at the same time.

 

[fxbat]

I almost got burned at TEB a few years ago. I was told to maintain 3000 cleared for the ILS 06.
So fat dumb and happy, I grabbed the LOC off the vector and when the glide-slope came alive I started down.
All well and good, until ATC called and asked what altitude we were at. At the time we called them back we were at about 1800’. Apparently the procedure was to step down and intercept at 2k or something like that. (Avoid overhead airspace) But as a new Capt. out in stormy weather to a new and very busy airport I screwed the pooch. Live and learn I guess it was the only time I have ever been expected to step down from my last assigned altitude.

 

[osu_av8r]

yet another reason to hate TEB

Yeah, I've flown that RWY6 ILS into TEB a few times. They are real Nazis about that crossing restriction. Kinda has something to do with that Newark traffic. Also, I think it's the Dalton 5 departure? Better fly that one exactly, too!

 

[FlyMeSWA]

TEB 5 Dep....gets alot of people. I heard its one of the most violated DPs in the country. VOR A is always good. Cliffo or Waynes, one of them is one of those Mandatory altitudes...the other isnt.

 

[Propnose]

TEB 5 Dep....gets alot of people. I heard its one of the most violated DPs in the country. VOR A is always good. Cliffo or Waynes, one of them is one of those Mandatory altitudes...the other isnt.

Waynes @ 3, Cliffo @ 2, cross overhead @ 1,500 for the left downwind to rwy 19(or 24).
Scary how memorized that approach is!

 

[Vastly Underemp]

Concerning the 1600 variable 2400 RVR reports......

Guess which one the FAA is going to notice if you prang an airframe.....

 

[DrewBlows]

I almost got burned at TEB a few years ago. I was told to maintain 3000 cleared for the ILS 06.
So fat dumb and happy, I grabbed the LOC off the vector and when the glide-slope came alive I started down.
All well and good, until ATC called and asked what altitude we were at. At the time we called them back we were at about 1800’. Apparently the procedure was to step down and intercept at 2k or something like that. (Avoid overhead airspace) But as a new Capt. out in stormy weather to a new and very busy airport I screwed the pooch. Live and learn I guess it was the only time I have ever been expected to step down from my last assigned altitude.

ILS 6 TEB

That's a good illustrtation of a time when intercepting the glideslope is not an appropriate procedure. On the chart if an altitude is underlined you must cross the fix at or above that altitude, if an altitude is overlined you must cross the fix at or below that altitude, and if an altitude is underlined and overlined you must cross the fix at that altitude.

On this approach, you have to cross VINGS at or above 2000 (no problem the glideslope is above it), cross DANDY at 1500 (whoops looks like the glideslope crosses a little above it), and cross the LOM at or above 1300 (no problem if you intercepted the glideslope at 1500). You don't see the "cross at" altitudes very often on approaches, a note would be nice.