Gaspipe

I've also seen the same behavior with jester as well. Target inside of 20 nm off the nose, ask him to STT enemy target ahead, and he comes back with unable and then I have to PAL. Has happened many times so far.

Yes PH definitely selected. Thanks Also, if it was a datalink target, can I hook that target and obtain a lock or do I have to wait for the radar to paint it again and get a lock that way?

Please remind me what PH is? Also, don't remember if it was a datalink or radar target. Will have to test again. Edit: Pretty sure it was a radar target as I had marked them as hostile on the CAP, but will test again.

I've been pouring over the manual and I have a couple of questions for those in the know. 1. Sometimes while in either TWS Auto or TWS Man, the AWG 9 will see a target(s) and put it on the TID with altitude on the left but without a launch prioritization on the right. I attempt Next Missile (unsuccessful), I try PDD STT (unsuccessful), and Pulse STT (Unsuccessful). This usually happens inside of 25 nm. Only way to get a lock it seems is the pilot going into PAL. Do I have to transition to RDR and then to the DDD get a lock or is there a way to obtain a TWS solution? 2. Regarding the above, I do not see a Mandatory Attack button on the CAP as stated in the manual (which would seem to tell the AWG 9 to assign a prioritization to the target). 3. Target track symbols seem to blink way outside or prematurely of the "Target in Optimum Missile Launch Zone", or otherwise defined as "In TWS and STT symbols, launch zones and firing order numerics of target tracks blink when time to optimum missile range is less than 8seconds". Thanks

Does it occur to you that the Jepps chart and the AIP chart are the same? Where's your apples and oranges coming from? They are the same thing. One more time. On a QNH defined approach, which is the chart you listed and my Jepps chart is the same, you must use the QNH altimeter setting as all minimums are based on your QNH altimeter setting. The decision height numbers in parentheses are simply reference numbers for height above ground and you would not use those numbers. They are for reference only and only come into play for CAT 2 or CAT 3 approaches which would use the radar altimeter for decision height. You would not use the altimeter at all, QNH or QFE, it doesn't matter. If you used your method of simply flying the parentheses numbers as a QFE setting on the altimeter, which are only 4 meters difference, it would work but it's not legal. What happens in the event of a missed approach? The missed approach altitude is 1200m and does not have any parentheses numbers associated with it. What would you do, dial in the 1196? You can't do that. On a QFE defined chart, for example Almaty (UAAA), you need to set the QNH setting and then convert that to QFE on the altimeter and fly the approach from there.

Seriously? Conversation over as you just don't get it

Nothing to do with QFE. Per the Jepps chart legends: 14— Decision height shown in feet Above Ground Level based on the straight-in approach reference datum And you don't have to be rude. Do you even have a instrument rating?

Your Official government regulation: 2.2.2 At aerodromes where transition heights and transition levels are established: QFE shall be used for flights at or below the transition height specified in the Aerodrome Altimeter Setting Regions; 1013.2hPa shall be used for flights at or above the transition level. Where exactly on that Lishe chart you provided does it specify Transition Height? Cuz all I see is Transition Altitude which would fall under your other government regulation: 2.2.1 At aerodromes where transition altitudes and transition levels are established: QNH shall be used for flights at or below the transition altitude specified in the aerodrome Altimeter Setting Regions; 1013.2hPa shall be used for flights at or above the transition level. You incorrectly stated you could use QFE procedures on the Lishe chart and I tried to explain to you why you cannot. Even your own published regulations say you cannot. So what exactly speaks for itself?

Well you keep arguing that I'm just plain wrong, then how have I survived for 30 years flying all over China, UK, Russia, Asia, Africa and everywhere else? Surely I must be doing something wrong or right, which one is it? :huh:

Yeah ok. 30+ years experience doing this, you?

No regional specialties here, it's a PANS-OPS approach = ICAO. You fly what is published on the approach, which in this case is QNH. Has nothing to do with my company or country. And both your examples of Chinese and UK QFE (military aside) is for local VFR traffic below transition heights.

Right out of our SOP's, which are legally binding. 6.53 Determining MDA, DDA, DA, DH, or AH ( OpSpec C073 ) Approaches which use a Minimum Descent Altitude (MDA), Derived Decision Altitude (DDA), or Decision Altitude (DA) are based upon a barometric altitude. Barometric altitude must be used to determine descent minimums or the decision altitude. Approaches which use a Decision Height (DH) or Alert Height (AH) are based upon a height above the touchdown zone. Except where not authorized, radar altitude must be used to determine the DH or AH. CAT I (MDA, DDA, or DA); All CAT I approaches use barometric altitude. All aircraft except MD-11 (FMS-923 with PROF to MDA Option)/MD-10: A non-ILS approach with MDA minimums must be flown using a barometric DDA. To calculate a DDA, adjust the published MDA by adding 50 ft. All procedural references to the DA apply equally to a DDA. All aircraft except MD-11 (FMS-923 with PROF to MDA Option)/MD-10 - Non-ILS DA/DDA Minimums: • Domestic and International : For LNAV/VNAV approach minima, a published DA may be used. For all other approaches, a DDA must be used for all published DA (H)/MDA (H). • Domestic VNAV Exceptions : For those approaches that have the ball note "Only authorized operators may use VNAV DA(H) in lieu of MDA(H)" and LOC (GS out) MDA(H) on ILS approaches with the glideslope out of service (while flying the associated LOC Nav database approach), VNAV may be used to treat an MDA as a DA (no need to add 50 feet to create a DDA). MD-11 (FMS-923 with PROF to MDA Option)/MD-10: On RNAV approach use the lower of LNAV/VNAV or LNAV minimums and treat as an MDA. For all other non-precision approaches minimums are an MDA. Notes MD-11 (FMS-923 with VNAV Option) is authorized to use a DA or DDA. Continuous Descent Final Approach (CDFA) is a technique for flying the final approach segment of a Non-ILS approach in a continuous descent to MDA, DDA, or DA without level off. If unable “Continue” or “Landing” upon reaching MDA, DDA, or DA, a missed approach is executed. Countries may mandate use of CDFA technique. Refer to Jeppesen Airway Manual > Air Traffic Control > State Rules and Procedures. EU-OPS 1 member states are transitioning non-precision (NDB, VOR, LNAV, and LOC) approach charts to a CDFA standard, which depicts minima as DA(H) in lieu of MDA(H). Unless the DA(H) specifically states LNAV/VNAV, flight crews must consider these DA(H) minima as MDA(H). All aircraft except MD-11 (FMS-923 with PROF to MDA Option)/MD-10: When flying these approaches using VNAV modes, a DDA(H) must be computed and referenced. LNAV/VNAV minimums are correctly depicted as a DA(H) and may be flown to a DA(H). MD-11 (FMS-923 with PROF to MDA Option)/MD-10must use an MDA(H). • CAT II (DA, DH) • Where RA NOT AUTHORIZED appears on the approach plate, the DA is determined using barometric altimeter. • In all other CAT II approaches, DH is determined from the radio altimeter (RA on approach plate). • CAT III (DH or AH); DH or AH is determined from the radio altimeter. DH is used if visual reference is required to land. AH is used when visual reference is not required. I think I understand what I'm talking about

Jesus bro I've tried to explain it to you multiple times. Let me know if China Airlines is flying a QFE approach into a US airport using the minimum in the parentheses or vice versa, a foreign airline flying into a Chinese airport using the same procedure. It ain't happening.

If I'm wrong, then I'm wrong, but I have never heard QFE issued at any of the UK based airports that I've flown from, both military and civilian and that's most likely due to being on an IFR flight plan.

You cannot fly the approach that way, by dialing in QFE into your barometric altimeter for an airport that defines QNH, it's illegal in the US. Those numbers in parentheses are for the radar altimeter, plain and simple. Yes, I understand it aligns with the QFE settings and such, but when the QNH is defined as it is on the chart, you cannot deviate from that. Like I said, the only time, at least in the US 121 world, you can use the numbers in the parentheses, is for decision height based CAT 2 and CAT 3 approaches, that's it.