To expand slightly on your reply, the MAPt is a place but a place whose definition which can vary with the type of non-precision approach.

Hi Manny,Yes- that's right, if there's sufficient runway length remaining. This of course depends on both the landing requirements of the aircraft (taking the current ground speed and configuration into account), and the runway length from the threshold that is available for landing.Interestingly, in my King training material, reference was made to what constitutes a "normal" landing. Is there such a thing? The regulation indicates that one must be continously in a position to do a "normal landing". King deduced that having to be in a forward slip to make it down and be able to stop would not be "normal". So, I guess there's a degree of judgement there :)How's the IR going? Bruce.

>"... I didn't know about that you can descend below the DA.>can you do that for the IFR Checkride? ">>No! :)>>Bruce.>Well, actually, yes.Here's what's in FAR 91.175c:Operation below DH or MDA. Where a DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, at any airport below the authorized MDA or continue an approach below the authorized DH unless -- As long as you're not "continuing the approach" below the DH (assuming requirements for landing not met) i.e. you're in the process of executing the missed, ops below DH are permissible. So if engine spool lag or other performance factors are in play, it's absolutely possible (and legal) to be below the DH during the early stages of a missed approach.The other exception is for EFVS-equipped acft like the G-V and G-550, which may descend below the DH but not below 100' AGL by use of enhanced visual systems (FLIR camera pic on the HUD in this case).CheersBob ScottATP IMEL Gulfstream II-III-IV-V L-300Santiago de Chile

No you can't. Instant fail (or at best a partial pass) :(

Important factor especially on non-precision approaches. Based on aircraft speed.Regards,Ed

Yes Ed.I found it took me once on an ILS with my CFII, and part way down the GS he told me that it had failed and it was now a LOC approach. Of course he had noted that I had not started the timer at the FAF! I knew to descend to the MDA, and what the MDA was, then he said "now, how do you know where the MAP is?". One of those defining moments that never gets forgotten :)Bruce.

I'll help out in another "IFR Thing". When shooting an ADF Approach, leave the Ident on all the time. If the ADF fails during the approach you would have no way to notice it unless the morse code signal stopped.Regards,Ed

Good one Ed. We could go on and on. Another one I recall is that, when a distraction occurs, the last instrument you should look at before dealing with the distraction is the AI. And it's the first one to look at after you return to instruments from the distraction.We could develop some tips and tricks for instrument flight- there's enough of us around here to do that...... :)Bruce.(I'd better shut up now :) )