Regarding the quote from Reed: cherry picking again, kids. You stopped short of the relevant part, just like in the National Geographic quote. And you didn't include a very critical footnote that Reed had at the end of this section.
Basically, the full quote and procedure described shoots a 25,000 foot hole in your hypothesis that the precise surface coordinates were needed for successful rendezvous. It's a time and relative distance issue.*
Thanks for being a contestant, and be sure to try the home version.
ETA: just saw your reply to Captain Swoop. The post time was just after 0130 in New Delhi. Pretty dedicated. Of course, it was about 1300 in SFO...
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*Using a terrestrial-based analogy, a pilot flying a non-precision instrument approach (one without a glideslope) using ground-based NAVAIDS (i.e., not a GPS approach) needs to know when to execute the missed approach procedure if he doesn't see the runway environment. If the NAVAID involved is not located at the missed approach point ("MAP") then the only way for the pilot to know when to go missed is based on time from a known geographical point known as the "final approach fix (FAF)". So, if the FAF is 4.5 NM from the MAP (usually the runway, but there are other things) at 90 knots ground speed, say, the pilot, among other requirements would have to see the runway at 3 minutes from the FAF (for my fellow flight instructors/pilots here, I know that's not the full description of how to fly an approach).
That's what Reed, et al, did by getting a known good point from the CSM.
Basically, the full quote and procedure described shoots a 25,000 foot hole in your hypothesis that the precise surface coordinates were needed for successful rendezvous. It's a time and relative distance issue.*
Thanks for being a contestant, and be sure to try the home version.
ETA: just saw your reply to Captain Swoop. The post time was just after 0130 in New Delhi. Pretty dedicated. Of course, it was about 1300 in SFO...
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*Using a terrestrial-based analogy, a pilot flying a non-precision instrument approach (one without a glideslope) using ground-based NAVAIDS (i.e., not a GPS approach) needs to know when to execute the missed approach procedure if he doesn't see the runway environment. If the NAVAID involved is not located at the missed approach point ("MAP") then the only way for the pilot to know when to go missed is based on time from a known geographical point known as the "final approach fix (FAF)". So, if the FAF is 4.5 NM from the MAP (usually the runway, but there are other things) at 90 knots ground speed, say, the pilot, among other requirements would have to see the runway at 3 minutes from the FAF (for my fellow flight instructors/pilots here, I know that's not the full description of how to fly an approach).
That's what Reed, et al, did by getting a known good point from the CSM.
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