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Use This >Chapter Five
Approaches
APPROACH PLANNING;
WEATHER
CONSIDERATIONS;
WEATHER SOURCES; ;
BROADCAST
WEATHER;
AUTOMATIC TERMINAL INFORMATION SERVICE
(ATIS);
AUTOMATED WEATHER
OBSERVING PROGRAMS;
CENTER WEATHER;
REGULATORY
REQUIREMENTS;
PART 91 OPERATIONS;
Part 135 and 12l operations (skipped) 5-4/5;
PERFORMANCE
CONSIDERATIONS;
AIRPLANE PERFORMANCE OPERATING LIMITATIONS
;
APPROACH
SPEED AND CATEGORY;
OPERATIONAL CONSIDERATIONS ;
APPROACH
CHART FORMATS;
APPROACH CHART NAMING
CONVENTIONS;
STRAIGHT-IN PROCEDURES;
CIRCLING
ONLY PROCEDURES;
AREA NAVIGATION
APPROACHES;
COMMUNICATIONS; APPROACH
CONTROL;
AIR ROUTE TRAFFIC CONTROL CENTER (AARTCC);
AIRPORTS WITH AN AIR
TRAFFIC CONTROL TOWER ;
AIRPORTS WITHOUT AN AIR TRAFFIC CONTROL
TOWER;
PRIMARY NAVAID;
COURSES;
AREA NAVIGATION
COURSES;
ALTITUDES;
MINIMUM SAFE
ALTITUDE;
FINAL APPROACH FIX
ALTITUDE;
MINIMUM DESCENT ALTITUDE, DECISION
ALTITUDE AND DECISION HEIGHT;
VERTICAL
NAVIGATIONS;
WIDE AREA AUGMENTATION
SYSTEM;
RNAV APPROACH
AUTHORIZATION;
AIRPORT/RUNWAY
INFORMATION;
INSTRUMENT
APPROACH PROCEDURE BRIEFING;
NAVIGATION AND COMMUNICATION
RADIOS;
FLIGHT
MANAGEMENT SYSTEMS;
AUTOPILOT MODES;
STABILIZED
APPROACH;
DESCENT RATES
AND GLIDE PATHS FOR NON-PRECISION APPROACHES;
TRANSITION TO
VISUAL;
MISSED APPROACH;
EXAMPLE APPROACH
BRIEFING;
INSTRUMENT APPROACH PROCEDURE
SEGMENTS;
FEEDER ROUTES;
TERMINAL
ROUTES;
DME ARCS;
COURSE
REVERSAL;
INITIAL APPROACH SEGMENT;
INTERMEDIATE APPROACH
SEGMENT;
FINAL APPROACH SEGMENT;
MISSED APPROACH
SEGMENT;
APPROACH CLEARANCE;
VECTORS TO FINAL
APPROACH COURSE;
NON-RADAR ENVIRONMENT;
TYPES OF
APPROACHES;
VISUAL AND
CONTACT APPROACHES;
VISUAL APPROACHES;
CONTACT
APPROACHES;
CHARTED
VISUAL FLIGHT PROCEDURES (CVFP);
RNAV APPROACHES ;
TERMINAL ARRIVAL
AREAS;
RNAV FINAL APPROACH DESIGN
CRITERIA;
GPS OVERLAY OF NON-PRECISION
APPROACH;
GPS STAND-ALONE/RNAV (GPS) APPROACH;
RNAV (GPS) APPROACH USING
WAAS;
ILS APPROACHES;
ILS APPROACH
CATEGORIES;
CAT II AND III
APPROACHES;
ILS
APPROACHES TO PARALLEL RUNWAYS;
PARALLEL;
SIMULTANEOUS;
PRECISION
RUNWAY MONITOR (PRM);
CONVERGING;
MICROWAVE LANDING
SYSTEM;
VOR APPROACH;
NDB
APPROACH;
RADAR APPROACHES;
PRECISION APPROACH RADAR ;
AIRPORT SURVEILLANCE RADAR (ASR);
LOCALIZER
APPROACHES;
LOCALIZER AND
LOCALIZER DME;
LOCALIZER BACK COURSE;
LOCALIZER-TYPE DIRECTIONAL AID
(LDA);
SIMPLIFIED DIRECTIONAL FACILITY (SDF);
APPROACH PLANNING
---Depends on aircraft speed, weather information, complexity of procedure,
special procedures
---Five Preflight Planning of Approach
---Weather, airport conditions, NOTAMs
---Aircraft performance, speeds, power settings
---Getting data for communications and automation setup
---Instrument procedure review, procedure briefing
---Operational reviews and operational briefing
---Standard Operational Procedures (SOP) for Part 91 flight
---Appropriate weather
---Aircraft fuel, condition, equipment, performance and weight
WEATHER CONSIDERATIONS
---Which approach for wind, ceiling, visibility, altimeter setting,
temperature and conditions
WEATHER SOURCES
---Obtained en route by Aircraft Communications Addressing Reporting System
(ACARS) or
---Enhanced Weather Information System (EWINS), Automated Flight Service
Stations (AFSS) or
---Direct User Access Terminal System (DUATS) or Flight Information Services
Data Link (FISDL)
---New technology is on the way to put it into the cockpit
---Not all services presently meet FAA standards of reliability, currency and
accuracy
---Faults time/date stamp, display with missing data, incorrect overlay or
mapping are non-standard
---Compare with FAA/NWS products
BROADCAST WEATHER
---ACARS system gives airport specific information need to aircraft
operations digital or voice
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
---A continuous broadcast airport weather data required for arrivals and
departures
---Derived from automated and human observations
AUTOMATED WEATHER OBSERVING PROGRAMS
---VHF radio and navaid sources known as AWOS weather and ASOS surface
weather
---This weather cannot be used for IFR if altimeter setting and visibility are
missing.
CENTER WEATHER
---ARTCCs and Flight Watch gives METAR or SPECI(AL weather for airport observer
without radio
REGULATORY REQUIREMENTS
---Pilot required to know airport and runway for alternate, diversion
facilities and minimums
PART 91 OPERATORS
---FAR Part 91.103 requires a pilot to know all available information
including NOTAMS
---No FARs requiring pilot have current weather but judgment seems to make
knowing essential
---Flight planning required to see if 600-2 and 800-2 ceiling and visibility
applies for alternate
---600-2 and 800-2 is for flight planning, once alternate becomes destination
published plate rules
---Exceptions to 600-2 and 800-2 rule exceptions have A top left of
charts
---See Page 5-5 for Part 135 and 121 operations
---An approach giving vertical guidance that doesnt meet standards is a
non-precision approach.
PERFORMANCE CONSIDERATIONS
---Airplane performance for approach and landing limitations apply
---Aircraft must be able to go-around and out climb obstructions
---A review of performance considerations is a part of approach planning
AIRPLANE PERFORMANCE OPERATING LIMITATIONS
---Source for performance is Aircraft Flight Manual (AFM) or Pilots
Operating Handbook (POH)
---Primary are landing distance, climb gradient and go-around capability
APPROACH SPEED AND CATEGORY
---Planning includes approach category and speed
---Approach category is based on reference landing speed (Vref) or 1.3 of Vso
Categories
---A= less than 91 knots
---B= 91 but below 121 knot
---C=121 but below 141
---D=141 but below 166
---E= 166 or more
---Use of higher approach speed raises category
---No flaps, icing, circling all may require higher approach speed
---Possibility of higher approach speed is part of briefing
OPERATIONAL CONSIDERATIONS
---FAA set instrument approach standards for callouts, flight profiles,
configurations and duties
APPROACH CHART FORMATS
---As of 2000 Pilot Briefing Information format used (See Appendix B Of
textbook))
APPROACH CHART NAMING CONVENTIONS
---Plate top and bottom give navaid used, runway and airport name
STRAIGHT-IN PROCEDURES
---Reverse alphabetical letters Z and then Y when similar approaches are to
the same runway
---(See figure 5-5) Multiple Approaches
CIRCLING ONLY PROCEDURES
---Runway without straight-in minimums are named by facility and by a letter
beginning with A
---Circling only approaches if alignment exceeds 30 degrees, descent over 400
per NM
AREA NAVIGATION APPROACHES
---This procedure moves the facility over to make a direct entry to
the airport runway
---GPS overlay on prior approach says "or GPS A" says approach uses
what it can or none at all
---GPS A is a circling approach
---Flight Management Systems will eventually become total GPS approaches
---GPS coding uses Receiver Autonomous Integrity Monitoring (RAIM)
---RNAV procedures use both (GPS) and RNAV coding so both systems will work
---"GPS" is not included in ATC clearances for RNAV approaches
COMMUNICATIONS
---Frequencies are listed in logical order from arrival to touchdown
---Know what to say and when to say it
APPROACH CONTROL
---Controls all IFR traffic and VFR workload permitting
---Primarily radio between ATC and pilot
---Hand off from ARTCC controller to approach controller
---May give radar approach or vectors to any other approach
---Normal to be cleared with altitude separation to outer fix
---Radar separation may take place of vertical separation
---Pilot should not turn inbound until getting a clearance on the final vector
---Vectors allow pilot to be established on final before Final Approach Fix
(FAF)
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC)
---Distance reduces precision available by Airport Surveillance Radar and
Precision Approach Radar
---Radar service is auto-terminating on landing as is an IFR flight plan
---The replacement of radar by ADS-B will remove all the variables affecting
todays radar control
---Off route transitions may require higher altitudes just because of radar
coverage requirements
---Terrain clearance advisories may not be possible unless radar has you as a
target
---The Common Traffic Advisory Frequency (CTAF) may be your only traffic
advisory frequency
---You cannot get a clearance until the preceding aircraft has landed, cancelled
or is VFR
AIRPORTS WITH AN AIR TRAFFIC CONTROL TOWER
---Towers are responsible for the safe, orderly and expeditious flow of all
traffic at the airport
---Prior to an IFR departure the tower coordinates with departure to assure
traffic spacing
AIRPORTS WITHOUT AN AIR TRAFFIC CONTROL TOWER
---Monitor the CTAF any time you are within 10NM of airport
---Aircraft are expected to self-announce their activity as though in VFR
---Initial arrival call should by at least 10 minutes out
---Departure call from Initial Approach Fix should be made and clarified for the
non-IFR pilots
---Any procedure turn inbound should be called and clarified for the non-IFR
pilots
---Final Approach Fix (FAF) inbound and landing runway and turn direction if
circling (left)
---Canceling must be done either in the air only if VFR is possible through
landing
---Short final call made to warn air and ground traffic
---Canceling by Remote Communications Outlets (RCOs ) or Ground Communications
Outlets (GCOs)
---Last resort is to call Flight Service Station (FSS) by phone or relay by
radio through another aircraft
PRIMARY NAVAID
---If a primary navaid is used for the approach it and its frequency should
be included in the briefing
---Flight Management Systems and GPS both require transitional changes from en
route to approach
---Planning and knowing when transitions occur separates going where you aim and
being lost
COURSES
---When cleared for the approach having feeder (off-airway) routes they are
part of the clearance
---When cleared the pilot is expected to fly the feeder and begin the approach
at the IAF
---Pilot may request direct to IAF instead of the feeder any uncertainty should
be queried
---Any unusable feature of an approach should be identified as inoperative or
unreliable
AREA NAVIGATION COURSES
---RNAV (GPS) have onboard capability to fly either manually or coupled
(autopilot)
---Database coding directs navigation using waypoint (WP) sequencing
Waypoints
---A fly-by (FB) waypoint requires turn anticipation to avoid
overshooting the next flight segment
---A fly-over (FO) waypoint require reaching waypoint and flying intercept
heading or direct to next.
---Most approach waypoints are fly-by waypoints
---Missed approach waypoint (MAWP) and Missed approach holding waypoint (MAHWP)
are FBs
---The same waypoint may be FB WP for the IAF and a FO WP for the missed
approach procedure
ALTITUDES
---May be minimum, maximum, recommended or mandatory ___
---Minimums are underscored, maximums are over-scored, mandatory is both,
recommended no lines
---When a depicted altitude is specified by ATC clearance it becomes mandatory
MINIMUM SAFE ALTITUDE
---Minimum Safe Altitudes are charted as emergency altitudes on IAP charts
based on primary navaid
---RNAVs use runway waypoint (RWY WP) or Missed Approach waypoint (MAWP) for
straight-in
---RNAV circling only approaches use the Airport Waypoint (APT WP)
---RNAV (GPS) approaches in Terminal Arrival Areas (TAAs) have MSA based on IAF
waypoint
---MSAs are in feet above MSL are charted as single sector altitude on plan view
of charts
---Sectors spreads at least 90-degrees and 1000 feet above all obstructions but
signal may be missing
---With usually 25 NM radius
---Single sector altitude is depicted on plan view of approach charts
FINAL APPROACH FIX ALTITUDE
---The Final Approach Fix (FAF) or + (Maltese Cross) altitude on
non-precision or lightning bolt the glide slope intercept on precision approaches
is critical to the success of an approach
--Factors are airspeed, altitude, and configuration on crossing the FAF is
critical to both precision and non precision approaches
---The glide slope intercept altitude is critical to determining the accuracy of
the altimeter
---This altitude verification at the FAF confirms than any one of several false
glide slopes are not used
---The callout of the FAF and altitude should be a part of every approach
MINIMUM DESCENT ALTITUDE, DECISION ALTITUDE, AND DECISION HEIGHT
---Decision Altitude (DA) is used by RNAV with vertical descent guidance
---DA will replace Decision Height (DH) in category 1 precision approaches
---Minimum Descent Altitudes (MDA) and Decision Altitudes (DA)s are referenced
to MSL
---CAT II and III are radar altimeter AGL
---Height Above Touchdown (HAT) CAT I is 200 feet above Touchdown Zone Elevation
(TDZE)
---Obstacle Clearance Surfaces (OCS) may require 250 or more
---Briefing must determine which of the minimums is used, MDA, DA or DH
---Issues that affect minimums are approach category, equipment not working,
crew qualifications etc.
---Usually the published minimums of visibility and MDAs apply
---Special Aircraft and Aircrew Requirements (SAAR) may lower all minimums
VERTICAL NAVIGATION
---RNAV can let flight crews to have generated descent paths giving a
constant-rate of descent
---Pilot and Aircraft must be flight checked and certified for use of VNAV
inside the FAF
---VNAV info must be part of the IAP briefing using two fixes the FAF and runway
threshold
---A FAF crossing altitude, a fixed descent angle and Visual Descent Point may
be charted
---Illusions are avoided using constant-rate of descent and electronic glide
slope
WIDE AREA AUGMENTATION SYSTEM
---Combinations of methods of VNAV and LNAV have improved precision and ease
of performance
---Wide Area Augmentation System as of July 2003 has provided improved minimums
and accuracy
---WAAS uses ground stations and enhanced integrity for minimums of 250 and
½ NM visibility
---WAAS requires airport improvements, obstacle removal not dependent on
barometric altimeter
---RNAV (GPS) charts can have four lines of minimums depending on what is used
---Global Navigation Satellite System {GNSS} Landing System (GLS)
---LPG is Approach with Vertical Guidance is improved replacement for GLS
---LPV ---APV use WAAS to give vertical guidance; LPV is term for WAAS
approaches
---Each WAAS chart has its channel number and approach indicator (See AIM)
---LNAV/VNAV=APV minimums are shown as DAs using electronic glidepath
---;MAV minimums are shown as MDAs done without vertical guidance
---Circling minimums are used with approach approved RNAV where straight-in are
not possible
RNAV APPROACH AUTHORIZATION
---There are many levels of authorizations in use of RNAV approach systems
---Use authorized according to installed, redundancy and training,
---Briefings of Terminal Arrival Area (TAA) has boundaries and minimum
instrument altitudes (MIAs)
---TAA altitudes are used instead of MSAs on the charts
---Baro-VNAV gives vertical guidance to Vertical Path Angle (VPA) used. This has
temperature limits
---Baro-VNAV may be used down to published LNAV MDA
---The lowest level of sensors allowed for Required Navigation Performance
DME/DME is 0.3
AIRPORT/RUNWAY INFORMATION
---Airport/runway environment is always a part of an approach briefing
---Data includes runway orientation, length, surface, braking and exit taxiway
routes
---Approach charts have diagrams and latitude/longitude of parking spaces
INSTRUMENT APPROACH PROCEDURE BRIEFING
---Quality of briefing affects quality of arrival
---First decision is made in selecting likely approach for weather, direction
NOTAMs and experience
---Pilot should ask ATC what to expect or make a request
NAVIGATION AND COMMUNICATION RADIOS
---In addition to the approach briefing the navigational and communications
radios require briefing
---The set-up for approach includes airspeed , heading and altitude bugs
---Dont forget the ADF
FLIGHT MANAGEMENT SYSTEMS
---Aircraft systems specific computerized flight data systems using
programmed altitudes and routes
AUTOPILOT MODES
---The mode control panel of the autopilot allows pre-setting autopilot
changes for aircraft performance
---The most important mode that should be known and available to the pilot are
the failure modes.
---The autopilot will perform only to the degree that instrument input is
performed by the pilot
---A failure mode is determined by the instrument or instruments whose failure
affects the autopilot
---Every engine start should include a briefing as to how you will disconnect
the autopilot
---Autopilots working with altitudes are set to the nearer 100 above or below
published altitude
STABILIZED APPROACH
---Speed, power, pitch and configuration setting should be constants changes
of one affects all the others
---Know your settings for every flight situation is required for you to make
quick precise changes
---What you want are all the settings for constant speeds, when level,
descending and climbing
---The stabilized flight concept exists in all flight situations not just on
approach
---On IFR approach you want to be stabilized t 1000 above airport or TDZ or
500 in VFR
---The stabilized approach allows you to detect wind shear
DESCENT RATES AND
GLIDE PATHS FOR NON-PRECISION APPROACHES
---A descent rate over 1000 FPM is dangerous within 1000 AGL because of
visual difficulties
---Short runways arrival at the MDA at a threshold MAP requires a missed
approach (See VDP)
---Non-precision arrivals descent rate should make you reach the MDA in time to
land
---Runway threshold should be crossed at 50
Descent rate
---Subtract TDZE from FAF altitude and divide by time in minutes
Glide path angle
---Multiply distance from threshold in NM by 300
---Use DME, GPS, RNAV or radar advisories
TRANSITION TO VISUAL
---100 to 200 prior to DA, DH or MDA time to start looking for runway
---Use cockpit resources to look for visual runway contact
---Use cockpit resources to call out visual descent rate or any change from a
stabilized approach
---Single pilot IFR should stay on the instruments while seeking visual runway
---The most difficult point of any IFR approach is the transition to visual
contact with the runway
---Flight visibility must be at least that published on the chart
---Factors of flight visibility are height above airport, approach lights, type
of approach, category
---Obstacles that penetrate the 20:1 and 34:1 prohibit approaches at night
unless lighted (Figure5-19)
MISSED APPROACH
---Primary causes are not having required flight visibility or required
visual references
---Aircraft must be continuously in position to make a normal landing
---Descent below DA, DH or MDA must trigger missed approach if required
visibility or runway is lost
---Any missed approach below published altitudes involves additional risk
---Missed approach prior to the missed approach point is required to remain on
course but may climb
---Expect alternate missed approach instructions from ATC with vectors to an IAF
---Missed approaches may be depicted in different ways on profile and plan view
using dotted line
---Missed approach point on precision approaches begins at DA or DH
---Missed approach point on non precision approaches has several forms navaid,
time, distance, etc
---See Figure 5-20 on Page 5-30 FAR 91.175 Gives visual requirements for
approaches
EXAMPLE APPROACH BRIEFING
---Discussion of ATIS, weather, terrain, NOTAMs, approaches, runway,
performance, route, traffic
---Briefing checklist to confirm radio setup is correct and all directions,
altitudes, turns, fixes
INSTRUMENT APPROACH PROCEDURE SEGMENTS
---Four segments, initial, intermediate, final and missed
FEEDER ROUTES
---May be called approach transitions
---En route obstacle clearances of 1000 and 2000 apply to feeders
---Feeder route is on IAP charts telling how to transition from en route to the
initial approach fix (IAF)
---Where IAF is part of en route there may be no feeder route
---Where shown, feeder route gives direction, distance and minimum altitude
TERMINAL ROUTES
---A transition or terminal route is needed for getting from the IAF to the
intermediate fix (IF)
---Terminal routes begin at the IAF while feeder routes end at the IAF
DME ARCS
---DME arcs are approach segments but feeder routes are not
---Being on the arc means that you are no longer en route but on the
intermediate or final segment
---When intercept angle from arc to final exceeds 90-degrees a two mile lead
radial will be identified
---A DME arc must be based upon an omni-directional facility not on ILS or LOC
---Initial approach segment of DME arc has Required Obstruction Clearances (ROC)
of 1000 in primary area to 4 NM to either side
---Intermediate segment of DME arc has ROC of 500 (See Figure 5-26)
---Initial and intermediate segment secondary areas of arc is 500 ROC
tapering to 0, 2 NM additional
COURSE REVERSAL
---Course reversals for approaches required to turn aircraft around is done
by procedure turns, holding patterns or course reversals
---Unless published, any form of reversal can be type, rate and descent to
minimum altitude
---Descent can begin turning outbound and report inbound can be made
.check
---"When a holding pattern is published in place of a procedure turn, pilot
must make the standard entry and follow the depicted pattern to establish the
aircraft on the inbound course." CHECK
---Teardrop reversals must be flown as published (Page 5-37)
---Additional holding patterns must be requested from ATC otherwise report
inbound for clearance
---Charts give headings, minimum altitudes and distances
---Procedure turn and reversal altitudes are minimums (Figure 5-28)
---Pilots are required to maneuver on the procedure turn and holding side of the
final approach course
---Holding patterns have several specific areas, primary, secondary,
maneuvering, entry
---Entry area is used to control obstacle clearance prior to turning outbound
---Maneuvering area gives greater clearance of obstacles
---Primary area gives 1000 obstacle clearance no distances given
---Secondary area gives 500 tapering to zero no distances given
INITIAL APPROACH SEGMENT
---Purpose is to get aircraft aligned with intermediate or final approach
segments
---Alignment uses DME arc, course reversal or terminal route
---Initial approach segments begins at an IAF and ends at the intermediate
approach segment or IF
---IAF may be one of several on charts means beginning of Initial Approach
Procedure {IAP)
---Charts give course, distance and minimum altitudes of initial approach
segments (IAS)
---Each IAS joins a common intermediate segment at some point
---An IAF may exist without a related segment and is the beginning of the
intermediate segment
INTERMEDIATE APPROACH SEGMENT
---Usually within 30 degrees of final approach course
---Purpose is to position aircraft for final descent beginning at IF or
intermediate point
---Provides course distance and minimum altitudes for the descent
---If no IF fix exists the intermediate segment is aligned with the FAF
---Where a procedure turn exists you are unlikely tro have a charted
intermediate fix (IF)
FINAL APPROACH SEGMENT
---Precision approaches have vertical guidance from where intercept altitude
intercepts glide slope
---Non-precision approach segment begins with a Maltese cross as designated FAF
---Where facility is on airport it is referred to as the Final Approach Point (FAP)
---Final Approach Segment ends at the Missed Approach Point (MAP)
---Three procedures have final approach course guidance:
---Precision Approach (PA) provides course and glidepath deviation
information
---Approach with Vertical Guidance (APV) Non-precision standards as with LPV,
LDA w/GS
---Non-precision Approach (NPA) is all other approaches without vertical guidance
MISSED APPROACH SEGMENT
---Missed approach segment begins at MAP and ends where an initial or en
route segment begins
---MAP occurs at DA or DH on the glide slope for precision approaches
---MAP is either a fix, NAVAID or expired time for non-precision approaches
APPROACH CLEARANCE
---The clearance is issued with the understanding that visual contact with
the ground does not stop the requirement that the entire procedure be flown
unless approval is given for a contact or visual approach
---Clearances are issued based on known traffic
---All notes on the chart must be complied with by the pilot
---Approach name items within parentheses are not included in approach clearance
phraseology (Book)
---Approach name in clearance will include everything except what is between
parentheses (Gene's rewrite)
VECTORS TO FINAL APPROACH COURSE
---The approach gate is an imaginary space used for vectoring aircraft to
the final approach course
---The gate is a mile outside the final approach fix (FAF) no closer than 5 NM
from the threshold
Altitudes
---For precision approach not above glide slope glidepath or below
minimum intercept altitude
---For non-precision altitude must allow descent as published in the procedure
---Altitudes must provide obstacle clearance
Headings
---Headings must allow final approach course interception within
20/30 degrees angle
Clearances
---Assign an altitude to maintain until established on published route
or IAP
Vectors
---Vectors at least two miles outside the gate
---Not allowed to make procedure turn if being vectored
Exceptions
---Ceiling 500 or more above MVA/MIA and 3 SM visibility allows
vectors inside 2 NM
---By pilot request inside gate but not to FAF
---RNAV equipped to be vectored to Intermediate Fix (IF) which lets avionics to
stabilize on course
NON-RADAR ENVIRONMENT
---Without radar vectors the approach begins at an IAF
---Before reaching holding fix you are cleared for approach. You fly last
assigned route, charted feeder route and ten the approach as published. Do not
overfly and return to IAF
---Aircraft flying unpublished routes altitude is assigned to be maintained
until on published route
---International Civil Aviation Organization (ICAO) established is within half
scale of ILS or VOR or + 5 degrees of NDB bearing
---Pilot should expect ATC to assign proper altitude for glide slope intercept.
NOT ALWAYS I have been vectored so as to intercept a false glide slope on an ILS
several times.
TYPES OF APPROACHES
---System will soon consist of satellite-based approaches with ground based
facilities only as backup
VISUAL AND CONTACT APPROACHES
---ATC gives a visual approach instead of the published approach to expedite
traffic weather permitting
---Pilots request contact approaches to save time with traffic separation
---Visual and contact approaches increase efficiency under the safety of the IFR
umbrella
VISUAL APPROACHES
---Can be initiated by pilot or ATC if pilot has airport and or preceding
aircraft in sight
---As in all other situations, once a pilot reports an aircraft in sight, ATC
has no further responsibility
---ATC authorized an IFR aircraft to fly visually to the airport. It is not
an IAP.
---An aircraft unable to land simply goes around for another landing. There is
not missed approach.
---Radar permitting, vectors may be initiated by ATC under VFR visibility and
MVA ceilings
---Airport must be VFR and aircraft to remain clear of clouds with LAHSO in
progress
---Radar service ceases when frequency changes take place
CONTACT APPROACHES
---Conditions determine if pilot can request a contact approach to be approved
by ATC
---the pilot must request the contact approach
---One mile ground visibility is required by ATC and pilot one mile flight
visibility and clear of clouds
---Pilot is still IFR with separation from IFR/SVFR traffic but responsible for
obstacles and VFR traffic
---The arrival to airport need not be a straight line but what is required to
stay clear of clouds
CHARTED VISUAL FLIGHT PROCEDURES (Figure 5-30)
---A Charted Visual Flight Procedure (CVFP) is an environmental or noise
abatement procedure
---Selected landmarks, courses and altitudes apply to specific runways
---Clearance for Charted Visual Flight Procedure requires pilot have the chart
or an aircraft to follow
---Pilot must inform ATC if unable to perform procedure for whatever reason
---Not normally available at night
---Not prohibited from flying other than recommended altitudes
---Published weather minimums are based on minimum vectoring altitudes
RNAV APPROACHES
---All approaches using RNAV equipment are named RNAV for both ground and
satellite systems
---RNAV is expected to include a single performance standard and a Flight
Management System FMS
---The FMS uses multi-sensor navigation inputs to give composite position (See
Appendix A)
---New approach criteria make RNAV approaches possible
TERMINAL ARRIVAL AREAS (TAA)
---Reduces radio to ATC required making RNAV en route to terminal area
---All waypoints have five-letter pronounceable name
---Terminal area is protected airspace free of obstacles letting aircraft
intercept initial approach course
---TAAs are designed in basic T shape with three Initial Approach Fixes (IAFs)
---Intermediate fix at intersection of T is also an initial approach fix
---TAAs allows 30 NM of airspace to use flying to IAFs of the T with 1000
obstacle clearance altitude
---The leg of the T is aligned with the runway and arms of the T are 3-6
NM long
---MAP is located at threshold, FAF 5 NM from threshold and the MAP
---Variations of the T exist to meet conditions with feeder routes as needed
---Some TAA are not depicted (Figure 5-32)
RNAV FINAL APPROACH DESIGN CRITERIA
---RNAV covers variety of systems and there for a variety of approach
considerations
---GPS overlay of non-precision approaches
---VOR/DME based RNAV approaches
---Stand-alone RNAV (GPS) approaches
---RNAV (GPS) with APV (vertical guidance approaches
---RNAV (GPS) WAAS and LAAS precision approaches
GPS OVERLAY OF NON-PRECISION APPROACH
---Uses ground based navaid with named procedure and "or GPS" and
not part of RNAV class
GPS STAND-ALONE/RNAV APPROACH
---Non precision with LNAV and circling minimums
---Precision minimums published but applicable only if vertical is provided by
aircraft
---Straight-in RNAV (GPS) requires within 15-degrees of runway alignment
---Final approach of 10 NM maximum, and over 6 NM requires step-down fix
---Final approach segment has 250 obstacle clearance and maximum 400 NM
descent rate
---No Barometric -VNAV approaches in hazardous areas, cold temperatures or remote
altimeter use
RNAV (GPS) APPROACH USING WAAS
---WAAS gives Approach with Vertical Guidance (APV) known as LPV
---LPV is not a precision approach but minimums are 250 HAT and ½ SM visibility
---WAAS covers 95% of the country 95% of the time
---Requires Stand-alone Airborne Navigation Equipment Using the Global Position
Systems and WAAS
---Full Operational Capability (FOC) with Local Area Augmentation System (LAAS)
=precision
---The determination of obstruction planes and lighting is slowing up the
installation of LPV
ILS APPROACHES
---ILS is still the most precise of the precision approaches now in use
(2005)
---29 approaches per hour is top capacity of ILS
---The lateral distance between runways limits capacity of Precision Runway
Monitor (PRM)
---Parallel systems are dependent or independent depending on distance between
runways and procedure
---The pilots fly, ATC separates and the missed approaches diverge
ILS APPROACH CATEGORIES
---CAT I is basic pilots are IFR rated and aircraft is IFR certified as is
the instrumentation
---CAT I has DH of 200 and RVR 2400
---CAT !! and III have lower minimums and pilots, aircraft and equipment special
certification
---CAT II has DH of 100 and RVR of1200
---CAT III air carrier and military
---CAT IIIa No DH or DH below 100 RVR not less than 700
---CAT IIIb No DH or DH below 50 RVR less than 700
---CAT IIIc N DH and no RVR limitation
CAT II AND III APPROACHES
---Touch Down Zone (TDZ) Runway Visual Range (RVR) is controlling for all CAT
II ILS
---No U.S. CAT IIIc operator yet this is zero-zero conditions
---Decision Height (DH) and auto-flight systems use radio altimeters.
ILS APPROACHES TO PARALLEL RUNWAYS
---Three classifications depending on centerline separation and ATC
procedures
PARALLEL
---Parallel (dependent) ILS separated by 2500+ but aircraft staggered by
1.5 NM diagonally
---Separation of 4300 staggers by 2 NM and no final monitor controller, 2
frequencies same ATC
---Training required for use of Precision Runway Monitor (PRM) proficiency
PRM films
---RDU Precision Runway Monitor: A Pilots Approach
---ILS PRM Approaches, Information for Pilots
Pilot Instructions for PRM
---ATC must be immediately informed if pilots are declining a PRM
approach
---Immediately follow breakout instructions referenced to safety
---Listen to both tower frequencies to avoid missed instructions and other radio
problems
---Broadcast only over main tower frequency
---Disengage autopilot for breakouts for better speed
---Set Traffic Alert and Collision Avoidance System (TCAS) to Traffic Advisory
(TA) mode only
---Descending breakout may be issued but not more than 1000 FPM nor below MVA
CONVERGING (Figure 5-45 Page 5-55)
---Airports with converging ILS runways between 15 and 100 degrees and
separate procedures must have no overlapping of missed approaches and MAPs at
least three miles apart
---Only straight in approaches are approved and pilots advised of conflicting
traffic on initial contact
---If runways intersect ATC must have visual separation of traffic, 700
minimums and 2 SN visibility
MICROWAVE LANDING SYSTEM
---Obsolescent
VOR APPROACH
--VORs are adaptable to situations with MDAs down to 250
---On and off airport, DME or TACAN (Military), with or without FAF,
non-precision,
---When Distance Measuring Equipment (DME) is part of the title it lets you know
the distance away
---A DME arc based on a VOR/DME uses an arc at least 7 NM away and not more than
30 NM
---Obstacle clearance is 500 for 4 NM on each side of arc center line
NDB APPROACH
---Non-Directional beacon (NDB) can be on or off of airport, with or without
a FAF or DME
---NDBs are being rapidly phased out for RNAV facilities
---The beauty of the NDB is that its signal is not line of sight
RADAR APPROACHES
---Precision Approach Radar (PAR) (Navy) and Airport Surveillance Radar (ASR)
are the only two types
---Must be requested by the pilot who know the minimums are appropriate to
existing conditions
---Radar can guide a pilot as a no-gyro aircraft down to the runway. This
is a partial panel approach
---On any approach in a radar environment the pilot can request ATC to call a
fix, ground speed, etc
.
PRECISION APPROACH RADAR (PAR)
---Vertical and Lateral guidance takes three specialists and two radars with
no pilot references
---All information is verbal in which pilot makes all turns at ½ rate being
told to turn and stop turn
---All information is verbal for glide slope where the glide path is known to
the controller who advises the pilot as being above, below, slightly above,
slightly below glidepath.
---I have flown quite a few of these by myself and with students. Good learning
opportunity.)
AIRPORT SURVEILLANCE RADAR (
ASR)
---Only approved if needed by ATC. My last contact in the S.F. Bay Area was
that no one was trained.
---ASR specifies radar within 20 NM required. Personally on airport radar is the
only way to go.
---ASR is straight-in approaches only 250 obstacle clearance and optimal
slope of 150 per mile
LOCALIZER APPROACHES
---A localizer can give near ILS performance without being straight-in. and
no vertical guidance
Four alternatives
---Localizer Approach
---Localizer/DME Approach
---Localizer Back Course Approach
---Localizer-type Directional Aid (LDA) (CCR)
LOCALIZER AND LOCALIZER DME
---Every ILS with an inoperative glide slope is a localizer approach
---The localizer is non-precision only in that it usually does not have a glide
slope
---Localizers are always aligned within 3-degrees of the runway with at least
250 obstacle clearance
---Localizers may have collocated DME
LOCALIZER BACK COURSE
---As part of an ILS installation you may get a false glide slope that MUST
BE IGNORED
---Your use of the back course many mean that your equipment is giving you
reverse sensing
---Some aircraft receivers of localizers have ways to cancel out the reverse
sensing problem
LOCALIZER-TYPE DIRECTIONAL AID (LDA)
---The course alignment exceeds 3-degrees, may or may not have a glide slope
Only 25 in U.S.
---Back course cannot be used
---Simultaneous Offset Instrument Approaches (SOIA) allows two approaches if 750
between runways
---One runway would have ILS and the offset LDA with Precision Runway Monitor (PRM)/3
controllers
SIMPLIFIED DIRECTIONAL FACILITY (SDF)
---Approach course width of an SDF is either 6-degrees or 12-degrees
---Angle of convergence of runway and final approach course is 30-degrees or
less
---Circling minimums if angle exceeds 30-degrees
---Maximum rate of descent is 400 per NM unless circling minimums apply
---Huge 250 obstacle clearance area for final approach course of nearly 4
miles at ten miles out.
Continues on 7.316 System
Improvement Plans
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