Monday, September 21, 2020

Instruments and Approaches

 In general

Altitudes, minimum (IFR) +
  • MAA – max authorized alt, marked with “MAA-“
  • MCA – min crossing alt, min al at which to cross when proceeding to higher segment, marked with an “X” flag
  • MEA – min enroute alt, NAVAID reception & obstacle clearance (top number on route)
    • Also see "Enroute / Climb / Descent" below.
  • MEA (RNAV) – same but annotated with “G”, just below MEA
  • MIA – min IFR alt, unless prescribed, the 1K & 2k clearance non-mountain & mountain
  • MRA – min reception altitude, marked with “R” flag
  • MOCA – min obstruction clearance alt, lowest to meet obstacle clearance and reception only to 22nm of VOR.  Marked with *
  • MSA – min sector alt, min 1K obstacle clearance usually w/in 25nm
  • MTA – min turn alt, provides obstacle clearance for both turn after and turn anticipation, marked with “MTA”
  • MVA – min vectoring alt, for radar, the 1K & 2K clearance, can be lower than other alts (sometimes MRVA – min radar vector alt or ASMA – ATC surveillance min alt)
  • OROCA – off route obstruction clearance alt, 1K obstacle clearance in non-mountainous and 2K in mountainous.  No signal guarantee.  The large numbers in grids. (sometimes MORA – min off route alt or Grid MORA)

Approaches
  • Approach Categories
    • A: < 90 KTS; B: 91-120 KTS; C: 121-140 KTS; D: 141-165 KTS; E: > 166 KTS
  • Approach Title:
    • If the procedure ends in "A, B, C..." there are multiple circling approaches
    • If the procedure ends in "Z, Y, X..." there are multiple ST-IN approaches
  • Briefing:
  • Charts / Plates
    • Do you know these 6 common approach chart symbols? Quiz 1, 2 or 3.
    • Review at Flyingmag's Chart Wise.
  • Charted Visual Approach.
  • Circling approaches
  • Descending below minimums:
    • Position to land, required visibility, runway environment (12).
      • Runway (itself, markings, lights) = 3
      • Threshold (itself, markings, lights) = 3
      • Touchdown zone (itself, markings, lights) = 3
      • Visual approach slope indicator
      • Runway end identifier lights
      • Red terminating bars or red side row bars (see below)
      • The approach lights:  allow you to descend to 100 feet above touchdown zone elevation (to find another reference) OR below 100 feet if the red terminating bars or the red side row bars are also distinctly visible and identifiable.
    • You need to see at least one of these 10 things to land from an instrument approach.
  • DME (distance measuring equipment):
  • ILS:
    • If your right wing is on the shaded part of the feather, then steering is "right" (correct). If it's your left wing, steering is "wrong" or back course.
  • LP approach
  • LPV and LNAV/RNAV, the differences:
    • They’re both GPS approaches with vertical guidance, but similarities end there.
    • LPV
      • Use WAAS/GPS, but NOT precision.  They are APV (approach with vertical guidance) - it was less admin and cost to call them APVs.  BARO-aided GPS doesn’t suffice.
      • They get more sensitive as you get closer and are about 700’ at the threshold (like an ILS), but they essentially turn linear after the threshold
      • Can’t use precision alternate minimums.  You need WX that meets LNAV, circling or LNAV/VNAV DA
    • LNAV/VNAV
      • Actually, first GPS approaches with vert guidance – designed for BARO-aided GPS
      • Difference?  Don't have increasing angular guidance as you approach the runway.  They decrease to 0.3 nm sensitivity when w/in 2nm of FAF – all the way to MAP.
      • The lowest they can go is 250’ above touchdown, but due to obstacles it’s often higher
    • LNAV +V
      • Only shows on your GPS (if able), not on plates.  And the vertical glide path is advisory only…you still need to fly step-down altitudes and MDA
  • Missed approach:
  • Plates (see charts / plates above)
  • RNAV (GPS) Approaches:
    • Great explanations by:  FAA and boldmethod.
    • Remember, even with vertical guidance, and while using a DA (decision altitude), these are NOT considered precision approaches.  They are APVs (APproaches with Vertical guidance).  If you remember "guidance" and "glideslope", it will help separate these from precision approaches.
    • LNAV - Lateral Navigation (uses an MDA)
    • LNAV/VNAV - Lateral Navigation/Vertical Navigation (uses a DA)
    • LP - Localizer Performance w/o Vertical Guidance (uses an MDA)
    • LPV - Localizer Performance w/ Vertical Guidance (uses a DA)
    • RNAV and GPS: What's the difference?
    • RNP, written "RNAV (RNP)", see below.
    • Loading one in G1000 (see Equipment).
  • RNAV RNP approach (FAA page)
    • When you see RNP in the approach label, it can be interpreted as 'authorization required' because in reality, any RNAV has some RNP.
  • RVR
    • You must use 2400 RVR when RVR is not begin reported
    • 2400 = 1/2 SM visibility
  • Segments:
    • What is considered the Initial Approach Segment on an approach?
      • The initial approach segment begins at the initial approach fix and ends where it joins the intermediate approach segment.
    • What is considered to be the Intermediate Approach Segment?
      • The intermediate segment (normally aligned within 30 degrees of the runway) begins at the intermediate point and ends at the beginning of the final approach course.
    • What is the Final Approach Segment?
      • The final approach segment for a precision approach begins where the glide slope is intercepted at the minimum glide slope intercept altitude shown on the approach chart;
      • The final approach segment for a non-precision approach begins at either a designated Final Approach Fix (FAF) or at the point where you are established on the final approach course.
      • When the FAF is not designated, such as where there is a VOR or NDB on the field of intended landing as published, the Final Approach Point (FAP) is where the procedure turn intersects the final approach course inbound.
    • What is considered the Missed Approach Segment?
      • The missed approach segment begins at the MAP and ends at a designated point.
  • Stepdown altitudes - do you need to meet them when going visual?
  • Stipple - does it guarantee obstacle protection?
  • Understanding GPS approaches (Pilot Workshop)
Clearances:
Departures:
  • AIM: cross DER > 35’, 400’ before first turn, 200 FPNM until minimum IFR altitude*
    • 200 FPNM = 233 FPM @ 60 GS, 267 @ 80, 300 @ 90
    • * unless specified different (crossing alt, DP) turn @ higher altitude or @ fix
  • DPs and ODPs (ODPs are normally narrative)
    • Obstacles w/in 1nm & < 200’ tall are “low close-in obstacles” and are generally NOT factored in ODP
  • IFR departure from a towered airport.
  • Minimum takeoff WX?  There isn’t, but a technique is highest published circling mins 
Enroute / Climb / Descent
Procedure Turns
Regulations
RNAV (Area Navigation)

VOR +
  • Checks (five)
    • VOR test signal (VOT) +/- 4°
    • Designated VOR system checkpoint on an airport +/- 4°
    • Airborne checkpoint +/- 4°
    • Prominent ground point along a selected radial +/- 6°
    • Dual VOR check +/- 4°.
    • Due every 30 days
    • Each person making the VOR operational check shall enter the date, place, bearing error, and sign the aircraft log or other record
  • How do you know where a VOR checkpoint is on the airport? What does it look like and how is it marked?  Where is a VOT located on the airport?
  • How long is a VOR check valid? (30 days)
  • How to use RNAV on a VOR approach. (vid)
  • What are the different ways to check a VOR?
    • VOT, designated airborne or ground check, radio to radio, and maintenance shop
  • What is a VOT? And how is a VOR checkpoint and a VOT different?
  • What is the maximum deviation for each type of check?
  • What must be recorded when accomplishing a check?
    • Name, date, place and bearing error
  • Where can you find VOR checkpoints and VOTs?
  • "VOR Orienter"
    • This will help you on the written.
  • VOR simulator - great resource
- FIG -

No comments:

Post a Comment