A pilot traveling to New Orleans might choose to avoid the business commercial airport to the west and instead fly into Lakefront Airport (KNEW) to be closer to downtown. Doing so, it might become useful to approach the airport via the VOR DME Runway 36L approach.

For what looks like a pretty straightforward VOR approach at first glance, there is a lot going on here that might trip up a pilot—and using a solid IFR GPS navigator would help significantly.

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While most of us get used to using GPS-based approaches more frequently, we still find use in VOR approaches periodically. In this case, the procedure will get a pilot down to just under 500 feet agl when flying a straight-in approach, so it might be an acceptable option in all but the worst of weather conditions for many.

A) DME Required

On some approaches, DME requirements are set in the notes section. In this example, DME is noted in the header for the approach. This is an indication that it’s required to be able to conduct the approach. A second and third hint on this one would be that there are no times listed for missed approach points and that DME points are noted along the profile view to identify the final approach fix, step-down fixes, and missed approach point. Be ready to use DME from the Harvey (HRV) VOR or a suitable IFR-capable GPS.

• READ MORE: Chart Wise: Truckee-Tahoe RNAV (GPS)-A

B) The Approach

Navigating to a starting point on this approach may not be as clear to many as some approaches. The good news is that finding the “IAF” denotation over the HRV VOR is the key. A pilot could choose to start this approach from the VOR if not being vectored, or if assigned, then proceeding inbound on a 351-degree heading. There is a note at Harvey VOR. If you are using V552 southbound or A321 northwest bound from the low altitude enroute chart, you would not be authorized to start the approach using this VOR. The reasoning for limitations such as these is typically because they would cause a severe turn onto the final approach course that might take a pilot out of a protected area.

C) Stepdowns with DME

After crossing the HRV VOR, a pilot proceeds along the 351-degree radial to 3 miles from the VOR where they can descend from the crossing altitude of 2,600 feet to 1,700 feet, where they will count up to 6 miles and then cross the final approach fix at CUDRO. Another stepdown fix is available at IMIAL after which the pilot counts up to a distance of 11.2 DME from the HRV VOR, where they would go missed without the runway environment in sight. A key point that a pilot should know is whether they are “counting up” from the HRV VOR using traditional VOR DME or “counting down” when the approach is loaded to use an IFR GPS to substitute for DME.

• READ MORE: Chart Wise: Mackinac Island VOR/DME-A

D) Missed Uses Different VOR

New Orleans may have some connection with voodoo, and flying this missed approach might require some IFR magic if you conduct it without a GPS. The missed first takes a pilot straight ahead using the HRV VOR on a 351-degree radial but then requires the intercept of the 082 degree radial from the RQR VOR. That radial intercept isn’t given a DME point that might help a pilot “count up” to when they will be expecting the turn. Once intercepting this radial, the pilot then transitions to using the RQR VOR and flying east on the 082 degree radial until they intercept the 016 degree radial from the HRV VOR again at a waypoint designated SNAKI. This one at least gives us a DME of 36.6, but it’s worth noting that DME is from the RQR VOR, so make sure your readout is coming from that and not the HRV VOR you might have been using as you flew the approach. One more confusing option: You could also identify SNAKI using the Picayune VOR (PCU) 193 radial.

This column first appeared in the January-February 2024/Issue 945 of FLYING’s print edition.

The post Chart Wise: New Orleans VOR DME 36L (KNEW) appeared first on FLYING Magazine.

A trip to Lake Tahoe on the Truckee, California, side might find a pilot wanting to visit the Truckee-Tahoe (KTRK) Airport. With a relatively long, 7,001-foot runway, even with the higher field elevation of just under 6,000 feet msl, the airport is an attractive option for many flying into this mountain getaway because of its proximity to Lake Tahoe, area ski resorts, and hiking trails. That’s not to say the approach isn’t without unique considerations that make it worthy of some review.

A) Terrain All Around

The airport elevation of 5,904 feet msl doesn’t sound all that terrible until you look around and see that there are many parts of the terrain that are above 9,000 feet, especially to the west and south. The pilot needs to get established on the approach and then navigate along the course while descending between higher terrain.

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B) Turn to the FAF

Approaches typically keep a pilot flying a straight line from fixes preceding the final approach fix as much as possible, but because of terrain here, that isn’t an option. A pilot would typically navigate using their GPS system to the initial approach fix (IAF) at the SIGNA waypoint and then follow the 091 course to the intermediate fix (IF) at GEGVY. At this point, they turn to follow a 076 course through the LIDGE waypoint and to the final approach fix (FAF) at ASETE. Through this sequence, you descend from minimum altitudes of 10,000 to 9,500 feet msl, then 9,100 feet, which will be achieved before a final descent from the FAF to the missed approach point at NEDVE.

• READ MORE: Chart Wise: Mackinac Island VOR/DME-A

C) Circling Only; Higher Too

This particular approach is an “-A” approach, which indicates that it does not align with a particular runway. Instead, it lines up approximately with the approach end of Runway 11, although not straight with it. As such, only circling minimums are offered, and a pilot will need to stay above 7,500 feet msl (or 7,700 feet if flying a faster approach) until they are in a position to land using normal maneuvers. This is going to require circling at an altitude of 1,596 feet agl (or 1,796 feet for the faster aircraft). For most pilots used to flying traffic patterns at 1,000 feet agl, this circling altitude is higher than they are used to, and extra care in maneuvering is advised.

D) Multisequence Missed with a Speed Limit

If a missed approach is needed, the pilot is going to have to first climb ahead to 7,800 msl before initiating a climbing left turn to 12,000 feet msl and heading to the intermediate fix at KEBTE. While doing this, a notation indicates the pilot must not exceed 200 knots. This is to allow the pilot to climb while not traveling farther laterally in the time toward terrain. After doing this, they then turn and track a 282 course to the LEKYI waypoint, where they would enter the hold as depicted. Going straight to the point where the hold is depicted would not be authorized and, in fact, might cause the pilot to encounter terrain while they were climbing—something that would surely like to be avoided.

• READ MORE: Chart Wise: Finger Lakes RNAV Rwy 1

E) Not for Nighttime

A specific approach notation states, “Procedure NA at night.” It makes sense, as circling in this terrain without visibility would be a pretty risky endeavor. This approach is best saved for daytime operations.

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Chart Wise: Truckee-Tahoe RNAV (GPS)-A appeared first on FLYING Magazine.

Mackinac Island Airport (KMCD) in Michigan is close to home for me, and it’s one I visit a few times a year. Many pilots who fly in the Midwest have this historic tourist destination on their GA bucket list.

The runway isn’t long—a mere 3,501 feet—so depending on your aircraft performance, it might be shorter than many runways you use regularly. That being said, once you arrive and park, your aircraft may be the last motorized vehicle you use until you leave an island where time appears to have stood still. Enjoy the horse and buggy or bicycle ride into town or to the historic Grand Hotel. But before you get to relax, you just might find yourself in need of an approach to this airport where clouds often develop even in the summer months, thanks to the cool waters of Lakes Michigan and Huron that surround the island.

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During one personal experience on an IFR flight to Mackinac, I found myself needing the VOR/DME-A approach and a circle-to-land because of GPS system testing (signal blocking), thanks to a summer military exercise conducted to the south of the island.

A) IAF AT PELLSTON VOR

A pilot flying this approach might expect to start at the PLN VOR for it. While they might be able to continue from the enroute environment directly inbound as the chart indicates, “NoPT for arrivals on the PLN VORTAC airway radials 131 CW 219” (meaning in general from the south), they should expect a turn in the hold otherwise. Coming from other directions would require the pilot to conduct a course reversal to establish inbound. A hold is depicted to do this.

B) VOR COURSE WIDENS AT DISTANCE

This VOR isn’t on the destination field, but instead at the point where the approach starts. Traveling 14 miles to the missed approach point at MABEH, a pilot should expect this VOR course to widen as they travel farther from the VOR. This might mean they won’t be perfectly aligned with the center of the airport.

C) CIRCLING IS THE ONLY OPTION

With only circling minimums published, and an approach to the runway on a south-to-north line for a runway that is generally east-west, a pilot is going to need to circle to land. Relatively low minimums are present—well below a normal traffic pattern altitude at 579 feet agl. Plus, if you are going to attempt this approach at night, a note indicates it would not be allowed for Runway 8.

D) DME IS THE MISSED

A DME point at MABEH is noted at 14 nm from the PLN VOR for the missed approach point. No other time or cross radials are given on this approach, so make sure you have the DME tuned properly. An IFR GPS can substitute for this normally, but if you were in the scenario I had to use this approach for when GPS was being blocked, the GPS in your aircraft could not substitute for DME. If I didn’t have a separate DME receiver, I wouldn’t have been able to fly this approach because of a lack of ability to identify the missed approach point under those NOTAMed conditions.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Chart Wise: Mackinac Island VOR/DME-A appeared first on FLYING Magazine.

If you are heading up to the Finger Lakes region of New York for some hiking, biking, boating, fishing, skiing—or even just to visit a few vineyards for some wine tasting—you might choose to use the Finger Lakes Regional Airport (0G7) in Seneca Falls to launch your adventures when arriving by air. The RNAV (GPS) Runway 1 is a pretty straightforward T-bar GPS approach you might leverage in IFR conditions to get you to the airport— not unusual as the autumn days cool and fog layers into the lakes.

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A) STANDARD T-BAR

Many GPS approaches are set up in a general “T” configuration, where there are initial approach fixes 90 degrees to the side of the final approach path. This allows pilots to transition onto the approach from multiple directions and then have moderated course changes (in this case, no more than 90 degrees) when they transition from the initial approach fix (IAF) path to an intermediate fix (IF), HADCI in this case, to the final approach path. A pilot could also choose to use HADCI as an IAF if it worked well from their approach direction.

B) THREE APPROACH FREQS? NO TOWER

An uncommon occurrence, the government version of the plate lists three different approach control frequencies. That plate lists frequencies for Syracuse, Rochester, and Elmira Approach. A unicom frequency of 122.8 will also be applicable for any final radio calls in the airport environment since it is not towered. The multiple approach frequencies highlight that a pilot coming from the west/northwest might expect to use Rochester, while a pilot from the southwest to southeast approach direction might expect to use Elmira, and that Syracuse might be used in other areas or if either the Rochester or Elmira frequencies were closed for any reason, such as off hours. This particular airport just happens to sit at the confluence of multiple approach control sectors. A pilot would do well to write down assigned frequencies to make sure they are with the correct assigned controller.

C) MISSED BACK TO HADCI

Many GPS approaches carry on straight ahead for a missed approach to a waypoint—not this one. A pilot who goes missed on this approach will first climb to 1,000 feet msl then turn left and head back to the HADCI waypoint, where a 4 nm hold is depicted while continuing to climb to 3,900 feet msl. The good news is that you are set up for another attempt at the procedure should you choose to do it again.

D) LOCAL WX OR INCREASED MINIMUMS

An AWOS-3 is present at the airport from which a pilot might get current ceilings and visibility but also the local altimeter setting. If you don’t get this and rely on an altimeter setting given by Syracuse Approach, you will need to increase DA altitude minimums by 86 feet and MDA altitude minimums by 100 feet; visibility minimums will also need to increase by one-quarter mile. Not all nontowered airports have weather reporting, but since this one does, getting that local altimeter setting will help a pilot utilize the lowest possible options for the descent.

E) FAST AIRCRAFT NEED NOT APPLY

This approach lists minimums only for aircraft that would fly at speeds in categories A and B. If your aircraft flies the approach at speeds applicable to categories C or D minimums, this isn’t the approach for you. To put numbers to it, if you can slow to 121 knots or lower on the approach, there are minimums you can use. Need to approach faster than 121 knots? It’s time to look for a different approach or even another airport—and Elmira Corning Regional Airport (KELM) to the south just may be a better bet.

This column first appeared in the October 2023/Issue 942 of FLYING’s print edition

The post Chart Wise: Finger Lakes RNAV Rwy 1 appeared first on FLYING Magazine.

Billed as Utah’s up-and-coming mountain destination perhaps for some skiing in the winter, hiking or mountain biking in warmer seasons, or some of the newer dining options in town, Ogden could be on your fly-to airport list. If it is, the VOR-A might be the approach you use to transition from the en route environment down to the airport, which means you will end up circling to one of the available runways.

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A) NO-STRAIGHT-INS

A VOR-A approach like this indicates that the final approach course does not directly line up with a particular runway. It is designed to approach the airport and, once the runway environment is in sight, the pilot will circle to the runway of their choice. Expect some limitations. Circling to Runway 17 is not authorized at night. Circling east of Runways 21 and 35 is also not authorized for categories C and D aircraft, presumably because of proximity to the terrain to the east and the wider circling path needed for faster aircraft. Remember, a descent below your applicable circling minimum isn’t allowed until you are in a position to make a normal landing on an approach such as this.

B) USE THE ARC

With terrain to the east and west, pilots might take advantage of using the arc from the en route environment (both of these waypoints are on low altitude en route airways) to establish onto a segment of the approach. Both RACGO and JEMKU waypoints are initial approach fixes (IAFs) depicted from which the pilot could use a DME arc to then turn inbound on the 101-degree path to the VOR.

C) WORK THE DESCENTS

A pilot might establish onto a DME arc and descend from the en route environment at a higher altitude to a minimum of 7,200 feet msl along the arc. Once they turn inbound, they can descend when established at 5,700 feet msl until they cross the VOR. After crossing the VOR, a descent to the appropriate circling minimum is allowed. With no glide slope, the pilot must keep track of when and where they descend along the segments of this approach.

D) SHORT DISTANCE: FAF TO THE MAP

It is a mere 3.5 DME from the FAF at the OGD VOR to the missed approach point, and this distance can go by quickly. Timing is an option for determining the missed approach point but so is DME. When you reach the FAF, be ready to quickly find the airport or make a decision to go missed if necessary.

E) CLIMB AND TURN AND KEEP CLIMBING

Going missed on this approach has a pilot turn left to the OGD VORTAC and then following the 263-degree radial to the MOINT intersection, which is 15.1 DME from the OGD VOR. The instructions then note to “continue climb-in-hold to 13,000.” This is a good hint that unless you have some pretty spectacular climb performance from the circle-to-land minimums, if you go missed, you are going to have somewhere around 8,000 vertical feet of climbing to do before you are fully established in the hold. Expect to enter the hold and be climbing until you reach 13,000 feet msl.

This column first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Chart Wise: Ogden, Utah VOR-A appeared first on FLYING Magazine.

Technically called a localizer-type directional aid (LDA), most of us remember and refer to these types of procedures as “localizer darn angle” approaches. Many of them aim for a single runway but are not directly aligned with it. In this case, a pilot who might be visiting the city nestled in the Blue Ridge Mountains of southwest Virginia might choose to use this less-often-found type of approach when landing Runway 6 via the LDA Y RWY 6.

A) VOR, THEN TURN ONTO THE FINAL PATH

A pilot who chooses to enter this approach from the IAF at the Pulaski (PSK) VOR would then fly outbound on a 077 radial using the PSK VOR as a navigation source for 22.6 nm to the EXUNE waypoint. During this time they would intercept the localizer path using 072 and transition to navigating using the localizer as their inbound navigation source. Make sure your DME source is switched from the PSK VOR to the ISZK localizer to properly count down waypoints along the inbound navigation path.

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B) LOCALIZER OFFSET

A note in the localizer information box, at the bottom, indicates the localizer is offset 14.5 degrees from the runway alignment. Important to note, this means the pilot will have a slight left turn from the approach path of 072 degrees to land on Runway 6 when it becomes visible and they transition from instruments to visual tracking to the runway and their landing.

C) GLIDE SLOPE AVAILABLE—WITH DIFFERENT MINIMUMS

Not all LDA approaches have glide slopes on them, but this one does. So, much like a typical ILS, you will get horizontal and vertical approach path guidance. But if the glide slope happens to be out of service, or your aircraft is unable to use it, the approach minimums are quite different. In a worst-case scenario, if a pilot were unable to identify the SKIRT OM or not have DME/radar options to help apply step down allowances, a pilot would be restricted to a lowest descent of 2,680 feet msl,an extremely high 1,505 feet agl when flying this approach, instead of the lowest possible 1,615 feet msl that puts a pilot down to 440 feet agl. Knowing your aircraft capabilities and how those affect the minimums applicable can make a big difference on this approach.

D) CIRCLING NA NW OF RUNWAY 6/24

Should a pilot need to circle to land, this would not be authorized to the northwest of Runway 6/24. Terrain out to the north and west of the airport is a critical reason for this, and important for the pilot to stay aware of in this area.

E) TERRAIN IN THE AREA

While the touchdown zone elevation (TDZE) on this runway is 1,175 feet, not overly high, there is much higher terrain in the area. Points out to the west of the airport approach and exceed 4,000 feet msl, so this approach will be conducted at altitudes below local area terrain. The MSA (minimum safe altitude) depicted within 25 nm of the Woodrum (ODR) VOR on the field indicates an altitude of 5,700 feet msl would be required. This altitude would give a pilot 1,000 feet of obstacle clearance in that radius and be good to be aware of in the event a pilot experienced an emergency and needed to get to a safe altitude to manage any concerns.

F) IS ADF REQUIRED FOR THE MISSED?

While most pilots transition to using GPS for their missed approach if needed, this follows the ODR VOR 155-degree radial to the PARTE intersection at 28.6 DME, where a hold will begin. But it does transition through the VIT NDB along the way. While the NACO chart shows this NDB on the path, it is actually the VOR radial you would be flying, and it just happens to travel through the VIT NDB. It would not be required to be utilized to fly the standard missed approach path, and it’s not depicted except as an alternate missed approach fix on the Jepp chart. If you have an ADF receiver, use it for a little practice.

This column first appeared in the August 2023/Issue 940 print edition of FLYING.

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Its downtown area is known for shopping and dining—but that isn’t all Martha’s Vineyard has to offer. Many visitors and residents alike know the island for its outdoor features, which include cliffs, gardens, wildlife sanctuaries, beautiful northeastern beaches, and ongoing natural beauty. Oh, and the fresh seafood can’t hurt either. Can you imagine a better way to first scope out the area than arriving by air? I can’t. But sometimes you might find yourself arriving in weather that requires an instrument flight plan. And one of the most reliable approaches to the Martha’s Vineyard airport is the ILS.

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A) ACK VOR TO TRANSITION

Coming from the south or east, a pilot could expect to be asked to transition over the Nantucket (ACK) VOR onto the approach. A thicker line on the 323 radial outbound from the ACK VOR denotes that this is a feeder route from an initial approach fix (IAF) onto the approach. A NoPT denotation also indicates that if a pilot transitions onto the approach from this point, they would not be expected to complete a procedure turn to establish onto the inbound ILS/LOC course of 236 degrees when reaching the CHOPY intersection. This is a pretty sharply angled turn, though, so a pilot should be ready for it if they choose to use this method of establishing themselves to the inbound course.

B) DME FROM THE LOC

When transitioning across DME points on this approach, a note highlights that the DME source is IMVY. This is an indication when the DME is sourced from the localizer frequency, not from the VOR that happens to have the same identifying letters “MVY,” just without the “I” in front of it. This can be confusing, so if you are referencing a DME source when flying this approach, make sure you are tuned to the correct navigation source for that data.

C) TWO MISSED OPTIONS

This approach has a standard missed approach fix at the CLAMY intersection, and a second missed approach fix (the Alternate Missed Apch Fix), also at the CLAMY intersection. This can be confusing, but the reason relates to what navigation sources are available. The primary missed approach procedure at CLAMY has a pilot establish in a hold with an inbound course of 090 degrees with left turns while using the 270 radial from the ACK VOR. If that VOR was out of service, the alternate missed approach could be used. The alternate at the same intersection has a pilot reference the PVD VOR on a 143 radial and fly inbound legs on that radial with left turns. Which of these you might fly could depend on NOTAMs that you might check ahead of flight that could indicate if the ACK VOR was out of service or if you had an IFR GPS to substitute for navigation and establishment into the hold if needed.

D) DME NOT REQUIRED

While DME is listed on this approach to help identify points, a pilot could actually fly it without DME. The IAF at ACK is able to be navigated without it, and a pilot could identify the CHOPY and BEPAY intersections using cross radials. A missed approach point when flying the approach as an ILS would be a decision height, and in absence of DME a pilot could use timing to make a decision if conducting a localizer-only approach. There aren’t many approaches like this left that allow a pilot to fly the approach without DME or a substitutable GPS system, and they are handy to identify in the event of an emergency.

This column first appeared in the July 2023/Issue 939 print edition of FLYING.

The post Chart Wise: Martha’s Vineyard ILS or LOC Rwy 24 appeared first on FLYING Magazine.

“Half Moon Bay boasts the best of Northern California’s San Francisco Bay Area all in one place. With a vast and diverse landscape that encompasses miles of wide sandy beaches, lush blufftop meadows, and rolling forested hills, there is plenty to explore.” According to the visitor’s website, I can see why I might want to go, and I suspect—like me—you might want to fly there.

The GPS approach to Runway 30 could just end up being the approach any of us need to get below some marine cloud layers.

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A. Turns from IAF to IF and Beyond

A pilot might start this approach from the SAPID waypoint and continue toward the airport using a 313-degree heading. Pay attention, as there is a turn at the JUMDA intersection to a new 302 track from there to the FAF of WOHLI and the airport beyond. This can be an easy thing to miss since most of the approaches we all fly keep one course from start to finish. On this approach, terrain to the south and east of the JUMDA intersection doesn’t allow for a straight line to be drawn to JUMDA for a pilot to establish on to the approach further out.

B. Low Minimums Thanks to WAAS LPV

LPV minimums are presented on this particular approach that takes a pilot and their aircraft down to 381 feet msl (327 feet agl). These minimums are available for aircraft equipped with IFR GPS systems capable of receiving WAAS signals. This is pretty darned low—almost down to the altitudes that most ILS systems take a pilot. If you don’t have WAAS capability, you might find yourself only able to go down to LNAV MDA minimums. These put a pilot at a higher 620 feet msl (566 feet agl). That just might be the difference sometimes between breaking out and going missed.

C. Step-Down if LNAV

A 2,020-foot minimum altitude is depicted at the MAVKC intersection. This is applicable according to the “2” ballflag for pilots who might be flying this approach in an aircraft requiring LNAV MDA minimums (non-WAAS capable aircraft that could go to LPV minimums). While an advisory glideslope may be given in many GPS systems that are non-WAAS, a pilot would need to maintain an altitude no lower than 2,020 feet msl until passing MAVKC in such an aircraft. This is commonly considered a step-down along the approach.

D. Missed Off the Chart; Another Turn

A pilot flying inbound on the 302 heading who needs to go missed will fly that heading outbound to the LAYKI intersection. Then they will need to turn to the SEEMS intersection for their hold on a new heading of 267 degrees.

An inset on this chart also visually depicts the missed approach and hold point because it is out of scale on the plan view to depict it there. A note in the missed approach instructions indicates that the pilot should “continue climb in hold to 4,000” when flying the missed.

This is a good cue that you might reach the missed approach holding point, which is only a total of 9 nautical miles from the airport before you reach the holding altitude. So, keep climbing as you enter and establish into the hold in this case.

The post Half Moon Bay RNAV (GPS) Runway 30 appeared first on FLYING Magazine.

Whether you’re flying in for country music of a lap around the speedway, a visitor to Bristol, Tennessee—billed as the birthplace of country music—might drop into the museum focused on that fact, or perhaps for the several yearly NASCAR events at the Bristol Motor Speedway. Nestled in a deceivingly mountainous locale on the Tennessee-Virginia border, the approach plate hints at some terrain in the area, especially to the south and east.

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A. Glade Spring VOR IAF

A pilot might use the Glade Spring VOR to transition onto the approach, using the 210-degree radial outbound to intercept the ILS course of 230 degrees. A small note along the course, though, indicates that while no procedure turn (NoPT) will be needed, the pilot will be expected to be at 6,000 feet on this leg. The note above the 210 degrees indicates that it is a 10.1-mile leg. That leg will require the pilot to be at or above 6,000 feet until they can descend to the lower 3,600-foot altitude once established inbound at KEIPY. This will keep a pilot away from obstacles in the area to the northwest while establishing onto the final approach path.

B. IM, What’s That?

There aren’t lots of approaches that we fly anymore with all three marker beacons: the outer marker (OM), middle marker (MM), and inner marker (IM). This approach still has two of them noted, the OM and the IM, which a pilot might reference to identify passage of the final approach fix at the OM (MOCCA) and an IM close to the missed approach point. While the IM isn’t technically the missed approach point when flying the ILS—that’s still at the decision height just prior to the IM—it is a good secondary indicator that you are reaching the runway area. It also might be used when flying the approach as a localizer-only approach. Be sure to turn up the volume on your audio panel for the marker beacons when flying this, and remember what color blinking lights are associated with each marker beacon (OM: blue; MM: amber; IM: white).

C. Step-Downs By Cross Radial

Since this approach doesn’t have DME to identify waypoints along the approach, a pilot might choose to identify the FAF and an intermediate step-down waypoint (when flying it without use of the glide slope) at EAVER, using cross radials from the HMV VOR to the southwest of the approach path. This might require tuning and twisting the VOR and associated radials on a second NAV source while flying the primary ILS NAV.

D. Missed to the NDB

The missed approach takes the pilot to the BOOIE (BO) NDB. Do you still have an ADF receiver that works in your airplane? For aircraft that don’t have one operational, you will need to have a suitable IFR GPS to identify the missed approach point. If you don’t, you technically wouldn’t be able to start this approach, since you couldn’t fly the entire procedure—unless you have radar assistance, as noted in the briefing strip notes. Be ready to transition to the missed approach on this, from using the ILS navigation source to a GPS navigation course in your nav system after passing the missed approach point. Messing up this transition has certainly befuddled many applicants on practical tests, and certainly other pilots in their real-world flying.

The post Tri-Cities/Bristol, Tennessee ILS or LOC Runway 23 appeared first on FLYING Magazine.

A pilot will find the town of Pine Bluff in the heart of a rich agricultural area in the Arkansas River Basin south of Little Rock, Arkansas. While you might consider it a straightforward approach—with the non-towered airport’s single runway (18/36) served by an ILS to Runway 18—the approach plate is a pretty busy one when you first take a look at it

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A. DME ARCS—Three of Them

While some approaches will have a DME arc that a pilot may choose to use to establish onto an approach, this particular approach has three DME arcs. Three DME arcs?! Okay, one DME arc isn’t that common anymore. Three of them on the same approach is downright rare. But you might choose one to establish yourself onto the approach. The one you choose depends on the direction you are coming toward the airport. They all start at the PBF VOR.

If you were coming from the south, you could transition from the PBF VOR onto the 022-degree radial for the teardrop-shaped DME arc 12.4 miles from the VOR, onto the inbound course of 178 degrees on the localizer.

Coming from the west, you might choose to go to the PBF VOR and then outbound on the128-degree radial to IYTEL and fly the 8-mile DME arc with a left turn onto the inbound course.

Coming from the east, you might do the opposite and fly from the PBF VOR outbound on the 244-degree radial to the IYUNE IAF and fly right turns to the final approach fix while following the 8 DME arc. These two options don’t require a procedure turn and allow the pilot to get established onto the approach without making hard turns. You could always navigate to any of the IAFs using the GPS, as well. Or get vectors from ATC when they are available.

B. DME ARC to the  ILS

If you happen to be flying a DME arc using the PBF VOR, be sure to switch your navigation source over to the ILS/LOC when inbound. While the VOR is close to aligned with the inbound course, it isn’t directly in alignment with the airport and isn’t located on the field. A failure to switch navigation sources could have a pilot flying the “wrong line” toward the airport and result in being on an incorrect approach path.

C. No DME for the Maps

While you might be using DME on the ARC, there is no DME given for stepdown points or missed approach points along the ILS/LOC course. You will need to identify the FAF at the TUKER OM and the missed approach point either using time (for a LOC approach) or at a decision height.

D. Missed Transition, ILS to VOR

Going missed on this approach requires transitioning from navigating inbound on the ILS/LOC frequency to using the VOR. It also isn’t a straight transition. It requires the pilot to make a right turn to intercept the 211 radial and then fly it outbound to the RISON intersection at 15 DME where a hold will begin. This might require the pilot to pay a little extra attention to intercepting the radial than just following it immediately outbound. A turn to something more than 211 degrees after going missed will be required to intercept that radial.

This article was originally published in the April 2023, Issue 936 of  FLYING.

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A busy training and GA-use airport in the northern part of Phoenix, Deer Valley Airport (KDVT) has a limited number of GPS-only approaches from which a pilot might choose. While the weather is rarely IFR in the area, a pilot might choose to use the RNAV Runway 25L procedure to help align with an intended landing runway in the suburban landscape, to avoid confusion with the multiple airports in the area, or just as a part of their training or currency practice.

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A. Multiple Places to Start

A pilot approaching from different directions might choose different waypoints across which they could make a transition to the one official IAF listed at CIPLU. An approach from the north might have a pilot choose (or ATC assign) crossing the POURS waypoint. A pilot approaching from the south might utilize the Phoenix (PHX) VOR. In these cases, they would need to complete a course reversal to establish onto the approach either using a lapin the hold or a procedure turn on the protected side of the hold before proceeding inbound on the approach course.

B. Hold and Inbound Courses

A slight but important difference, the inbound course on the hold at CIPLU is 259 degrees, while the inbound course from this point along the final approach path is 254 degrees. The good news is that the GPS should sequence this, and if you are utilizing an autopilot, it should follow the course change. If you are hand-flyingthe approach, be aware that a slight change will be needed to avoid a course-needle deflection.

C. Parallel Runways

While one runway may be nearly double the size of the other, if you are flying this approach, be sure you know the one for which you have been cleared to land. Closely situated parallel runway scan keep traffic close by and add to confusion at times.

D. Circling South, but Not at Night

If you happen to be circling to Runway 7R, be sure to take note that the indication on the chart is that a circle is “not authorized north of Runway 7R-25L. ”This means a circle to the south for right traffic: This is non-standard. Also worth noting is that circling, even though it may seem like a simple side step, is not authorized at night to 25R. Expect to land on the big runway from this approach at night.

E. Multi-Step Missed Approach

The missed approach isn’t just a straight-to-a-point-and-hold event. If a pilot has a need to go missed upon reaching the decision height on the LPV, or at the MAP if flying the LNAV on this approach, it will first take them to the BOLES waypoint while climbing to 6,000 feet msl. From there, they will turn and head to the HEVRO waypoint, and then turn again to the BANYO waypoint. Here is where they would hold and wait for either further instructions from ATC, or potentially head back to the IAF at CIPLU if they were going to try the approach again.

F. DME Distance Holds

Holds aren’t just established by time now. Although one-minute holds still exist, there are other means of determining leg length. On this approach plate, both the depicted holds are based on nautical mile distances, not timing. The hold depicted at CIPLU has a pilot fly 5-nm legs on the inbound course, and the hold at BANYO for the missed approach has a pilot fly 6-nm legs on the inbound leg. GPS certainly helps make this easier—and it’s the only way to do them on a GPS-based approach—but they are different from what many pilots might have become accustomed to from their initial training.

This article was originally published in the March 2023 Issue 935 of  FLYING.

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Somewhere a little south of the halfway point between St. Louis and Indianapolis is Olney, Illinois. You might be asking, what makes this a relevant point for flying? Honestly, it has nothing to do with the town. Instead, it’s all about the airport’s instrument approach options and how you would know about them as an IFR pilot.

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You can fly at least one approach at this airport without the use of GPS, or even DME. And you don’t have to be psychic or sift through every airport and all the approaches they have to know this. You can tell by the note on the IFR enroute low altitude chart denoting “MON,” or minimum operational network, over the airport information box.

Transition to MON VORS

The FAA is decommissioning a significant number of VORs as we transition our national airspace system to rely upon performance-based navigation and area navigation systems. Most of us are familiar with these systems in the form of GPS.

There remains a potential for a GPS outage, signal blocking, or a failure of GPS systems onboard an aircraft. In each of these cases, a pilot should have a backup plan that doesn’t rely on GPS to get safely to the ground.

One of these options lies in the designation of MON-serviced airports. These airports are called out as a part of the FAA’s decommissioning of 30 percent of the VOR network by 2025.

What ‘MON’ Means on a Chart

MON airports are a relatively recent addition to IFR charts, indicating the airport offers an approach a pilot could complete without assistance from ATC, GPS, or DME systems. MON designations on low altitude enroute charts are the FAA’s method of indicating to a pilot that the airport has at least one approach not requiring GPS or DME systems.

These airports will ensure that a pilot will always be within 100 nm of an airport with an instrument approach not dependent on GPS or DME. The VOR MON is designed to be a reversionary service maintained by the FAA for use by aircraft unable to navigate using RNAV-based services during GPS outages. This is not to say all approaches at such an airport will be possible without using GPS or DME, but at least one approach will be available. The FAA’s goal is to ensure airports throughout the national airspace system are available in the event of a GPS outage.

MON Approach Options

The approach(es) not requiring GPS or DME might include straight-in and/or circling approach options. There is no guarantee that an available approach will be a precision one, however.

These airports may include an ILS approach to provide a glideslope option for lower approach minimums, or one without a glideslope, such as LOC-only or VOR-only approaches. In each of these cases, a pilot can get down to the lowest possible height above the ground in an emergency when one of these approaches becomes critically needed. With these options, the pilot will likely start the approach with a transition from the enroute environment to an approach utilizing a VOR as a transition point.

Longer Distances

A key part of making this transition possible has been the expansion of the ranges of use for remaining VOR stations. As the FAA has decommissioned some VORs, it has enhanced the service volumes of those that comprise the MON network.

The FAA included the new service volumes for VORs in the 2022 issue of the Aeronautical Information Manual. Most notable is that a pilot flying above 5,000 feet agl can expect the VOR service volume to be reliable for 70 nm from the station, an expansion from the previous 40 nm—which is still applicable when flying below 5,000 feet agl. This enhanced volume allows a pilot to transition to a VOR and onto an approach at greater distances than in the past.

About Alternatives

When we plan for alternate airports as IFR pilots, we most commonly think about weather requirement considerations. It might also be a good idea to research what navigation services an alternate airport might have.

Using a MON airport as an alternate allows a pilot to use a different navigation system if a transition to an alternate becomes necessary after a missed approach. Making MON part of your alternate selection process could become part of your best practices when filing IFR flight plans. Giving yourself all possible options isn’t a bad thing. While a MON airport might be slightly further away than another potential alternate, it does guarantee more navigation options.

A word of caution: It is always a good idea to make sure no NOTAMs are in effect that might affect your smooth transition to an alternate airport. Just because an airport is printed on the chart doesn’t mean it is always an option.

Non-WAAS GPS Aircraft

Some aircraft may be required to use airports that meet MON status. It may depend on the navigation systems and limitations of that particular aircraft.

For aircraft with GPS but not WAAS-capable systems, the benefit of filing alternate airports with approaches that do not require the use of GPS is still applicable. While many aircraft are equipped withWAAS-capable GPS navigators, some have not been upgraded. 

In these cases, a pilot seeking to file an alternate airport that doesn’t require GPS might find that MON airports are suitable—and handy—options.

Not Always the Biggest—or Busiest

I have noticed that airports designated as MON are not always the biggest or busiest. I suspect this is by design. If we experienced a period when a large number of aircraft needed to transition to a backup plan, we might not want them all going to airports with large traffic volumes. Also, the MON airports won’t always have runways long enough for larger aircraft.

Making the transition to considering MON airports and what that means for an IFR pilot may seem confusing at the outset, but through clear identification on enroute charts, pilots can quickly make planning decisions about alternates. Potentially more critically, a pilot can identify the best option to get on the ground during an in-flight loss of GPS service. Learning a little about MON airports might give you the information to safely manage a change of available navigation system service in flight. The LOC Runway 11 at Olney-Noble Airport (KOLY) in Illinois, with an approach you can fly without GPS or DME systems, might not be a location you planned to visit—but it might be where you end up if things didn’t go as planned at your original destination.

This approach can be established and flown without the help of ATC. An example of an approach critical to the MON system, it allows a pilot to get down safely in the event of a GPS outage. This approach is a critical part of the infrastructure of backup options and an example of many around the country in place to give pilots an option if they cannot complete an approach that requires DME or GPS services.

Establishing onto the Approach

A “full approach” is something most pilots don’t have to do often, instead taking advantage of air traffic control vectoring services to establish onto the final approach path of most procedures. But if ATC is unavailable or unable to offer those services, a pilot might need to get themself established. On the LOC Runway 11 approach at KOLY, this could be done by flying to either the Bible Grove (BIB) or Centralia (ENL) VORs that serve as initial approach fixes (IAFs). From either of these points, a pilot could travel in boundon feeder routes to intercept the localizer course of 110 degrees using the 110.5 localizer frequency.

LOC Only

This approach offers localizer (LOC) only services, therefore it does not include glide slope options. The approach is technically non-precision, but certainly more accurate laterally than just a VOR approach, and it guides a pilot along the 110-degree inbound course to the airport.

DME Available, but Not Required

While it is helpful if an aircraft is equipped with either an IFR-capable GPS or DME, it is not required for this particular approach. A pilot might choose to identify the ALAKE or LYMON waypoints using DME, but the final approach fix at LYMON could also be identified using a cross radial on the localizer with the BIB VOR on the 134-degree radial. This could identify the LYMON FAF from which the pilot could continue the descent to either the appropriate straight-in localizer minimums, or the circling minimums suited for their approach speed if they were circling to another runway for landing.

Timing Might Become Critical

Using a timer on this approach might be required and is a commonly overlooked item for many pilots when transitioning beyond the FAF. In the absence of DME or a GPS to help identify when to go missed, a pilot on this approach needs to rely on timing. 

A pilot starting a timer at the LYMON FAF needs to estimate their ground speed and use the table on the chart to determine when they would reach the missed approach point. A pilot flying the approach at 120 knots would fly for two minutes and 18 seconds while descending to their minimum descent altitude, and go missed if they had not seen the runway environment. This skill can easily get rusty for pilots who rely on GPS to tell them when to go missed. Practice the move in case you need it on an approach such as this.

Missed Via Radials

Even if the pilot goes missed, the DME (or substituted GPS) would not be required for flying the climbing right turn to 2,400 feet on a 290-degree heading, intercepting the BIB VOR R-172, and then holding at the ALAKE intersection where the BIB VOR and LOC have a holding pattern depicted. This might require a pilot to shake some rust off their cross-radial skills, but the process remains valid and potentially critical for use if GPS systems become unavailable.

A more traditional approach like those many old school pilots (a label I am identifying with more and more as years go by) flew as the standard still has strong validity in our current system. Keep your skills sharp for approaches such as this in case you ever need to use them.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Flying the MON appeared first on FLYING Magazine.

A destination in both the summer and winter, Jackson, Wyoming, is a city growing in its attraction and its aviation activity. With lots of high terrain around, an approach into this airport requires a pilot to closely follow altitude restrictions, especially if a missed approach becomes necessary.

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A. Turns From IAFS to Intercept

With official initial approach fixes (IAFs) at the DNW VOR and the MOSSS points, a pilot might choose to transition from these along feeder routes to the ZIBIV intermediate fix (IF) onto the approach. From here, there will be more turns after reaching ZOSUV and WOMRU to establish onto the final approach path of 187 degrees for the ILS or LOC. Be ready to make turns whether flying the approach by hand or making sure your autopilot properly transitions along the procedure.

B. DME from the LOC

DME notations along the descent on this approach are listed as from the source IJAC; this is the localizer. With a VOR that is closely situated to the runway, selecting the wrong source would get a pilot close, but not give them the correct distance when identifying waypoints along the localizer path.

• READ MORE: Destination Jackson Hole

C. Climb Rate in FPNM, Not FPM

Going missed requires a pilot to fly a path, but in this case it has vertical climb requirements. There are two notes here that depend on if the pilot is flying the ILS or just the LOC approach. They require that a pilot can maintain at least a 241 or 248 feet per nautical mile climb gradient to designated altitudes (9,600 and 9,800 feet, respectively) if a missed approach is needed. This climb gradient is not a “feet per minute” climb that we see on the VSI, but “feet per nautical mile,” which requires you to get into the performance charts for the aircraft to determine if you can meet or exceed this requirement at the local density altitude.

D. VOR for the Missed

Going missed on this approach has a pilot transition their navigation source from the inbound using the LOC to using the VOR 192 degree radial to the KICNE waypoint. Be ready to switch that nav source and turn from the 187 degree inbound to a 192 outbound course from the VOR if needed.

E. Check Those MSAS

Many airports will have minimum safe altitudes around them a couple of thousand feet above the airport elevation. These altitudes will typically give 1,000 feet of obstacle clearance within a 25 nm radius of the point depicted. These are to be used in the event of an emergency where a pilot needs to get clear of terrain if off of a published segment of the approach. On this chart, altitudes of 14,900 feet to the northwest and 12,700 to the south and east would be needed to get to a clear altitude. For an aircraft not turbocharged or turbine powered, these might be unreachable altitudes.

F. Terrain All Around

An approach with a lowest decision altitude of 6,651 feet, there is no doubt that the pilot is going to find themselves well below terrain in the surrounding area. Numerous pinnacles above 10,000 feet msl—and a famous one to the northwest at 13,770 feet msl—might give a pilot pause when thinking about doing this approach in all but the best of conditions. The proximity of high terrain and its significantly higher levels than the approach in the valley makes it critical that a pilot not stray off course. A conservative one might choose to significantly increase their personal minimums at such an airport.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post ILS Z or LOC Z Rwy 19 Jackson, Wyoming appeared first on FLYING Magazine.

The Bahamas are a common international destination for many pilots in the eastern parts of the U.S., especially in the winter months when a little sunshine and warmth are welcome. Nassau is one of the few airports in the Bahamas with radar services and instrument approaches. While much of the cruising between islands might be done VFR, a pilot might shoot an approach if it is the final destination for their stay; if there are weather concerns; or as a way to sequence into the airport to clear customs before venturing further.

A. Transitions From En Route To Approach

HINZY, MAJUR, MELON, and KURAY are all waypoints from which this approach might be started, which then transitions into the MUNIE waypoint. All of these waypoints are also found on low-altitude en route charts and are on victor airways that might be used to transition en route to the ILS Runway14 approach into Nassau. A pilot planning ahead might choose their en route path to transition to one of these points. One of the most commonly used is the MAJUR intersection, which falls on BR22V-54V-57V, a victor airway that transitions off from the Palm Beach (PBI) VOR, taking the pilot from the East Coast of the U.S. into the Bahamas with the help of Miami Approach.

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B. DME Arc

A pilot choosing to transition onto this approach from either the HINZY or KURAY intersection might find themselves assigned a DME arc. While not as common in many locations as in the past, an arc such as this can be used by ATC to sequence traffic from multiple points onto a final approach path, as in this ILS Runway 14. Remember to use the turn-10, twist-10 (degrees) process to feed onto the approach while flying the 14 DME arc from the ZQA VOR until intercepting the final approach path of 143 degrees inbound on the ILS. For many pilots, an IFR-capable GPS can select the initial fix and help feed the aircraft around the DME arc. Don’t forget to make the ILS frequency active and switch to VLOC when flying this approach, though, if you are using the GPS to feed your aircraft from the initial fixes onto the final approach path.

C. Mixing With Big Aircraft

With many different aircraft of various sizes and speeds using this approach, be ready to mix it up in the airspace. With that said, you may be asked to maintain your aircraft’s best forward speed; to be vectored around a little bit if there are bigger aircraft needing to land; or to get out of the way quickly when landing. With an airport with runways of over 8,000 and 10,000 feet of landing distance, Nassau brings in big aircraft to use the facilities. You might be flying your GA aircraft on the approach between a Gulfstream ahead of you and a Boeing 787 behind you. Be honest if you can’t maintain something assigned to you. It’s certainly better than getting run over by a faster aircraft.

D. DME From the ILS

While a pilot using a traditional DME source will be using the ZQAVOR (112.7) for DME fixes, if using an intersection or the DME arc to feed onto this approach, they will need to transition to using the DME on the ILS frequency (110.1) once they pass the IZQA waypoint (the final approach fix). This can be confusing because prior to this, the pilot would be using the VOR. They need to swap the frequency for the DME source to the ILS (as denoted by the D6.9 IZQA notation at the final approach fix) for the last part of the approach.

E. Correct GPS Database?

GPS systems in aircraft have databases that include approach procedures for selected areas. Make sure if you are going here and planning on using approaches at all—anything beyond basic VFR—that your database subscription is not only current but includes the places you want to go. A subscription for a database that includes “United States” might include Puerto Rico, but not the Bahamas. A subscription for “North America” might be needed to get the right data. Verify this well ahead of your trip or plan on being a VFR-only operator for your time in the Bahamas.

This column was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post Nassau, Bahamas ILS 14 (MYNN) appeared first on FLYING Magazine.

A trip into Norfolk, Virginia (KORF), might just find you flying the ILS or LOC Runway 5 on a drippy, low visibility, overcast day like I needed to do a couple of years ago when dropping off friends for a series of meetings. Norfolk’s primary airport sits nestled in some pretty active airspace with a variety of airports nearby, so expect a busy approach radio environment.

A. RADAR REQUIRED

Many approaches have a method to establish onto the approach without the use of ATC vectoring assistance. This approach does not. Note 2 specifically indicates: “Radar required for procedure entry” in order to get the pilot established onto the approach. While many GPSs are likely to be able to navigate directly to the CALEY waypoint, it is worth noting that this is an “IF” (intermediate fix), not technically an “IAF” (initial approach fix). So, even if your GPS can get you there, ATC needs to be providing radar services as you are vectored onto the approach or navigate directly to CALEY in order to set you up on the approach somewhere outside of the PEAAY waypoint.

B. DME FROM THE LOC

The DME on this approach is sourced from the ILS receiver, but it doesn’t count down to “zero” like many do. In this case, it is because there is also an ILS approach to the opposite runway, 23, and that is where the DME transmitter is located. If you were flying the ILS to Runway 23, it would count down to a DME point closer to zero, but since this approach is using the DME source from the opposite end of the runway, your missed approach point when flying the approach as a localizer would be at 1.5 nm. This is also helpful to refer to as you fly the ILS and descend to the decision altitude. It’s also worth noting that it could be easy to have aDME source selected to the ORF VOR, which is located on the field, but that would also generate an incorrect DME datapoint to use when flying this approach.

C. GS AND AP LIMITATIONS

A small note in this approach indicates: “Glide slope unusable for coupled approach below 744 [feet].” For many pilots who actively utilize automation, this is an easily missed note. This is an indication that by the time they reach this altitude, they need to transition to hand flying the aircraft. Technically, allowing the autopilot to remain coupled to the glide slope beyond this altitude is not authorized. For an approach with a decision height down to 226 feet and a TDZE of 26 feet, it means a pilot is going to need to keep those hand-flying skills ready to take over for a portion of the descent after passing the FAF at PEAAY and before reaching the DA.

D. CORRECT VOR FOR THE MISSED

A pilot who chooses to go missed on this and proceed with the published missed approach can easily mix up exactly what they need to do. Seeing the ORF VOR denoted on the approach plan view, and a radial denoted to the JHALL intersection just to the right of it on the chart, a pilot might initially assume this is what they will do. But a note on the box indicates this is an “Alternate Missed APCH Fix.” This would be applicable only if the pilot was doing something other than the expected published missed approach procedure, had been assigned the alternate missed approach, or requested it. A pilot would be expected to fly directly to the CCV VOR and hold on the 029-degree inbound course. This requires a pilot to use a frequency and navigation source they had not used until this point on the approach. A savvy pilot might have this frequency in the standby well ahead of time if they thought there was any chance they might go missed.

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A bucket list trip for many pilots, flying an aircraft up to Alaska can involve some of the most scenic flying in a pilot’s lifetime. For many who are following the coastal route, Ketchikan becomes a first major stopping point for fuel when heading north from the continental U.S. Being next to the ocean, weather conditions may require a pilot to fly an RNAV (GPS) approach. As a potentially unfamiliar mountainous area, flying this approach might be a good idea even in VFR conditions to guarantee a clear shot to the airport

A. Use Feeder Waypoints

Waypoints such as DWARF, GIRTS, and LATRY are good points to consider using when establishing onto this approach. With minimum altitudes depicted from these points to the final approach path, a pilot can be assured they will remain clear of obstacles around the airport. An approach like this might be used even in marginal VFR—or even fully VFR conditions—to help guarantee obstacle clearance.

B. Check Descent Angle

A standard instrument approach will have a 3-degree angle of descent. This has a much steeper one. A note in the table that compares approach speeds in correlation to descent angle and fpm descent required shows a 6.49-degree descent angle. If you are flying an aircraft that approaches at 100 knots, this means you will need a 1,152 fpm descent rate after passing the ROZMO final approach fix to get down to the minimum altitude in time. This is certainly steeper than the typical 700 to 800 fpm descent rate we most often use when flying a nonprecision approach that doesn’t include a glide slope.

C. High Approach Minimums

While there are other approaches at this airport that have straight-in minimums, if a pilot selects this approach, only circling minimums are available. By allowing a descent no lower than 1,888 feet agl, the approach might not be the one to select in low weather conditions. A pilot should use this approach for a descent from the en route environment with a higher layer of clouds and to help sequence the airplane on a path aligned with the airport.

D. Circling-Only Minimums

While the approach path looks to be aligned with a runway, the procedure only offers circling minimums. This approach should help a pilot transition to visually maneuvering for a landing. There is also a note that indicates circling is not authorized northwest of Runway 11/29. The terrain features climb at one point to 3,285 feet—well above the lowest potential circling minimum of 1,980 feet—leaving a pilot below terrain that is close to the airport to the northeast.

E. Faster Approach Speeds?

The lowest minimums on this approach are available for aircraft capable of flying at or below 90 knots for their approach speed. If you are going between 90 and 120 knots on your final approach, it will increase minimums to 2,620 feet, a bump of 640 feet. Don’t cheat on this, because the faster speeds mean you might not clear terrain during a missed approach if you descend too low and need to climb out. The lowest published minimums on this approach may not be applicable for your particular aircraft’s approach speeds.

F. Patience on the Missed

From the airport, a pilot transitions to the CLOYD intersection and then to DOOZI where a 5-nm-leg hold would be entered if needed. The approach plate has the pilot doing this at 5,000 feet msl, and a total distance of 23 nm (16.3 nm beyond CLOYD) is needed to get to DOOZI from the PAKT airport. The goal is to get the aircraft into a location clear of obstacles where a pilot can hold while they decide what to do next.

The post Ketchikan, Alaska RNAV (GPS)-B (PAKT) appeared first on FLYING Magazine.

Planning a little flying around Honolulu, Hawai‘i? Following along like the aviation dork I am on an airline flight, as you check out the approach plates the crew might be using; or just looking for a busy approach to test your knowledge? You might run across the LDA approach to Runway 26L at Daniel K. Inouye International Airport (PHNL). It’s an approach plate with lots going on—but don’t forget to look ahead if you break out high enough, as you’ll be aimed at the historic grounds of Pearl Harbor, before you follow the flashing lights on in to Runway 26L.

A. LDA: At an Angle

An LDA approach is a localizer-type directional aid that isn’t necessarily aligned with a specific runway. In this case, it’s designed to approach Runway 26L even though the final approach course is 304 degrees—a change of roughly 40 degrees to the final direction of landing. Why would they do this? From the plan view, you can see terrain features topping out at 3,121 feet msl to the east of the airport, so a straight-in approach isn’t going to work.

B. Flashing Lights?

Note 6 indicates that a pilot may “follow the flashing lights to Runway 26L.” Using this approach, as a pilot transitions to the minimum altitude and breaks out of the clouds there will be a sequence of flashing lights that will lead them to the intended landing runway, 26L. This is presumably to help reduce confusion on which runway you will be landing as the localizer course is based at the end of 26R and a landing is intended to be on 26L. Make sure you line up with the correct runway if flying this approach.

• READ MORE: Bucket List: Hawaiian Islands

C. GPS Required?

You can establish onto this approach using one of several initial approach fixes (IAFs). A pilot might choose to use NBODY, CUDEK, SHLAE, or even the SAKKI intersections to feed their aircraft onto the approach. Most of these will require the pilot to use the GPS even though the primary inbound navigation source for this approach will be a localizer frequency. While it is possible to use vectors—and VHF navigation sources for the missed approach—GPS sure makes this one easier to manage.

D. Mandatory Crossing Altitudes

Many fixes on approaches have “minimum” crossing altitudes. On this approach, many of the crossing altitudes are “mandatory.” We can see that at NBODY and CUDEK there are mandatory crossing altitudes of 6,000 feet, and at SHLAE it’s 4,000 feet. This is typically done on approaches where overlying airspace traffic would not allow a pilot to transition over these fixes at higher altitudes.

E. Confusing Missed Approach

The missed approach asks a pilot to climb, then turn and follow the Honolulu VOR (HNL) 171-degree radial to intersection ALANA using HNL and Molokai VORTAC (MKK). Initially, a pilot might think this means to fly over the HNL VOR, but with the missed approach point being 1.8 miles from the runway—a DME point of 2.2 from IEPC—the turn will actually take the pilot left and south of the HNL VOR to intercept this radial.

F. Pick the Correct DME

While most pilots will fly this with the approach loaded in the GPS system and get their DME from there, there is a note to use DME from IEPC when on the localizer course. When flying this approach with a more traditional instrument package, a pilot might accidentally use the HNL VOR DME, which is not located at the same position.

G. Unique Circling ‘Limitations’

There’s a note that this approach cannot be used to circle to Runway 22R. But this isn’t the only note. In the bottom right corner of the plate where circling minimums are listed for different aircraft speed categories, another note indicates that circling is not authorized to “Sea Lanes 4W, 8W, 22W, and 26W.” The “W” in each of these is an indicator that there are “runways” of water designated for seaplane operations at this airport. The upshot? You can’t use this approach to land on the designated water runways.

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Nestled on the western end of the Appalachian Mountains, Chattanooga allows you to take advantage of plentiful outdoors activities while still having the opportunity to visit some great city options. As a pilot, who wouldn’t want to fly themselves there, right?

If you choose to do so, one approach you might use is the ILS or LOC to Runway 2 at Lovell Field (KCHA). The approach holds a few less-common features to watch for as you fly in. This approach is an example of many around the U.S. that are changing as VORs are decommissioned. Keep an eye out for these at other approaches you fly.

A: NDB Still Used?

In note No. 1 of the chart, and as depicted in the plan view section, you’ll see that an ADF is required to identify the NDB. For this particular approach, a pilot might choose to cross the DAISY NDB to establish themselves onto the approach, or it may be used if you need to go missed. The missed approach point (MAP) takes the pilot back to the NDB for the hold. The good news is you can use a current and IFR-certified GPS to identify this point; or, if you happen to still have a functional ADF in your aircraft, you could choose to do it the old-fashioned way. The note that an ADF is required confuses pilots as to whether or not they can make the approach using a GPS. Since the NDB is not being used as the primary navigation source for the inbound approach course, the answer is yes.

B: DME Arc

Another method to establish onto the approach is to use the DME arc. You begin by flying to the Choo Choo VOR and then outbound on the 126 radial to intercept the ZIROB waypoint at 12.0 DME from the VOR—or a pilot could navigate directly to ZIROB using GPS. Once reaching this point, the pilot would begin a right-turning DME arc until they inbound onto the ILS/LOC course. Key points include that you fly the DME arc using the VOR (on 115.8) as the nav source, and then transition to the ILS/LOC (on 108.3) once you turn inbound on the course of 022 degrees.

C: DME or No DME?

While a DME point of D12.0 R-214 GQO is listed for the QUIDS intersection, note that this DME is from the GQO VOR and not a DME fix along the final approach path. This particular ILS/LOC does not indicate that it has DME, so when you are traveling inbound on the course, any DME reporting would need to come from a GPS. This is also noted by the fact that no DME point is given for the MORRT intersection or a MAP along the final approach path. So when do you go missed? Well, if you are flying this as an ILS, the decision height will be important. If you are making a localizer approach, you will need to do it the old-school way: using a timer from your final approach fix (FAF). An example would be using the table in the bottom left of the chart and flying 2:46 at 100 knots from MORTT to the MAP.

• READ MORE: Chart Wise

D: The VOR Is Still There

The Choo Choo VOR still plays a big part in this approach, for now. The VOR could be used to start the approach, orient for the DME arc, or to help identify the FAF at MORTT using the 258-degree cross radial. It might even be used as an alternate MAP, if the DAISY NDB was unavailable or if ATC needed to create some traffic separation. This is going to change, though, and at some point this approach will change as well. The Choo Choo VOR is not a part of the plan for the minimum operational network (MON) of VORs that will be maintained as a part of the FAA’s Next Gen process of airspace modernization. So it’s unlikely that updated versions of this approach will still have a DME arc, and it might become necessary to have GPS to fly this particular ILS/LOC approach in the future.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

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For those heading to the Denver area—especially those who plan to explore the north side of town—Rocky Mountain Metro Airport (KBJC) gives pilots a great option. More frequently used by general aviation traffic, this airport offers parallel runways and multiple FBOs. In the event of IFR weather, a pilot might choose to use the RNAV (GPS) Rwy 30R approach. In the spring-time, pilots should watch for mountain wave-induced winds that can hammer the mesa upon which the airport sits. Summer brings the thunderstorm season, though cells are often widely spread and easy to spot visually. A few other things stick out on this approach that a pilot should note before they head inbound.

A. Multiple IAFs

Approaching from the south, a pilot might choose NSPYR or if from the north or east, ROKXX as the first point they select on their GPS to transition onto the courses for this approach. Each of these waypoints offers a pilot an opportunity to select a most efficient position from which to get established onto the approach and continue inbound.

B. Mandatory Altitude at LAWNG

Not something you see on all approaches, this approach has an inter-section that has a “Mandatory” altitude noted. When a pilot transitions from the PLAAY fix to the LAWNG intersection, they’re expected to be at 7,000 feet msl, not above or below it. It is not a minimum altitude—in this case, it is a mandatory altitude. This is most commonly used when ATC needs to route traffic across points where over- or underlying air-space may have other traffic transiting at different altitudes.

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C. Minimums For WAAS and Non-WAAS

Knowing what approach minimums are applicable for the equipment in your aircraft is important. In this case, the two main approach minimums that most aircraft have to choose between are LPV and LNAV. Offering both of these options, the approach allows an air-craft capable of receiving WAAS to fly to LPV minimums that are lower than those for an aircraft not equipped with WAAS. Those without must fly to the LNAV minimums. A pilot will need to know what equipment they have and use it to select the proper minimums as they fly down the approach. In lower weather conditions, it might be the difference between getting in or not. Plus, the LPV will offer the pilot a GPS/WAAS-derived glideslope they can follow for a stabilized approach.

D. When To Go Missed

With “going missed climbing arrows” depicted at multiple points from the1.0 nm point with a “1”number note and a “V”(visual descent point)and, beyond it, an “M” at the RW30R point, a pi-lot might get confused at when they really need to go missed on this approach. To determine which missed approach point (MAP) to use, re-fer back to the question of which minimums apply. For the “1” note indication, going missed would happen only if the pilot was flying the approach as an LNAV (non-WAAS) approach. The RW30R point would be applicable to LPV or LNAV/VNAV approach minimums and would require the pilot to go missed at the decision altitude along the glideslope—if the runway environment was not in sight.

E. Missed Procedure Not to Scale

The missed approach takes a pilot first on a climb straight ahead to 6,300 feet and then up to 10,300 feet after aright turn to the HYGEN intersection—and it has a note that says it is “Not to Scale.” This is a hint to the pilot that there maybe “some distance” be-tween the missed and the missed approach holding point. To get the depiction to fit on the chart, they need to do this some-times. It means the pi-lot will need to be ready for a small—or in some cases longer—distance to where they will arrive at the holding point. You’ll want to be ready to read the distance from your GPS box as you transition.

Editor’s Note: This article originally appeared in the Q2 2022 issue of FLYING Magazine.

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THE POMONA VOR on the VOR-A approach to El Monte, California (KEMT), may not be on the FAA’s “keep list,” when considering the eventual transition to a minimum operational network (MON) of VORs. But it’s a good example of a VOR approach for our analysis.

A VOR approach procedure may look simple at first, but it can get a little complex. For as long as the VOR serving this approach remains in service, if you happen to fly it, take your time and understand the details.

A: Feeding Onto The Approach

A pilot might choose to use the PDZ VOR or the PRADO intersection from the enroute environment when establishing themselves onto the approach. Both points serve as initial approach fixes (IAFs) with feeder routes (denoted by the heavy black arrows) to the POM VOR, from which a pilot would transition in bound to KEMT.

B: Altitudes for Holding

If a pilot is planning on holding at the POM VOR, either to establish onto the approach or just to create time to prepare before shooting the approach, there are both minimum and maximum altitudes. A minimum altitude of 4,000 feet msl is listed, and like most cases is there to keep you clear of terrain. But a maximum al titude is also listed. In this case, it’s 6,000 feet msl. The most common reason to do this on an approach is to keep an aircraft in the hold from becoming a concern for aircraft flying over at higher altitudes. In this case, the fact that Los Angeles airport (KLAX) is just over 20 miles to the west is one likely reason for overflights.

C: Hold/Feeder Route

A major gotcha on this approach for a pilot that goes missed is that the holding inbound course—which also happens to be the course inbound from the PDZ VOR—isn’t the same course that the pilot flies outbound from the POM VOR to the KEMT airport. Only some approaches have such a turn on them, and failing to make it here can lead a pilot into terrain. The inbound course from the POM VOR or in the hold is 292 degrees, and then the pilot must transition to the 258- degree radial. Continuing on the 292 radial outbound won’t get the pilot to the airport, and might cause an impact with terrain north of the airport.

D: VOR Not The FAF

On many approaches, a VOR serves as a final approach fix and the beginning of the descent to the airport. In this case, passage of the VOR does indeed allow a pilot to start descending, but it is not the FAF. The FAF is a DME point along the 258-degree radial at 6.3 DME from the POM VOR, SE LAW. If you have an aircraft using traditional DME sources—not substituting GPS for DME points—make sure you have the DME selected to the correct VOR. You could also identify SELAW using a third VOR, the SLIVOR with the 006 radial. This is especially important if you had transitioned
from the PDZ VOR to the POM VOR along the approach. Oh, and don’t forget to start that timer when you pass SELAW.

E: No Straight In, Circle Only

This particular approach offers only circling minimums. With the minimums only getting a pilot down to approximately 1,000 feet agl (depending on the approach category), a pilot will need to plan on circling to land on the runway of their choice.

F: Confusing Missed

The notes for the missed approach indicate an initial climbing turn to the left to 2,500 feet on a 070 degree heading. This is an assigned heading until the pilot intercepts the VOR R-278 to ADAMM (an intersection from the PDZ and POM VORs that can also be identified with DME from the PDZ VOR) before continuing on the radial to the PDZ VOR. The pilot should not “go direct” to the PDZ VOR from the MAP.

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