Primary NAVAID Most conventional approach procedures are built around a primary final approach NAVAID; others, such as RNAV (GPS) approaches, are not. If a primary NAVAID exists for an approach, it should be included in the IAP briefing, set into the appropriate backup or active navigation radio, and positively identified at some point prior to […]
The communication strip provided near the top of FAA approach charts gives flight crews the frequencies that they can expect to be assigned during the approach. The frequencies are listed in the logical order of use from arrival to touchdown. Having this information immediately available during the approach reduces the chances of a loss of
Beginning in February 2000, the FAA began issuing the current format for instrument approach charts. This chart was developed by the Department of Transportation (DOT), Volpe National Transportation Systems Center and is commonly referred to as the Pilot Briefing Information format. The FAA chart format is presented in a logical order, facilitating pilot briefing of
All operators are required to comply with specific airplane performance limitations that govern approach and landing. Many of these requirements must be considered prior to the origination of flight. The primary goal of these performance considerations is to ensure that the aircraft can remain clear of obstructions throughout the approach, landing, and go-around phase of
Weather conditions at the field of intended landing dictate whether flight crews need to plan for an instrument approach and, in many cases, determine which approaches can be used, or if an approach can even be attempted. The gathering of weather information should be one of the first steps taken during the approach-planning phase. Although
Weather Considerations for an Instrument Approach Read Post »
Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an instrument approach can begin as far as 100-200 NM from the destination. Some of the approach planning should be accomplished during
Preparation for the arrival and approach begins long before the descent from the en route phase of flight. Planning early, while there are fewer demands on the pilot’s attention, leaves the pilot free to concentrate on precise control of the aircraft and better equipped to deal with problems that might arise during the last segment
As mentioned before, STARs include navigation fixes that are used to provide transition and arrival routes from the en route structure to the final approach course. They also may lead to a fix where radar vectors are provided to intercept the final approach course. Pilots may have noticed that minimum crossing altitudes and airspeed restrictions appear
Preparing for the Arrival | Instrument Procedure Read Post »
A STAR is an ATC-coded IFR route established for application to arriving IFR aircraft destined for certain airports. A STAR provides a critical form of communication between pilots and ATC. Once a flight crew has accepted a clearance for a STAR, they have communicated with the controller what route, and in some cases what altitude
The most significant and demanding navigational requirement is the need to safely separate aircraft. In a non-radar environment, ATC does not have an independent means to separate air traffic and must depend entirely on information relayed from flight crews to determine the actual geographic position and altitude. In this situation, precise navigation is critical to
