Final Approach Procedures

Question 1

Non-Precision Approach (At FAF, Configured BAC)

Answer 1

1. 6T’s
   
   1. Time - Start timing if given (backup to identify MAP if DME fails)
   2. Turn - In shortest direction to parallel the final approach course
   3. Time - x
   4. Transition - Set 15% Torque, Trim 120 descent to next segment altitude or MDA
      
      1. Do not exceed 1000 FPM
   5. ​Twist - If not done twist FAC (Final Appr Course) into CDI
   6. Talk - Give appropriate voice report (as req)
2. Approx 100’ prior to MDA, slowly add power to arrest descent rate
3. LEvel off at MDA at or before published or derived VDP, and maintain 120 KIAS (add 42% Torque) proceed to MAP
4. Once field is in sight and safe landing can be made, maneuver to land
5. At MAP, if field is not in sight or a safe landing cannot be made, execute a Missed Approach

Question 2

Visual Descent Point

Answer 2

Descent from MDA will often be initiated prior to reaching MAP in order to execute a normal (~3*) descent to landing. Often published or can be calc.

HAT/Gradient(Normally 300) = VDP in NM from end of runway

Can then be added/subtracted to/from DME at end of runway to get DME for VDP

Question 3

Inoperative ILS Components

Answer 3

1. Inoperative localizer - ILS not authorized
2. Inoperative glideslope - ILS reverts to non-precision localizer appr

Question 4

Course and Glideslope are only reliable when: (3)

Answer 4

1. Their warning flags are not displayed (Red X PFD)
2. Localizer identifier is received
3. The aircraft is within the usable range of the equipment (Green diamonds present

Question 5

ILS Final Approach Fix (DLIDS)

Answer 5

1. As soon as practical (prior to localizer interception) set NAVAIDS (Localizer freq, do TIM)
   
   1. D - DME Hold - Set
   2. L - Localizer Frequency - TIM
   3. I - Inbound Course - Set CDI to FAC
   4. D - Display - Set PFD Source to LOC
   5. S - Speed - Appropriate for transition procedure
2. Transition to BAC IAW associated procedure (Normally 5 NM from ILS FAF)
   
   1. Methods for Determining 5 NM from ILS FAF:
      
      1. DME
      2. ATD from GPS waypoint
      3. Controller provided radar identification
      4. Established at the published glideslope intercept altitude and the glideslope indication is “alive”
   2. If CDI indicates full-scale defelction prior to FAF, reintercept otherwise do not descend below the depicted glideslope
3. At glideslope intercept, set 24% power, 3* ND and descend to DA/DH, On course, and on glideslope
4. At non-precision FAF start backup timing if available

Question 6

Localizer Approach

Answer 6

1. As soon as prctical, set NAVAIDS, Perform DLIDS
   
   1. DME Hold
   2. Localizer Frequency - TIM
   3. Inbound Course - Set CDI to FAC
   4. Display - Set PFD source to LOC
   5. Speed - Appropriate for transition procedure
2. Transition to BAC IAW appropriate procedure
   
   1. If CDI indicates full-scale deflection prior to the FAF, re-intercept the FAC. If unable to return to “On-Scale” indication by the FAF do not descend below the FAF altitude
3. At the non-precision FAF (Maltese Cross) 6Ts
   
   1. Time- Start backup timing
   2. Turn as req to track the localizer
   3. Time - not req
   4. Transition - Set 15% torque, trim for 120 descent to next segment altitude or MDA
      
      1. Adjust pitch to maintain airspeed, power to maintain stabilized rate of descent not to exceed 1000 FPM
   5. ​Twist - Ensure front course is set in the CDI
      
      1. If full scale CDI deflection occurs between the FAF and MAP, simultaneously turn to reestablish and track the localizer course to the non-precision MAP, while climbing to the missed approach alt, except when a max alt is specified between the FAF and MAP. In that case comply with max alt restriction. Upon reaching MAP comply with published missed approach or ATC climbout instructions
4. 100’ prior to LOC MDA - set 42% and transition to level flight at or above MDA. Continue tracking to MDA
5. If rnwy environment is in sight and a safe landing can be made, maneuver to land. If not, execute the missed approach

Question 7

Back Course Localizer Approach

Answer 7

1. As soon as practical, perform DLIDS check
   
   1. DME - Hold
   2. Localizer - TIM
   3. Inbound Course - Set in CDI
   4. Display - PFD Source LOC
   5. Speed - Appropriate for the transition
2. Comply with the appropriate transition procedure until established on the localizer final
3. Transition to BAC in accordance with the appropriate transition procedure
   
   1. If CDI indicates full scale deflection prior to the FAF reintercept the FAC. if unable to return to oncourse by the FAF do not descend below the FAF altitude
4. At the non-precision FAF perform 6 Ts
   
   1. Time - Start timing for backup
   2. Turn - as req to get on localizer course
   3. Time - Not req
   4. Transition - Set approx 15% torque, trim for 120 KIAS descent to next segment alt or MDA as req
   5. Twist - Ensure front course is set in the CDI
   6. Talk - Give appropriate voice report if required
5. Approx 100’ to MDA - set 42% and transition to level flight at or above MDA. Continue tracking to the MAP DME, backed up with timing
6. If runway enviro in sight and a safe landing can be made, maneuver to land, else execute MAP

Question 8

Radar Approaches Types

Answer 8

1. Precision Approach Radar (PAR)
   
   1. Course, range, and glideslope
2. ASR - Airport Surveillance Radar
   
   1. During the ASR only provide course and range information
3. PAR W/O GLIDESLOPE
   
   1. Precise course and range info, has no glideslope

Question 9

Clearance for Radar Approach

Answer 9

1. Type of approach, runway, and airport to which the approach will be made
2. Altimeter setting
3. If available, ceiling and visibility if the veiling at the airport of intended landing is reported below 1K or below the highest circling mins, whichever is greater, or if the visibility is less than 3 miles
4. Special weather observations may not be issued if they are included in the ATIS broadcast and the pilot states the appropriate ATIS code
5. Pertinent info on known airport conditions if they are considered necessary to the safe ops of the a/c concerned
6. Lost com procedures
7. Missed approach/climbout instructions as req

Question 10

Lost comms time interval

Answer 10

1. >1 minute on vector to final approach
2. 15 seconds on a surveillance or PAR W/O GLIDESLOPE
3. 5 seconds on PAR final approach

Question 11

Radar Lost Comm Procedure

Answer 11

1. Attempt contact on a secondary or a tower frequency
2. Proceed IAW VFR if possible
3. Proceed with an approved non-radar approach, or execute the specific lost com procedure for the radar approach being used

Question 12

When to commence Radar Approach Missed Approach

Answer 12

1. DA/DH as noted on the pilot’s altimeter and runway enviro not insight
2. Controller reports “At decision height/altitude” and runway enviro is not in sight
3. When directed by the controller, tower, wheels watch, or RDO
4. When safe landing cannot be made

Question 13

Radar Approach Procedure

Answer 13

1. Comply with vectors/alts provided by the controller. Acknowledge all transmissions until instructed otherwise
2. Fly 200 KIAS downwind, 150 on base leg
   
   1. If being vectored on an extended final or extended dog-leg to final, maintain 200 KIAS until within 15 NM of the airport
3. Transition to BAC and complete landing checks when established on final or on a dog leg to final and within 15 miles of the airport (Transition to BAC and landing checklist should be completed prior to glideslope interception)
4. Contact the final controller when directed. The initial call to the final controller should include the current status of the gear.
   
   1. During a Single Frequency Approach the controller will hand you over to the Final Controller by instructing you to “Stand by for your Final Controller”
5. ​Once final controller advises you are “on glide path”
   
   1. Set power to 24%, 120 KIAS, 600 FPM
6. At DH/DA if runway enviro not in sight execute the MAP

Question 14

Airport Surveillance Approach (ASR) and PAR W/O GLIDESLOPE

Answer 14

1. Promptly comply with vectors/altitudes provided by the controller. Maintain situational awareness at all times. Acknowledge all transmissions until instructed otherwise
2. Fly 200 KIAS on downwind and 150 KIAS on base leg (If being vectored on an extended final or extended dog-leg final, maintain 200 KIAS until within 15 NM of airport
3. Transition to BAC and complete landing checks when established on final or on a dog leg to final and within 15 miles of airport
4. Contact the final controller if directed (any initial call to a final controller should include the current status of the gear
5. Descend to the MDA when directed
   
   1. When utilizing the rec alts: set power to approx 24%, trim for 120 descent. Adjust rate of descent as req to meet rec alts. Its is you responsibility to reach MDA prior to MAP
   2. When not utilizing rec alts: set power to 15%, trim 120 for descent to MDA. Use power as required do not exceed 1000 FPM
6. ​Approx 100’ prior to MDA, initiate level-off. Maintain MDA and assigned headings until MAP
7. The controller will advise when the a/c has reached the MAP. If rwy enviro is not in sight or you are not in pos to make a safe landing, execute the missed approach or climbout instructions

Question 15

No-Gryo Approach

Answer 15

1. Request a No-Gyro PAR, ASR or PAR W/O GS
2. Comply with normal PAR, ASR/PAR W/O GS procedures
3. Turn immediately when directed using SRT (not to exceed 30* AOB) until on final, then make all turns at 1/2 SRT unless otherwise directed.
4. Acknowledge all instructions unless directed “No need to acknowledge further transmissions”