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Flow of the Flight

Flow of the Flight. Descent from enroute. Specific descent clearance (Descend and maintain 5,000) descend at best rate for aircraft to 1,000 above – then at 500 – 1,000 fpm Descent at pilot’s discretion

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Flow of the Flight

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  1. Flow of the Flight

  2. Descent from enroute Specific descent clearance (Descend and maintain 5,000)descend at best rate for aircraft to 1,000 above – then at 500 – 1,000 fpm Descent at pilot’s discretion (Descend to 5,000 at pilot’s discretion. Cross chope at or above 12,000)cannot return to altitude once left

  3. Arrival Holding Standard Arrival Procedures Instrument Approaches

  4. Arrival Holding

  5. Holding Clearance will include: Direction of hold from the fix Holding fix Radial or bearing from the fix on which to hold Leg length in minutes or DME if not depicted or not standard (I min) Direction of turn, if not standard (ie. Right hand) Expect Further Clearance time

  6. Holding timings: MHA– 14,000’ MSL 1 minuteabove 14,000’ MSL 1.5 minute Adjust outbound leg for inbound time Maximum holding airspeeds: MHA – 6,000’ MSL 200 KIAS6,001 – 14,000’ MSL 230 KIASabove 14,000’ MSL 265 KIAS Reduce speed 3 minutes prior to entry

  7. ATC clearance: '..CLEARED TO THE ABC VORTAC. HOLD WEST ON THE TWO SEVEN ZERO RADIAL. EXPECT FURTHER CLEARANCE AT 1515. TIME NOW 1505. ’ ‘CLEARED TO CHOPE INTERSECTION. HOLD SOUTH, LEFT TURNS. EXPECT FURTHER CLEARANCE AT 1515. TIME NOW 1505’

  8. Arrival Standard Arrival Procedures STARs

  9. STARs Used in a high-density airspace to simplify clearance deliveries Used for both high and low-altitude arrivals

  10. Arrival Instrument Approach Procedures

  11. Minimum Vectoring Altitude

  12. Beech 334Z – 3 miles from chope. Turn to heading 150 to intercept the localizer. Maintain 2500 until established on the localizer. Cleared for the ILS approach to Runway 12 At this point, you are now responsible for navigation and terrain avoidance.

  13. Instrument Approach Procedures Visual Contact Precision Radar (PAR) Airport Surveillance Radar (ASR) Traditional Nav-aid VOR, ILS, Localizer, NDB TACAN GPS Overlay LNAV LNAV / VNAV LPV

  14. Visual Approach • Conducted on an IFR flight plan • Visual approaches are an IFR procedure conducted under IFR in visual meteorological conditions. • Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. • Authorizes a pilot to proceed visually and clear of clouds to the airport. • Must be authorized and controlled by the appropriate air traffic control facility. • Must have either the airport or the preceding identified aircraft in sight. • ATC may authorize this type approach when it will be operationally beneficial. • Cloud clearance requirements of 14 CFR Section 91.155 are not applicable, unless required by operation specifications.

  15. Contact Approach • Conducted on an IFR Flight Plan • Requested by pilot, authorized by ATC ; Controller cannot initiate. • Clear of clouds, at least 1 mile visibility (think of special VFR) • Will be used at airports that have a standard published IAP; • Not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP. • Not intended for an aircraft to conduct an instrument approach to one airport and then, when “in the clear,” discontinue that approach and proceed to another airport. • In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. • If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency

  16. Instrument Approach Procedures Radar Approaches Whiteman, St. Joseph No gyro approaches

  17. Instrument Approach Procedures Traditional Nav-aid VOR, ILS, Localizer, NDB TACAN GPS Overlay LNAV LNAV / VNAV LPV

  18. Instrument Approach Procedures GPSOverlay – VOR or NDB approach, flown with the GPS LNAV • Lateral course guidance using GPS \ WAAS • Pilot is responsible for descent, leveling off at specified MDA (minimum descent altitude) using barometric altimeter. (generally 400’ agl) • LNAV / VNAVLateral course guidance using GPS \ WAAS • Vertical course guidance using GPS \ WAAS • Descent to DA using barometric altimeter or VNAV-capable altimeter with the FMS • DA generally 350’ agl • LPV • (Localizer Performance with Vertical guidance) • Looks like LNAV / VNAV to pilot • More accurate than LNAV / VNAV • DA generally 200-250’ agl

  19. Notes Missed ApproachProc. - Text Comm. Freq. in order of use Plan view Plan view Minimum Safe Altitude Missed ApproachProc. - Graphic Airport Diagram Elevation view Minimums DH / MDA Wx minimums

  20. Do not begin missed approach earlier than MAP

  21. Circling approaches Category Aircraft Speed kias Vref or Vso A less than 91 B 91 - 121 C 121 - 141 D 141 - 161 E greater than 161

  22. Closing IFR Flight Plan Automatically at towered airports Reminded by ATC at non-towered airports

  23. GO HOME

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