A) Back Course (BC)

Sometimes, a back course (BC) is present even when it is into the prevailing winds instead of having a full ILS aligned with those winds. It might be for obstacles or equipment-positioning reasons that a glideslope is not able to be established from a particular direction. The BC is “the other side” of an ILS approach and traditionally requires a pilot to “reverse sense” while flying the approach. This means that instead of flying toward the deflected side for course alignment, a pilot would fly away from the direction, or, as most of us remember, “fly the needle to the ball.” Many modern avionics packages have HSI equipment or are digitally able to “flip” the signal and make it so a pilot doesn’t need to fly using reverse sensing. Knowing how your system works is critical to making sure you are correcting in the proper direction when flying this approach.

• READ MORE: Chart Wise: Charlottesville RNAV (GPS)-Y Rwy 21

B) Disregard Glideslope

Note 4 on this approach, like on many back-course approaches, indicates that a pilot should “disregard glideslope indications.” Glideslopes are typically generated on the opposite end of a runway when there is a back course and would lead a pilot along an incorrect descent path. This is a nonprecision approach,and a pilot should establish an appropriate descent rate to arrive at the minimum descent altitude before reaching the missed approach point.

C)  Discrete VOR and LOC Frequencies

On this approach the inbound course is generated through using the localizer (I-ESC) on 109.3. The VOR is also on the airport (ESC on 113.55), so be sure you are using the correct navigation source when you are inbound. This becomes especially confusing if you were using the VOR to navigate to the area and then along the DME ARC. Be sure to be selected to the LOC frequency for the inbound course.

• READ MORE: Chart Wise: Ocean City (KOXB) LOC Rwy 32

D) DME ARC Alternative

If you are flying this approach and don’t want to do the DME ARC to establish onto the approach, you can also track outbound from the VOR on a 092-degree radial to the KULAH waypoint, where you will intercept the localizer and then conduct a procedure turn after you are out past the waypoint, which is either 6 DME from the ESC VOR or 5.7 from the I-ESC LOC.

E) VDP and Map Differences

A visual descent point (VDP) is noted with the dark “V” at 1.1 DME from I-ESC, the localizer-based DME. A missed approach point (MAP) is noted at 0.5 DME from I-ESC and is where a pilot would need to go missed if they did not see the runway environment. Be careful not to confuse these DME readings with ones from the ESC VOR a pilot may have previously used to navigate onto the approach or while conducting a DME ARC.

F) Missed Hold Entry Turns Nonprotected Side

When going missed on this approach, a pilot would execute a climb to 2,500 feet, turn right back to the ESC VOR, and then hold. The turn in this case is toward the nonprotected side of the hold for the entry, and once established you will continue right turns while in the hold at 2,500 msl.

• READ MORE: Chart Wise: Spirit of St. Louis ILS 26L

G) Magnetic Disturbance Note

A note on the chart indicates that “magnetic disturbances of as much as 14 degrees exist at ground level in Escanaba.” A pilot is going to want to take that into account when setting their directional gyro. You might be best served to set it based on runway alignment rather than using a comparison to your magnetic compass.

This column first appeared in the July/August Issue 949 of the FLYING print edition.

The post Escanaba (KESC) LOC BC Rwy 28 appeared first on FLYING Magazine.

A) Multiple IAF Points

IAF points are denoted at CLBRT, WCKHM, HOODE, JASAI, or even the WITTO waypoint for this approach. The approach is set up so that a pilot can transition onto this approach from virtually any direction. From any of these points, you can transition to WITTO waypoint and inbound on the approach. All of them indicate that NoPT (No Procedure Turn) is required except the WITTO waypoint. Joining here would require a hold entry be conducted at or above the minimum published hold altitude at WITTO.

B) Terrain to the West

A variety of denoted elevation features are included on the chart as a reminder that there is higher terrain out to the west. Some of this terrain is higher than approach path altitudes, so don’t stray off course.

• READ MORE: Chart Wise: Ocean City (KOXB) LOC Rwy 32

C) Descents Through Waypoints

Pilots transitioning through the CLBRT, WCKHM, HOODE, or JASAI waypoints will be at altitudes of 5,100 feet msl or 4,300 feet msl. After WITTO, there is a stepdown that will have a pilot descend to 3,400 feet. After ECEUS they can go down to 2,400 feet, and after the FAF at MUSOJ farther descent is possible to minimum descent altitude (MDA). This continued stepdown requires a pilot to plan and manage their configuration and power settings to stay above minimums while then reestablishing descents to the next lowest altitude. Don’t descend too early, but don’t get behind the airplane either.

D) Turns Along the Final Approach Path

From the WITTO waypoint, a pilot would fly a track of 209 degrees through ECEUS and to the MUSOJ waypoints, but here a turn is required. From MUSOJ, a track of 196 degrees is required through WUBAK and to the ORMEY final waypoint, where a pilot would go missed if they did not have the runway environment in sight. Don’t miss the turns to follow the course on this approach.

E) Offset Final Approach Course

A note on the chart indicates that the final approach course is offset 14.51 degrees. A pilot might surmise this is going to be the case when the final approach inbound course is 196 degrees for a Runway 21, but this is a good thing to highlight. Be ready for the last leg of your approach to not align exactly with the runway.

• READ MORE: Chart Wise: Spirit of St. Louis ILS 26L

F) LP or LNAV…No Glideslope

While many GPS approaches have LPV minimums given, where a pilot can expect a glideslope that is WAAS based, that is not the case here. While greater lateral WAAS minimums are available, as denoted by the availability of LP minimums, a glideslope should not be expected. If your GPS system offers one, it will be only a suggested glideslope and would not lead a pilot to a “decision altitude.” This approach includes only MDA minimums.

• READ MORE: Chart Wise: New Orleans VOR DME 36L (KNEW)

G) Missed Approach Is to a VOR

While this is an RNAV GPS-based approach, if a pilot has to go missed, they will actually be transitioning to a VOR for their hold unless otherwise vectored. The GVE VOR has a depicted hold of 033 degrees inbound. The good news is that you aren’t required to do the hold using the VOR; you can still use your GPS to fly this hold. It is noted as a 4 nm hold, not a traditional timed holding procedure.

This column first appeared in the May 2024/Issue 948 of FLYING’s print edition.

The post Chart Wise: Charlottesville RNAV (GPS)-Y Rwy 21 appeared first on FLYING Magazine.

A) LOC-Only Approach

We get used to localizer approaches being full ILS approaches. That isn’t the case here. As a localizer-only approach the pilot won’t have a glideslope to follow after passing the final approach fix at FEMOD. This means the missed point will not be a decision height but at a waypoint, in this case 0.8 DME from IOXB after descending to a minimum descent altitude of 340 feet msl.

• READ MORE: Chart Wise: Spirit of St. Louis ILS 26L

B) DME From the LOC Source

DME on approaches can come from a variety of sources. In this case it comes from the localizer frequency. Denoted IOXB, the “I” after the DME distances is an indication that the DME source is the localizer. Be sure you have your DME source selected properly if you are using DME to identify waypoints or the missed approach point.

A second note here is that DME is required to identify some of the critical points. The final approach fix and the missed approach point are two key ones. No time is available, there are no cross-radials to identify the points, and you will need DME or a suitable IFR GPS system to substitute to fly this approach.

C) Stepdown at BENDR

At 2.9 DME from the I-OXB LOC a pilot is allowed to continue the descent below 720 feet. Until passing that point, and since there is no glideslope, a pilot should expect to halt their descent from the FAF at 720 feet per the stepdown from the FAF (ELUCO).

• READ MORE: Chart Wise: New Orleans VOR DME 36L (KNEW)

D) Circling at Night

Notes indicate that circling to Runways 14 and 20 are NA (Not Authorized) at night from this approach. This leaves a pilot with the only options as landing Runway 32 or Runway 2 if you are doing this approach during nighttime hours.

E) Unicom (CTAF) 123.05

While a pilot will expect to be talking to Patuxent Approach Control on 127.95 while flying much of the approach, a transition should be expected over to the CTAF frequency, 123.05, at some point near the final approach fix. ATC will likely advise the pilot something similar to “frequency change to CTAF authorized, advise ATC of IFR cancellation in the air or on the ground by contacting flight service.”

This is pretty standard practice when flying an approach to a nontowered airport. If you aren’t able to break out and cancel your IFR clearance until you get lower on minimums, be sure to call when you are on the ground so ATC can release the airspace. The airport chart (not shown here) lists a clearance delivery frequency of 121.75 which is a good indication that you might be able to reach ATC via an aircraft radio while on the ground. If not, get that cell phone out and be sure to let it know you have arrived and can cancel IFR.

F) FEMOD Hold Altitudes

A hold at the FEMOD waypoint, and IAF, is denoted with MAX 6,000 foot msl altitude and MHA 2,000 foot msl altitude. This means that 6,000 feet is a maximum holding altitude, and the 2,000-foot altitude is a minimum. A pilot should expect if they are going to be holding, or using the hold as an entry to the procedure, they would be at or between these altitudes. Typically holds like these for altitudes are restricted due to potential traffic conflicts above or below.

This column first appeared in the April 2024/Issue 947 of FLYING’s print edition.

The post Chart Wise: Ocean City (KOXB) LOC Rwy 32 appeared first on FLYING Magazine.

A) Two Radials Depicted

From the STL VOR, there are two radials depicted that intersect with the final approach path—the R-144 and the R-194. But only the R-194 radial has the heavy line denoting it is a feeder route. A pilot seeking to establish onto this approach using the STL VOR as a transition point would need to follow the R-194 to the EAVES intersection and then conduct a course reversal using the depicted hold to establish onto the inbound approach segment.

• READ MORE: Chart Wise: New Orleans VOR DME 36L (KNEW)

B) Using TOY VOR

There is, however, another way for an aircraft that might be approaching from an easterly direction, using the TOY VOR. Transitioning from the TOY VOR is also a heavy line radial along the R-261 and notes that no procedure turn would be needed (NoPT). In this case, the pilot would expect to intersect the final approach path at the HORUS intersection, also identified by the R-144 radial crossing from the STL VOR, and make a slight turn from 261 degrees to the inbound ILS course of 259 degrees. Be sure to switch the navigation source from the TOY VOR to the I-FZU localizer frequency when you make this transition.

C) FAF Identification

No DME is offered for this approach, but you could use an IFR GPS to help with identification of the final approach fix waypoint at the EAVES LOM. You could also identify this using the R-194 radial crossing from the STL VOR, using an ADF tuned to the NDB station of 227 if you still have one that works, or you can use your audio panel to identify passage of the outer marker beacon. Remember that the flashing blue light on your audio panel will illuminate when you are passing this point, and, don’t forget, you can activate the audio to listen to passage of this point. This is a habit many of us have dropped, but it is a good one to remember to use. Some approaches like this still have that option.

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

D) Parallel Runways

The 26L indication on this approach header is an indication that there is another, parallel runway. If you are flying this approach and break out, be sure that you land on the correct runway. It is also possible in better weather conditions that ATC might have you “circle,” in essence, and sidestep over to the 26R. You might even choose to do this based on where you intend to park at the airport.

E) Missed to a Different VOR

In an effort to transition the pilot to the west of the airport and out of the way of traffic we might surmise, the missed approach takes them to the west to a completely different VOR than was previously used during this approach. A climb to 2,400 feet msl before turning right to the FTZ VOR will take the pilot to the point where they will hold.

F) Lots of Frequencies

A pilot who started this approach from the TOY VOR might use that frequency, a cross radial from the STL VOR, the localizer frequency, and then the FTZ VOR during a full approach and missed. That requires four different frequencies. With two radios in most airplanes and standby frequencies, this would keep a pilot working to make sure they were navigating using the correct source at different points to align with this approach. And that doesn’t include any communications frequency changes. If you are going to be using this approach, be sure you have checked NOTAMs verifying that all of the VORs are functional.

This column first appeared in the March 2024/Issue 946 of FLYING’s print edition.

The post Chart Wise: Spirit of St. Louis ILS 26L appeared first on FLYING Magazine.

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.

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) 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.

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.

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.

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.

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.

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.

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.

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.

The post Chart Wise: Roanoke LDA Y Runway 6 appeared first on FLYING Magazine.