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) 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.

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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.

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.

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

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.

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.