KIWA Approach Plate Question

M

meritflyer

Well-Known Member
I have a question for y'all about the ILS 30C into KIWA -

On the Jepp plate, I notice that the 122 radial off IWA is shown as if it points to the back course and says 122* 4.9 5000.

Why does it show a VOR radial if you are to fly the LOC backcourse?

Correct me if I am wrong - You'd fly the backcourse at 4600' then once you have course guidance inbound after your PT you'd descend to 3000' for GS intercept.

Anyone know why that is? Why would we care how far SNOWL is from the VOR on the plan view? Why is that arrow (feeder route) there and what the heck does it mean?

AHHH!

I am confused :insane:
 
DME purposes? Then why is there an altitude and radial attached?

I dont think so... but maybe?

The arrow appear as a feeder route I believe.
 
meritflyer said:
On the Jepp plate, I notice that the 122 radial off IWA is shown as if it points to the back course and says 122* 4.9 5000.

Why does it show a VOR radial if you are to fly the LOC backcourse?

Correct me if I am wrong - You'd fly the backcourse at 4600' then once you have course guidance inbound after your PT you'd descend to 3000' for GS intercept.

Anyone know why that is? Why would we care how far SNOWL is from the VOR on the plan view? Why is that arrow (feeder route) there and what the heck does it mean?

I am confused :insane:
Click to expand...

I'm looking at the NOS plate and, although I can't read gov't charts for crap, it looks to me like a feeder route. I'd say you'd cross the VOR, fly outbound on the 122 radial (instead of the LOC) to the 4.9DME, then fly the course reversal while descending to 4600 to re-intercept.

The 122 radial is listed because the VOR isn't a part of the localizer, so they have to give you a way to get to a point that is on the localizer (SNOWL). I'm pretty sure it's just a feeder route.

And to be picky, if you did track the LOC outbound you wouldn't be flying the back course--you'd be flying outbound on the front course.
 
It's been a long time since I shot that approach, but if I recall it is also there for if you go missed into the hold (at the VOR) you can just bust out of the hold outbound on the radial and them PT back around outside of SNOWL and try again.
 
Looks to me you hit IWA at 5000, then at SNOWL you can drop down to 4600 if you're doing an approach starting at IWA.
 
I think you are dancing on top of the answer . . .

As noted, there is a feeder route from IWA (the VORTAC) to SNOWL. The purpose of this feeder route is to transition from the enroute environment to the approach (here, the LOC course). As with other feeder routes on the chart (e.g., TFD->SNOWL), the leg from IWA to SNOWL leads to the IAF and establishes us on the final approach course outbound. Notice that the LOC and IWA R-122 are NOT coincident.
 
I see all the feeder routes arriving at SNOWL but why would there be a feeder route on flying outbound on the front course if we can just use the LOC once we get to IWA?
 
Okay.. so my question stands. If we want to fly a course reversal, why would we use the 122 off IWA instead of the LOC?
 
The LOC is aligned with RWY 30C; the VORTAC IWA is not. A pilot must have some method to transition from IWA to the LOC, from enroute to approach, hence the feeder route.

From my perspective, you are pondering why a pilot would use the feeder route when the LOC front course is so close. Essentially, you are assuming that arrival over IWA will permit positive alignment along the localizer. Indeed, the close proximity of IWA R-122 and the I-IWA LOC might make flying the feeder route seem trivial, even unnecessary. However, the feeder route is the recommended procedure for the enroute-approach transition at IWA. Moreover, maintaining the required altitude (5,000 feet) and flying along the radial ensures proper obstacle clearance and allows the pilot to establish the aircraft on the front course at a point where CDI/LOC sensitivity is somewhat diminished, fostering a more stabilized approach.
 
Okay so -

We'd maintain 5000 until 4.9 DME off IWA (SNOWL) then descend down to 4600 and fly outbound on the LOC front course. Then a PT while still at 4600. Once we rec'd course guidance inbound, down to our GS intercept of 3000.

Do I have that right?
 
meritflyer said:
Okay.. so my question stands. If we want to fly a course reversal, why would we use the 122 off IWA instead of the LOC?
Click to expand...

Because the VOR is not on the localizer. You have to have some point to navigate to on the localizer itself.

We'd maintain 5000 until 4.9 DME off IWA (SNOWL) then descend down to 4600 and fly outbound on the LOC front course. Then a PT while still at 4600. Once we rec'd course guidance inbound, down to our GS intercept of 3000.

Do I have that right?
Click to expand...

Yes--you'd fly the 122 radial to 4.9DME, then make the procedure turn at your discretion on the localizer, staying within the protected airspace
 
Correct. I'm sure you're implying that you'd be tracking the loc outbound before decending to 4600
 
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