Excellent. I figured you'd be one of the ones that'd know already, with your background. It's one of those interesting tidbits of info that's on the plate.
KIWA Approach Plate Question
- Thread starter meritflyer
- Start date
Excellent. I figured you'd be one of the ones that'd know already, with your background. It's one of those interesting tidbits of info that's on the plate.
meritflyer
Well-Known Member
MikeD, isnt that how you'd execute the approach? Track outbound on the LOC for the course reversal?
casey
Well-Known Member
i also know the answer to that one, but wont spoil it for you. No military background here though, just too much time on my hands.
fishing for the answer you want? Yes, fly the loc outbound to start the course reversal *but* fly the feeder to join the loc outbound. If you get solid usable nav signal from the loc outbound there shouldnt be a problem joining it (though the terps criteria for a loc/gs is not the same as a feeder). The reason for the feeder rather than just a straight up "fly the backcourse" is for a couple reasons. 1) you may not be able to navigate directly to the IAF to start the course reversal, 2) you cant navigate "direct to the loc antenna" and 3) the LOC is crazy sensitive at the antenna site.
The feeder is just to get you to join the loc outbound and to the procedure turn.
If coming from IWA VORTAC, you'd need to track outbound on the IWA R-122 to 4.9 DME in order to get to SNOWL. SNOWL is defined off the VORTAC radial/DME, not off the LOC, as stated by the note next to the IWA VORTAC on the plan view. To be more specific, and looking at the profile and plan views, note that SNOWL is defined using IWA VORTAC (113.3/Ch80), and not I-IWA Localizer (110.15), since as mentioned before, the two are not coincident (VORTAC and LOC located in geographically different areas). Passing SNOWL, execute the 45/180 PT remaining within 10NM, unless you're Cat E where the PT is NA (because of no way to remain within 10NM with normal maneuvering). Inbound on the PT, you intercept the 303 LOC course inbound.
fish314
Well-Known Member
Alright Mike, I'm going to spill the secret...
There are different holding instructions for TACAN only aircraft in the plate that MikeD mentioned because TACAN only aircraft are prohibited from holding directly over the TACAN. This is because station passage for a TACAN is defined as when the DME stops decreasing....
...So, if you were to try holding over the TACAN, you'd have to STARE at the DME, and make your outbound turn as soon as the DME went from decreasing to increasing again. This could be pretty easy to miss. So they don't let you hold right over the TACAN...instead you have to hold using the VOR portion (because it has the To/From indicator) if you have one, or you have to hold at some other fix that isn't right over the station if you are really TACAN only.
There are different holding instructions for TACAN only aircraft in the plate that MikeD mentioned because TACAN only aircraft are prohibited from holding directly over the TACAN. This is because station passage for a TACAN is defined as when the DME stops decreasing....
...So, if you were to try holding over the TACAN, you'd have to STARE at the DME, and make your outbound turn as soon as the DME went from decreasing to increasing again. This could be pretty easy to miss. So they don't let you hold right over the TACAN...instead you have to hold using the VOR portion (because it has the To/From indicator) if you have one, or you have to hold at some other fix that isn't right over the station if you are really TACAN only.
Excellent.
On a related note that you'll probably appreciate, RMI fix to fix's for me are still more of a WAG than any sort of skill.
This is true. If you have two radios, you can tune one to the ILS, I-IWA (110.15) and the other to... well, let's look at the options:
Willie VORTAC (113.3), where we can view the DME in increments of 0.1 NM
-or-
Stanfield VORTAC (114.8), where we can read radials. At 27.1 NM from TFD, one degree on the guage equals roughly one half mile. Perhaps your instruments can be off by 4 degrees and still be considered within tolerances. That would represent, at 27.1 NM from TFD, approximately 2 NM. Of the 4.4 NM between SNOWL Intersection and the runway, you could conceivably give up 2 NM before you even begin.
But what if you only have ONE radio. Could you still do this? If yes, how?
.
meritflyer
Well-Known Member
Switichin em back and forth.
I'd highly caution against that. You've already intercepted the glideslope and are tracking inbound on the final segment. Once inside the FAF, one receiver must always be tuned to the facility providing final approach guidance.
I bet the crew of IFOR 21 would have alot to say about cross-tuning on final, if they could.
.
10 miles is your PT protected airspace for up to Cat D aircraft. Cat E aircraft require 15 miles, hence the note on the plate here that says "Cat E procedure turn not authorized", since this approach only has 10 miles (remain within 10 NM). The PT can be flown at up to 250 knots, provided the pilot takes into account speed/bank angle, etc, to remain within protected airspace. FAA recommends 200 kts, unless aircraft limitations don't allow. At all speeds, the pilot must insure his plane remains within the PT protected airspace.
Also, remember that for this type of PT, you're not locked into the 45/180. You can execute an 80/260 reversal, or even a teardrop holding-style entry/course reversal if you're so aligned, and the teardrop course is within 30 degrees of the PT course. In all cases, insure you remain within the PT protected airspace.