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FAA Instrument Flying Handbook

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FAA Instrument Flying Handbook This chapter discusses general planning and conduct of extent of detail that a given operator includes in their instrument approaches by professional pilots operating SOPs varies from one operator to another; some may under Title 14 of the Code of Federal Regulations (14 designate which pilot performs each of the above CFR) Parts 91, 121, 125, and 135. Operations specific to actions, the sequence, and the manner in which each helicopters are covered in Chapter 7. The operations action is performed. Others may leave much of the detail specifications (OpsSpecs), standard operating proce- up to individual flight crews and only designate which dures (SOPs), and any other Federal Aviation tasks should be performed prior to commencing an Administration (FAA) approved documents for each approach. Flight crews of all levels, from single-pilot to commercial operator are the final authorities for individ- multi-crewmember Part 91 operators, can benefit from ual authorizations and limitations as they relate to instru- the experience of commercial operators in developing ment approaches. While coverage of the various techniques to fly standard instrument approach proce- authorizations and approach limitations for all operators dures (SIAPs). is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is Determining the suitability of a specific IAP can be a appropriate. very complex task, since there are many factors that can limit the usability of a particular approach. There are APPROACH PLANNING several questions that pilots need to answer during pre- Depending on speed of the aircraft, availability of flight planning and prior to commencing an approach. Is weather information, and the complexity of the the approach procedure authorized for the company, if approach procedure or special terrain avoidance Part 91K, 121, 125, or 135? Is the weather appropriate procedures for the airport of intended landing, the for the approach? Is the aircraft currently at a weight that inflight planning phase of an instrument approach will allow it the necessary performance for the approach can begin as far as 100-200 NM from the destina- and landing or go around/missed approach? Is the air- tion. Some of the approach planning should be craft properly equipped for the approach? Is the flight accomplished during preflight. In general, there are crew qualified and current for the approach? Many of five steps that most operators incorporate into their these types of issues must be considered during preflight Flight Standards manuals for the inflight planning planning and within the framework of each specific air phase of an instrument approach: carrier’s OpsSpecs, or Part 91. • Gathering weather information, field conditions, WEATHER CONSIDERATIONS and Notices to Airmen (NOTAMs) for the runway Weather conditions at the field of intended landing of intended landing. dictate whether flight crews need to plan for an instru- • Calculation of performance data, approach speeds, ment approach and, in many cases, determine which and thrust/power settings. approaches can be used, or if an approach can even be attempted. The gathering of weather information • Flight deck navigation/communication and automa- should be one of the first steps taken during the tion setup. approach-planning phase. Although there are many • Instrument approach procedure (IAP) review and, possible types of weather information, the primary for flight crews, IAP briefing. concerns for approach decision-making are wind speed, wind direction, ceiling, visibility, altimeter • Operational review and, for flight crews, opera- setting, temperature, and field conditions. It is also a tional briefing. good idea to check NOTAMs at this time in case there were any changes since preflight planning. Although often modified to suit each individual opera- tor, these five steps form the basic framework for the Wind speed and direction are factors because they inflight-planning phase of an instrument approach. The often limit the type of approach that can be flown at 5-1 a specific location. This typically is not a factor at weather product types through a comprehensive process airports with multiple precision approaches, but at known as the Aviation Weather Technology Transfer airports with only a few or one approach procedure process. This process ensures that user needs and the wrong combination of wind and visibility can technical and operational readiness requirements are make all instrument approaches at an airport met as experimental product types mature to opera- unavailable. As an example, consider the available tional application. approaches at the Chippewa Valley Regional Airport (KEAU) in Eau Claire, Wisconsin, shown The development of enhanced communications capa- in Figure 5-1. In the event that the visibility is bilities, most notably the Internet, has allowed pilots reported as less than one mile, the only useable access to an ever-increasing range of weather service approach for Category C airplanes is the Instrument providers and proprietary products. It is not the intent Landing System (ILS) to Runway 22. This leaves of the FAA to limit operator use of this weather infor- very few options for flight crews if the wind does mation. However, pilots and operators should be aware not favor Runway 22; and, in cases where the wind that weather services provided by entities other than restricts a landing on that runway altogether, even a the FAA, NWS, or their contractors (such as the circling approach cannot be flown because of the DUATS and FISDL providers) may not meet visibility. FAA/NWS quality control standards. Therefore, opera- tors and pilots contemplating use of such services WEATHER SOURCES should consider the following in determining the suit- Most of the weather information that flight crews ability of that service or product. In many cases, this receive is issued to them prior to the start of each flight may be accomplished by provider disclosure or a segment, but the weather used for inflight planning and description of services or products: execution of an instrument approach is normally obtained en route via government sources, company Is the service or product applicable for aviation use? frequency, or Aircraft Communications Addressing and • Does the weather product or service provide Reporting System (ACARS). information that is usable in aeronautical deci- sion-making? Air carriers and operators certificated under the provisions of Part 119 (Certification: Air Carriers • Does the product or service fail to provide data and Commercial Operators) are required to use the necessary to make critical aeronautical weather aeronautical weather information systems defined decisions? in the OpsSpecs issued to that certificate holder by Does the service provide data/products produced by the FAA. These systems may use basic FAA/National approved aviation weather information sources? Weather Service (NWS) weather services, contractor or operator-proprietary weather services and/or • Are these data or this product modified? Enhanced Weather Information System (EWINS) • If so, is the modification process described, and is when approved in the OpsSpecs. As an integral part the final product in a configuration that supports of EWINS approval, the procedures for collecting, aeronautical weather decision-making? producing, and disseminating aeronautical weather information, as well as the crewmember and dis- Are the weather products professionally developed and patcher training to support the use of system produced and/or quality-controlled by a qualified avia- weather products, must be accepted or approved. tion meteorologist? Operators not certificated under the provisions of Part Does the provider’s quality assurance plan include the 119 are encouraged to use FAA/NWS products through capability to monitor generated products and contain a Automated Flight Service Stations (AFSSs), Direct procedure to correct deficiencies as they are discovered? User Access Terminal System (DUATS), and/or Flight Information Services Data Link (FISDL). Refer to the Is the product output consistent with original data Aeronautical Information Manual (AIM) for more sources? information regarding AFSSs, DUATS, and FISDL. Are education and training materials sufficient to enable users to use the new product effectively? The suite of available aviation weather product types is expanding with the development of new sensor sys- Are the following key elements of the product intuitive tems, algorithms, and forecast models. The FAA and and easy for the user to interpret? NWS, supported by the National Center for Atmospheric Research and the Forecast Systems • Type of data/product. Laboratory, develop and implement new aviation • Currency or age of data/product. 5-2 Figure 5-1. Chippewa Regional Airport (KEAU), Eau Claire, Wisconsin. 5-3 • Method for displaying and decoding the The automated weather observing system (AWOS) and data/product. automated surface observing system (ASOS) provide real-time weather information that can be used by flight • Location/mapping of the data. crews to make approach decisions, and by the NWS to generate aviation routine weather reports (METARs). Is the product suitable for use? Consider potential pilot Flight crews planning approaches to airports where misunderstandings due to: ATIS is not available may be able to obtain current • Complexity of the product. airport conditions from an AWOS/ASOS facility. • Nonstandard display (colors, labels). FAA-owned and
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