Chapter 4 Approaches Introduction This chapter discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various authorizations and approach limitations for all operators is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is appropriate. 4-1 Approach Planning within the framework of each specific air carrier’s OpSpecs, or Part 91. Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure Weather Considerations or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an Weather conditions at the field of intended landing dictate instrument approach can begin as far as 100-200 NM from whether flight crews need to plan for an instrument the destination. Some of the approach planning should approach and, in many cases, determine which approaches be accomplished during preflight. In general, there are can be used, or if an approach can even be attempted. The five steps that most operators incorporate into their flight gathering of weather information should be one of the first standards manuals for the in-flight planning phase of an steps taken during the approach-planning phase. Although instrument approach: there are many possible types of weather information, the primary concerns for approach decision-making are • Gathering weather information, field conditions, windspeed, wind direction, ceiling, visibility, altimeter and Notices to Airmen (NOTAMs) for the airport of setting, temperature, and field conditions. It is also a good intended landing. idea to check NOTAMs at this time, in case there were any • Calculation of performance data, approach speeds, changes since preflight planning. and thrust/power settings. • Flight deck navigation/communication and Windspeed and direction are factors because they often automation setup. limit the type of approach that can be flown at a specific location. This typically is not a factor at airports with • Instrument approach procedure (IAP) review and, for multiple precision approaches, but at airports with only a flight crews, IAP briefing. few or one approach procedure, the wrong combination • Operational review and, for flight crews, operational of wind and visibility can make all instrument approaches briefing. at an airport unavailable. Pilots must be prepared to execute other available approaches, not just the one that Although often modified to suit each individual operator, they may have planned for. As an example, consider the these five steps form the basic framework for the in-flight available approaches at the Chippewa Valley Regional planning phase of an instrument approach. The extent of Airport (KEAU) in Eau Claire, Wisconsin. [Figure 4-1] In the detail that a given operator includes in their SOPs varies event that the visibility is reported as less than one mile, from one operator to another; some may designate which the only useable approaches for Category C aircraft is the pilot performs each of the above actions, the sequence, and Instrument Landing System (ILS) and Lateral navigation the manner in which each action is performed. Others may (LNAV)/vertical navigation (VNAV) to Runway 22. This leave much of the detail up to individual flight crews and leaves very few options for flight crews if the wind does not only designate which tasks should be performed prior to favor Runway 22; and, in cases where the wind restricts a commencing an approach. Flight crews of all levels, from landing on that runway altogether, even a circling approach single-pilot to multi-crewmember Part 91 operators, can cannot be flown because of the visibility. benefit from the experience of commercial operators in developing techniques to fly standard instrument approach Weather Sources procedures (SIAPs). Most of the weather information that flight crews receive is issued to them prior to the start of each flight segment, Determining the suitability of a specific IAP can be a very but the weather used for in-flight planning and execution complex task, since there are many factors that can limit of an instrument approach is normally obtained en route the usability of a particular approach. There are several via government sources, company frequency, or Aircraft questions that pilots need to answer during preflight Communications Addressing and Reporting System planning and prior to commencing an approach. Is the (ACARS). approach procedure authorized for the company, if Part 91, subpart K, 121, 125, or 135? Is the weather appropriate Air carriers and operators certificated under the provisions for the approach? Is the aircraft currently at a weight that of Part 119 (Certification: Air Carriers and Commercial will allow it the necessary performance for the approach Operators) are required to use the aeronautical weather and landing or go around/ missed approach? Is the aircraft information systems defined in the OpSpecs issued to that properly equipped for the approach? Is the flight crew certificate holder by the FAA. These systems may use basic qualified and current for the approach? Many of these types FAA/National Weather Service (NWS) weather services, of issues must be considered during preflight planning and contractor or operator-proprietary weather services, and/ 4-2 Figure 4-1. Chippewa Regional Airport (KEAU), Eau Claire, Wisconsin. 4-3 or Enhanced Weather Information System (EWINS) when include advisories such as Airman’s Meteorological approved in the OpSpecs. As an integral part of EWINS Information (AIRMETs), Significant Meteorological approval, the procedures for collecting, producing, and Information (SIGMETs), convective SIGMETs, and disseminating aeronautical weather information, as well urgent pilot weather reports (PIREPs/UUA). These as the crewmember and dispatcher training to support broadcasts are only a summary of the information, the use of system weather products, must be accepted or and pilots should contact an FSS for detailed approved. information. • Telephone Information Briefing Service (TIBS) Operators not certificated under the provisions of 14 is a service prepared and disseminated by CFR Part 119 are encouraged to use FAA/NWS products Flight Service. It provides continuous telephone through the Flight Service Stations (FSS). FSS provide pilot recordings of meteorological and aeronautical weather briefings, en route weather, receive and process information. Specifically, TIBS provides area and instrument flight rule (IFR) and visual flight rule (VFR) flight route briefings, as well as airspace procedures and plans, relay air traffic control (ATC) clearances, and issue special announcements, if applicable. It is designed NOTAMs. They also provide assistance to lost aircraft and to be a preliminary briefing tool and is not intended aircraft in emergency situations and conduct VFR search to replace a standard briefing from a flight service and rescue services. specialist. The TIBS service is available 24 hours a day and is updated when conditions change, but it can Direct User Access Terminal System (DUATS), funded by the only be accessed by a touch tone phone. The phone FAA, allows any pilot to access weather information and file numbers for the TIBS service are listed in the Chart a flight plan via computer. Two contract vendors currently Supplement, formerly the Airport/Facility Directory provide information services within the DUATS system, (A/FD). TIBS should also contain, but is not limited to: and can be accessed via the Internet at www.duats.com surface observations, terminal aerodrome forecast or www.1800wxbrief.com. The current vendors of DUATS (TAFs), and winds/temperatures aloft forecasts. II service and the associated phone numbers are listed in Chapter 7 of the Aeronautical Information Manual (AIM). The suite of available aviation weather product types is expanding with the development of new sensor Flight Information Service—Broadcast (FIS-B) provides systems, algorithms, and forecast models. The FAA and certain aviation weather and other aeronautical information NWS, supported by the NCAR and the NOAA Forecast to aircraft equipped with an appropriate flight deck display. Systems Laboratory (FSL), develop and implement new Reception of FIS-B services can be expected within a aviation weather product types through a comprehensive ground station coverage volume when line-of-sight process known as the Aviation Weather Technology geometry is maintained between the aircraft and ground Transfer process. This process ensures that user needs station. National Airspace System (NAS) wide service and technical and operational readiness requirements are availability was targeted for 2013 and is currently available met as experimental product types mature to operational within certain regions. FIS-B provides the following textual application. and graphical aviation weather and aeronautical products free-of-charge. A detailed description of these products The development of enhanced communications can be found in the AIM. capabilities, most notably the internet, has allowed pilots • Aviation Digital Data Services