Instrument IQ – Skies Mag

Instrument IQ — December 2021/January 2022

Annie Pepper — Tue, 14 Dec 2021 19:08:01 +0000

When To Go Missed

Aspen, Colorado (ASE)

The airport sits at 7,837 feet above sea level, with towering mountains peaking at over 14,000 feet just a few miles away. The runway is snuggled in a box canyon, with one way in and one way out. Not only must you have a heightened situational awareness, but adequate advanced

planning, too.

Typically, for non-precision approaches, the Missed Approach Point (MAP) is noted in the

profile view. Here, it is CEYAG or I-ASE 4 DME. This puts you 2,100 feet above the

touchdown zone with 2.6 nautical miles from the runway. Some quick math puts this glide path at around 808 feet per nm — a plus-nine-degree slope! This is a very steep approach. It is

probably best to calculate a visual descent point (VDP). (See my last article.)

A three-degree glide slope at an altitude loss of 2,003 feet requires about 6.7 nm from the

threshold. This would mean starting the approach to the runway ***before*** the Final

Approach Fix (FAF) of DOYPE. While a three-degree glide slope is ideal, it is unlikely to occur for this approach given the terrain profile and step-down limitations. To adapt, we could increase the slope. But remember: We must satisfy 91.175(c) for Part 91 operations, where the aircraft must be in a continuous position from which a descent to land on the intended runway can be made using normal maneuvers.

To maintain the aircraft in such a position, the approach slope of 6.59 degrees (as suggested on the plate) would have to begin about five nm from the threshold, or 6.4 DME from I-ASE. This would begin just ***after*** the FAF.

If you can’t see the runway by five nm from the threshold or 6.4 DME from I-ASE, you might expect to go missed, because descending to the runway at your MAP may not satisfy 91.175(c) — or even your aircraft’s capabilities. Note that if you are to leave the MDA altitude after the FAF, you must meet all three criteria of 91.175(c).

Environmental Considerations

This approach to Runway 15 typically includes a tailwind component, like mountain valley winds or katabatic winds, for example. Tailwinds will increase the aircraft’s ground speed,

therefore increasing the rate of descent required.

Questions to Ask Yourself:

Can your aircraft perform to this steep approach? Does your aircraft have a Terrain Awareness and Warning System (TAWS)? Could the high sink rate alert come on during this approach? Will you shut off this warning system to perform this approach? If you do shut off this warning system, wasn’t it trying to protect you?

While this approach into Aspen looks straight forward on where to go missed, it would be better to expect to go missed if you can’t see the runway from the FAF, and/or the rate of descent

exceeds your/the aircraft’s limits. Having the plan to go missed at a certain point will reduce workload while flying this task-heavy approach.

Advanced Planning:

Did you calculate your required rate of descent and ground speed? What descend rate will

exceed a stabilized approach for your aircraft? Where is the MAP, or at what point do the

aircraft’s capabilities limit you from performing this approach safely and/or legally? Were you ready to go missed from the start of this approach?

If you plan for a missed approach on every approach, then you’ll never be surprised that you had to push the shiny throttle levers forward.

The post Instrument IQ — December 2021/January 2022 appeared first on Skies Mag.

Instrument IQ — October/November 2021

John Montgomery — Thu, 21 Oct 2021 17:34:15 +0000

SHARPEN YOUR IFR SKILLS

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature! Examine the following approach plate and take your best shot at the accompanying questions:

SEdmonton, Alberta (CYEG)
ILS RWY 12 Approach

Instrument IQ test

Click the question to see the answer

1. What minimum ceiling and visibility would be necessary to achieve the required visual reference for a successful landing based upon the ILS 12 to a straight-in landing?

A minimum ceiling of 200 and visibility of ½ SM or RVR 2600.

2. The g/p is u/s and you are established inbound on the localizer at 5000 while conducting the LOC approach. At what point should you commence descent to conduct the CDA (constant descent angle) approach?

8.2 NM back from threshold, which correlates to 4.3 NM back from the FAF, located at the ZET NDB.

3. Relative to the above question, assuming a ground speed of 120 knots, what should be your target rate of descent to achieve a 3-degree glide path?

635 FPM, interpolate between 110 and 130 in the table.

4. Is an RVR-based Approach Ban a possibility on this approach?

Yes, this runway is equipped with an RVR transmissometer system. For example, note the “RVR 26” in the advisory visibility section in the minima box.

5. If conducting the Localizer approach, what is the minimum FAF crossing altitude when crossing the ZET NDB inbound?

3400 ASL

6. What should be your course of action upon arrival over the ZAB NDB after completing the missed approach procedure prior to proceeding on course, if you are below the minimum safe altitude to proceed on course?

Enter the published shuttle climb procedure via a direct entry and climb to minimum safe altitude prior to proceeding on course.

The post Instrument IQ — October/November 2021 appeared first on Skies Mag.

Instrument IQ — August/September 2021

John Montgomery — Wed, 18 Aug 2021 19:18:40 +0000

SHARPEN YOUR IFR SKILLS

Saskatoon, Saskatchewan (CYXE)
ILS RWY 09

Instrument IQ test

Click the question to see the answer

1. If intending to land on RWY 09, what is the landing distance available?

8,300 feet as noted in the second line in the appropriate box.

2. What minimum ceiling and visibility would you need to achieve a successful landing if completing the ILS 09 Approach; and is an approach ban a possibility on this approach?

A minimum ceiling of 200’ and ½ SM. And yes, an approach ban is a possibility due to the fact that this RWY is RVR equipped as is noted in the minima box (RVR26).

3. To fly this procedure for a straight in approach either via the KAXUG or SATIL transitions, your aircraft must be equipped with:

An IFR certified GPS is required to fly the depicted transitions. Note “GNSS Required” below the text boxes.

4. In the event of a missed approach, what would be your course of action upon arrival at the clearance limit (ATURU) prior to receiving further clearance?

Hold as published at 5000’, via either an offset or parallel entry.

5. The glidepath is U/S and the active approach now reverts to the LOC/DME. You are established inbound on the localizer at 4000. At what point are we legal to commence descent out of 4000?

7.1 DME, note the highlighted box indicating this.

6. Relative to the above question, with your GPS indicating a groundspeed of 120 knots, what should be your target sink rate from 7.1 DME in an effort to fly a constant descent angle (CDA) approach?

With a groundspeed of 120 we interpolate between 110 and 130, and this results in a target descent rate of 635 FPM.

The post Instrument IQ — August/September 2021 appeared first on Skies Mag.

Instrument IQ — June / July 2021

Annie Pepper — Tue, 01 Jun 2021 19:33:34 +0000

Test your instrument flight rules (IFR) proficiency and sharpen your piloting skills with this exclusive Skies feature!

Examine the approach plate below and take your best shot at the accompanying quiz.

Boston, Massachusetts (BOS) / ILS or LOC RWY 15R

Did you see that… ?

You get a call from a friend asking if you want a box of lobster fresh from their fishing boat.

Being that it’s fresh Maine lobster, you say, “Absolutely!” As a professional aviator, you take a look at the weather in KBOS, and it is IFR conditions all along the eastern seaboard with southeast winds. That’s no problem for you, because you are a seasoned instrument pilot. You perform your preflight action and hop in your plane to start making your way to KBOS.

GPS in lieu of DME? Maybe…

Like many GA airplanes, your old DME receiver has been deactivated and labeled “inop” (or better yet, completely replaced) since your avionics upgrade and installation of a GPS. The approach requires DME, as noted in the upper left corner: “DME required.”

Your next thought may be, “I can use the GPS in lieu of DME.” Right!? Well, let’s take a closer look at the type of GPS that will allow you to do this…

The GPS capabilities will depend on the Technical Standard Order (TSO) certification. These capabilities are outlined in AC 90-108 (pp. 4-5), which says that a TSO-C129/-C145/-C146 unit may be used in lieu of DME for en route and terminal operations. The WAAS GPS receiver may be used in lieu of DME, too (TSO-C145/-C146). In the present case, the GPS would be used to identify the aircraft’s distance and to satisfy the DME requirement. This is one of the four approved ways to use the GPS in lieu of DME for Part 91 operations.

Which TSO-C129/-C145/-C146 is your GPS? This is where you would have to look at the airplane’s operator manual, specifically in the flight manual supplement. (This manual is typically towards the back of the operator’s manual in the supplement section.) The TSO certification would most likely be found in the general or limitation section of the flight manual supplement (see a sample flight manual supplement for a GNS 430W here).

Do you know what kind of TSO certification your GPS is?

2. Weather is below approach minimums. Can I start the approach?

As you come into the KBOS area, you listen to the ATIS. The ceilings are 200’ vertical visibility and 1/4 mile visibility due to fog.

Next, you take a look at the weather minimums; you see the minimum weather for the ILS 15 straight in is 300’ ceilings and 1/2 mile visibility. Can you start the approach? Well, yes, you could, because fresh lobsters are at stake.

Under FAR Part 91 operations, you could legally start the approach, even if the weather is “zero-zero.” But whether you can actually land is determined at the Decision Altitude or Minimum Descent Altitude.

Here is when FAR section 91.175 comes into play. Again, for Part 91 operations, you could attempt the approach; however, if you want to continue below the Decision Altitude/Decision Height (DA/DH), you must take a few things into account: 1) The aircraft is in a position from which descent to a landing on the intended runway can be made using normal maneuvers; 2) The required flight visibility is not less than the required visibility listed for the approach; and 3) The runway environment (which is carefully defined within FAR 91.175(c) with 10 specific items).

So, here are some options: 1) You could attempt the approach, but you may not be able to descend below the DA/DH; 2) Depending on the winds, you may want to look at another runway to see if there is another approach with better weather; or 3) You could consider diverting to another airport with more favorable winds and weather.

If you were to choose another runway, the type of approach lighting system will often signal the type of approach minimums. For example, some airports have favored runways when the weather is lower because the lighting systems allow for a lower approach minima. Looking at the airport diagram on the bottom left of this chart, it appears the higher intensity lighting systems are for Runway 4R and 33L. A quick flip through the approach plates for KBOS 4R and 33L verifies that the approach minimums are lower than for KBOS 15R. (Note: This plate is used as a platform for discussion. These options may serve better at a smaller GA airport. KBOS may not accommodate an adverse flow approach.)

3. Where is my Visual Descent Point?

When on the ILS approach, the missed approach point is the DA/DH. But say the glide slope is NOTAM’d as inoperative. Therefore, you would have to use the localizer minimums. In this case, the missed approach point is 0.4 miles from the runway at ZASMU, or 1.8 DME from the I-MDC localizer. Another way to find a missed approach point for a localizer approach is time, but there is no time listed on this approach.

You note that there is no Visual Descent Point (VDP) symbology. If you plan descent to the runway from the missed approach point, then you will be 0.4 nm from the runway, and at localizer minimums of 580’ MSL. If you come to the minimum descent altitude with just under 0.4 nm from the threshold, this would likely end up in a very steep approach to the runway. This is far from the “normal maneuvers” to make a normal descent required by FAR 91.175. The localizer or non-precision approach could set you up to fail with the missed approach point being so close to the runway. By planning a VDP, your success of meeting 91.175 for “normal maneuvers” to descend to the intended runway increases.

Here are some ways to calculate your own VDP:

1) Pull out the whiz wheel (E6B): For a three-degree glide slope you will need about 1.8 nm to descend out of 580’ MSL to touchdown zone elevation of 17’; or

2) Divide your height above touchdown by 300. The result will give you nautical miles from the runway to begin a three-degree glide slope. (580-17 = 563’ to lose, or the height above touchdown); 563/300 = 1.8 nm.)

3) Determine altitude to lose (in thousands) and multiply by three, then add 10 percent. For example: 580’ to lose will require you to be 1.7 nm from the runway for a three-degree descent. (0.5*3 = 1.5 + 0.2 = 1.7 nm.)

A good thought process to keep in mind: “If I do not see the runway at a minimum descent altitude of 580’ MSL by 2 nm from the runway, I will go missed, because I probably will not be able to satisfy the ‘normal maneuvers’ requirement of 91.175 to descend to the intended runway.”

4. What does CIRCLING mean on this approach plate?

Let’s say as you are starting the approach, the tower notifies you that they want you to plan on circling to Runway 22R. Presuming we have the weather for circling, you look down at the approach plate and see the negative “C.” (Note: Again, this is for a discussion, and probably would not happen at KBOS, unless it is super quiet or maybe at night.)

Starting in 2012, the standard circling minimums have changed as noted by the negative “C.” (See Aeronautical Chart Users’ Guide.) The change to the TERPS criteria provided improved obstacle protection depending on the altitude above the airport and approach airspeed.

The below graph shows that with increased aircraft speeds, the radius around the airport for the circling approach will expand and thus provide expanded obstacle or TERPS protection for the circling approach. The graph also shows that at higher elevation airports, more circling radius is required because of your higher true airspeed.

Taking a closer look, let’s say you are in a Category B aircraft, maybe a King Air; for a circling approach you will need 1 1/4 statute miles of visibility. The expanded circling approach chart shows that you will be allowed 1.7 nm of a circling radius for this approach. Looking back at FAR 91.175 in order to descend below minimum descent altitude, you must have the runway environment, no less than the required flight visibility, and use “normal maneuvers” to descend to the intended runway. These circling minimums and minimum required flight visibility seem pretty close to minimum visibility to see the runway environment. While you are allowed to circle farther from the airport, you may not be able to maintain the runway environment per 91.175.

If your approach speed is faster (categories C and D, for example), the circling radius may be greater than the minimum weather flight visibility required; keep in mind your ability to maintain the runway environment to meet 91.175 to descend below minimum descent altitude.

5. With synthetic vision, I can go lower than the published approach minimums?

To enhance situational awareness, you mounted your mobile device with synthetic vision to your windshield or yoke mount.

Synthetic vision is available in popular aviation flight tool apps. While it is a great situational awareness tool, it is not approved as a means of navigation for an instrument approach; nor does it allow you to descend below MDA/DA/DH of 91.175; nor will it reduce your minimums. It is a situational awareness tool only to help identify where the runway may be located — for example, as you come down the approach path with a stiff cross wind.

During your risk assessment, would you consider using synthetic vision when going into an airport where the weather minimums are lower than your personal minimums?

Next time, we’ll have more thought-provoking discussions of instrument procedures; some may spark conversations around the pilot lounge with colleagues — or better yet, have you pulling out the reference sources to see for yourself.

The post Instrument IQ — June / July 2021 appeared first on Skies Mag.

Instrument IQ — April/ May 2021

John Montgomery — Wed, 07 Apr 2021 15:10:00 +0000

SHARPEN YOUR IFR SKILLS

Hamilton, Ontario (CYHM)
ILS or NDB RWY 12 (GNSS)

Instrument IQ test

Click the question to see the answer

1. From a communications perspective, does this airport operate on a limited hours or 24-7 basis?

24-7.

2. Is this approach approved for a GPS overlay, and if so, what information on the approach plate conveys this?

The fact that “GNSS” is indicated in brackets at the end of the approach identifier indicates that it is approved as a GPS overlay.

3. If shooting this approach to straight in landing minima for RWY 12, which MDA do you fly to?

NDB straight in minima of 1280 ASL.

4. As per the above question, what would be your target FAF crossing altitude when conducting the GPS overlay approach when operating in ISA conditions?

Not below 2200 ASL.

5. How much obstacle clearance is provided at the 100 NM Safe Altitude; and the 25 NM Sector Altitudes in this region of Canada?

1000 feet of obstacle clearance for both, as CYHM is located in non-mountainous regions.

6. Is an RVR based approach ban a possibility on this approach?

Yes, this runway is equipped with an RVR transmissometer system. For example, note the “RVR 26” in the advisory visibility section in the minima box.

7. You are shooting the localizer approach to RWY 12 (G/P is U/S) with plans to circle to land on RWY 06. Your IAS on the approach is 145 knots. What is your MDA and advisory visibility, and how much obstacle clearance is provided for a circling MDA?

At 145 KIAS you are a Category D aircraft, making the MDA 1380 with an advisory visibility of 2SM. Circling MDAs provide for a minimum of 300 feet of obstacle clearance.

The post Instrument IQ — April/ May 2021 appeared first on Skies Mag.

Instrument IQ — February/March 2021

Joanne Isaaac — Wed, 24 Feb 2021 16:29:30 +0000

SHARPEN YOUR IFR SKILLS

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Instrument IQ test

Click the question to see the answer

1. What minimum ceiling and visibility would be required to make a safe landing on the ILS approach Runway 09?

200 ft ceiling and ½ statute mile visibility (2400 RVR). Note that weather information in parenthesis is not applicable to civilian pilots.

2. When can you begin your descent down to 1500? If cleared for the approach, can you begin your descent to 1500 before that point?

At GRITT, which is also 11.1 DME on I-BUL localizer. If cleared for the approach, once established on the inbound course, I would maintain 3000 until Grit, then descend to 1500 ft.

3. What safe altitude must be maintained 25 NM north of the Dolphin VOR?

2100

4. What equipment is needed to safely fly this approach?

RADAR is required.

5. Your aircraft is equipped with an autopilot. Can you fly an autopilot coupled approach?

Autopilot coupled approach is not authorized.

6. At what point should you initiate a descent from the final approach fix to DA?

AT INESS, which is also 6.1 DME on I-BUL localizer.

The post Instrument IQ — February/March 2021 appeared first on Skies Mag.

Instrument IQ — December 2020/January 2021

John Montgomery — Tue, 08 Dec 2020 19:44:38 +0000

SHARPEN YOUR IFR SKILLS

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Instrument IQ test

Click the question to see the answer

1. Is a current altimeter setting available at this airport on a 24/7 basis?

Yes, although the ATIS operates limited hours, Fort Nelson Radio operates continuously.

2. What minimum ceiling and visibility would you need to achieve a successful landing if completing the ILS 04 approach, and is an approach ban a possibility on this approach?

A minimum ceiling of 200′ and ½ SM; and no approach ban due to the fact that this RWY is not RVR equipped.

3. You are 20 NM back from the YE NDB on an inbound track of 150 degrees and cleared for this approach via a full procedure. What minimum altitude can you now legally descend to, and how much obstacle clearance does it provide?

You may now descend to Minimum Sector Altitude of 4300; and it provides 1000′ of obstacle clearance.

4. In the event of a missed approach, what would be your course of action upon arrival at the clearance limit prior to receiving further clearance?

Hold as published at 4000′, via either an offset or parallel entry.

5.As per the above full procedure approach, the maximum outbound distance from the YE NDB must not exceed ___ NM.

8 NM.

6. If shooting this approach in an aircraft with an approach speed of 125 KIAS, and planning to circle for RWY 26 due to winds, what would be your MDA and how much obstacle clearance is provided at MDA?

MDA is 1960 ASL and provides for a minimum of 300′.

Spoiler title

At 125 KIAS, we are a Category C aircraft; and Nav Canada provides for a radius of 1.7 NM from the runway thresholds.

John Montgomery is the founder and president of Professional Flight Centre in Delta, B.C., which was established in 1986. A 12,000-hour ATPL pilot and Multi IFR instructor, John also specializes in ground school and seminar instruction. John can be reached at john@proifr.com.

The post Instrument IQ — December 2020/January 2021 appeared first on Skies Mag.

Instrument IQ — October/November 2020

John Montgomery — Fri, 25 Sep 2020 16:05:17 +0000

SHARPEN YOUR IFR SKILLS

Winnipeg Manitoba (CYWG)
ILS Z RWY 13

Instrument IQ test

Click the question to see the answer

1. What is the runway length of RWY 13, and is it equipped with a high intensity approach lighting system (HIAL)?

LDA is 8,841 feet and yes, “AN” infers HIAL.

2. How many transitions for a straight in approach are indicated, and your aircraft must be ____ equipped to fly them?

Two transitions, AVSUN and KEPGA are indicated, and the aircraft must be equipped with an IFR-certified GPS to fly them.

3. What minimum ceiling and visibility would be required to achieve the required visual reference when planning to land on RWY 13, and is this RWY RVR equipped?

Ceiling of 200, and visibility ½ SM or RVR value of 2,600 feet. Yes, this runway is RVR equipped.

4. What would be your course of action upon arrival over MUSIB in the missed approach if further clearance has not been received in advance?

Hold as published at 3,000 feet via either an offset or parallel entry.

5. With a groundspeed of 120 knots, you should target a sink rate of ____ FPM to fly the descent profile.

635 FPM. Interpolate between 110 and 130 sink rate numbers.

6. How many NM back from the ZWN NDB are protected for the procedure turn in the event of completing a full procedure approach?

Note the comment, “Procedure turn LEFT within 8 NM of ZWN NDB.”

7. Calculate the alternate minima if planning to carry CYWG as your alternate to a planned landing on RWY 13 via this approach?

600 and 2 via a valid CYWG TAF.

The post Instrument IQ — October/November 2020 appeared first on Skies Mag.

Instrument IQ — August/September 2020

Skies Magazine — Tue, 28 Jul 2020 18:11:22 +0000

SHARPEN YOUR IFR SKILLS

TIMMINS, ONT. (CYTS)
RNAV (GNSS) RWY 03

Instrument IQ test

Click the question to see the answer

1. You are level at 5000 feet 5 NM east of PETSU and cleared for this approach in ISA conditions. You can now descend to _____ to be in a better vertical position for the approach.

Sector altitude of 2800 ASL

2. Sector altitudes provide for ____ feet of obstacle clearance.

1000

3. After crossing PETSU, continue descent to ____.

Technically 2600, but operationally better to target 2700 as the Constant Descent Approach (CDA) indicates final approach descent from 2700.

4. To fly the CDA from 2700, you should initiate descent at ____ NM back from NADUR.

0.3 back from NADUR equates to 5.3 NM back from RW03. Note the approach profile..

5. With a groundspeed of 120 knots, you should target a sink rate of ____ FPM to fly the descent profile.

635 FPM. Interpolate between 110 and 130 numbers.

6. What minimum ceiling and visibility would be needed to achieve the required visual reference to land from this approach and is this runway RVR equipped?

Ceiling of 500 feet and prevailing visibility of 1 SM. Yes, this runway is RVR equipped, note 1 RVR 50 in landing minima.

7. What should be your course of action in the event of a missed approach?

Hold as published at PIVOD at 3100 via a direct entry.

The post Instrument IQ — August/September 2020 appeared first on Skies Mag.

Instrument IQ — June/July 2020

John Montgomery — Thu, 28 May 2020 15:56:12 +0000

SHARPEN YOUR IFR SKILLS

TOFINO, B.C. (CYAZ)
RNAV (GNSS) RWY 11

Instrument IQ test

Click the question to see the answer

1.What is the highest spot height within the plan view of the approach plate?

4990 ASL

2. You are 40 nm north of TEXEC level at 16,000 feet in IMC and cleared for this approach in standard temperature conditions. What altitude can you legally descend to and which frequency would you expect to be on?

100 NM SAFE of 10,000 and Vancouver Centre on 132.9

3. If you cross TEXEC at 7,500 ASL and are deemed to be too high to fly the TEXEC - UDBIB transition, what would be your best option?

Shuttle descend to 3,700 feet as published prior to continuing on the transition

4. For reasons of simplicity, if you decide to descend to 2,100 feet, at what point should you initiate final approach descent to MDA?

As per the table, at 6.2 NM back from RW11, this would coexist with .2 NM back from OVDAD (FAWP).

5. What is the landing distance available on RWY 11 and is it equipped with a VASIS or PAPI?

4,500 feet, and no VASIS or PAPI.

6. What is the clearance limit of this approach and what should be your course of action if you arrive there before you receive further clearance?

Initially hold as published at 3,000 at OMINI (direct entry) and with enroute clearance ensure you are at least at 4,300 before proceeding on course. If not at least at 4,300, enter shuttle pattern until climbing through it.

The post Instrument IQ — June/July 2020 appeared first on Skies Mag.

Instrument IQ — April/May 2020

John Montgomery — Tue, 24 Mar 2020 19:13:07 +0000

SHARPEN YOUR IFR SKILLS

INUVIK, NT (CYEV)
ILS RWY 06

Instrument IQ test

Click the question to see the answer

1. What minimum ceiling and visibility would be required to have a reasonable expectation of landing via the ILS RWY 06?

200 and ½ SM/RVR 2600

2. As above, but the glidepath is U/S by NOTAM and you are flying the Localizer only approach?

400 and 1 SM/RVR 5000

3. Are the tracks as published on the approach plate in degrees magnetic or true?

Magnetic

4. If circling to land on RWY 24 for an aircraft that is manoeuvring at an IAS of 125 knots, what would be the MDA, radius of protection in NM from RWY thresholds, and obstacle clearance at MDA?

Cat C MDA is 860 feet ASL, radius of 1.7NM, and a minimum of 300 feet of terrain and obstacle clearance.

5. Is a local altimeter setting available at CYEV on a 24/7 basis?

Yes, either by ATIS or CYEV radio.

6. What is the clearance limit of this approach and what should be your course of action if you arrive there before you receive further clearance?

Hold as published at 3000 via an offset entry.

The post Instrument IQ — April/May 2020 appeared first on Skies Mag.

Instrument IQ — February/March 2020

Skies Magazine — Fri, 07 Feb 2020 13:12:01 +0000

SHARPEN YOUR IFR SKILLS

ST. JOHN’S, NL (CYYT)
ILS RWY 11

Instrument IQ test

Click the question to see the answer

1. What minimum ceiling and visibility would be required to have a reasonable expectation of landing via the ILS RWY 11?

200 and ½ SM/RVR 2600

2. As above, but the glidepath is U/S by NOTAM and you are flying the Localizer only approach?

500 and 1 SM

3. You are planning the Constant Descent Angle approach (CDA) via the Localizer approach from GIBBY at 3000. When should the descent out of 3000 be commenced?

9.1 DME

4. Is an RVR Approach Ban a possibility on approach to RWY 11?

Yes, the approach is RVR equipped.

5. How much obstacle clearance is provided at the Safe Altitude 100 NM of 2,900?

1500 feet as St. John’s is located within DMR 2-3-4, where the obstacle clearance guarantee is 1500 feet for the Safe Altitude 100 NM.

6. What is the clearance limit of this approach and what should be your course of action if you arrive there before you receive further clearance?

Hold as published at 3000 via a direct entry

The post Instrument IQ — February/March 2020 appeared first on Skies Mag.

Instrument IQ — December 2019/January 2020

John Montgomery — Tue, 10 Dec 2019 17:28:27 +0000

SHARPEN YOUR IFR SKILLS

KITCHENER/WATERLOO, ONT. (CYKF)
ILS RWY 26

Instrument IQ test

Click the question to see the answer

1. Is RWY 26 equipped with an RVR transmissometer?

Negative, it is not listed next to the ½ SM in the advisory visibility and is not indicated on the aerodrome chart.

2. You would like to conduct a straight in ILS RWY 26 but are not GPS equipped and thus cannot fly a GPS transition. How can you conduct this approach?

As per the note, either RADAR or GNSS are required. Request radar vectors.

3. You are intercepting the glidepath at 3,000 ASL, this should occur at ___ DME from WT.

6.7 DME from WT, check the Constant Descent Angle Table.

4. If doing a full procedure approach, the procedure turn must be conducted within ___ NM of DAXUN.

6 NM.

5. Why is there no timing to the missed approach point indicated on this approach?

DME is required to identify the MAP.

6. If not GPS equipped, how would you identify the FAF?

4.2 DME from WT.

The post Instrument IQ — December 2019/January 2020 appeared first on Skies Mag.

Instrument IQ — October/November 2019

John Montgomery — Tue, 01 Oct 2019 17:41:08 +0000

SHARPEN YOUR IFR SKILLS

Campbell River, B.C. (CYBL)
Departure Procedures

Instrument IQ test

Click the question to see the answer

1.You are planning to depart RWY 12 at CYBL at a time when the FSS is operating. How is takeoff minimum visibility determined?

Since RWY 12 is runway visual range (RVR) equipped this would be the primary means, followed by the accredited observer. PIC does not qualify as a legal means in this situation.

2.Relative to the above, your initial climb groundspeed is expected to be 100 knots. What initial minimum rate of climb is needed to meet the obstacle clearance criteria?

By referring to the table, this converts to a rate of climb of 435 feet per minute until 600 feet ASL.

3.Relative to the above, what becomes the required climb gradient upon passing through 600 feet ASL?

It now reverts to the standard climb gradient of 200 feet per NM.

4.If your aircraft is unable to realize the above climb gradient, might you still be able to depart RWY 12? If so, by what means?

Yes, we may be able to depart via SPEC VIS.

5.If planning to depart SPEC VIS with a climb speed of 100 KIAS, what minimum ceiling and visibility are required to legally depart?

Minimum ceiling = 1000 feet; Minimum visibility category B = 1½ SM.

6.Is a General Aviation Approach Ban a possibility if conducting an instrument approach to RWY 12?

Yes, this runway is equipped with an RVR Transmissometer.

The post Instrument IQ — October/November 2019 appeared first on Skies Mag.

Instrument IQ — August/September 2019

John Montgomery — Wed, 07 Aug 2019 18:31:35 +0000

SHARPEN YOUR IFR SKILLS

VICTORIA, B.C. (CYYJ)
RNAV (GNSS) X RWY 09 APPROACH

Instrument IQ test

Click the question to see the answer

1.What does the "X" in the RNAV (GNSS) X RWY 09 approach mean?

There are two other RNAV approaches for RWY 09 and Nav Canada identifies them via the alphabetical suffix after the indicated nav aid used. Pilots should carefully confirm the approach identifier to make sure they will be flying the correct procedure.

2.This approach is indicated as LPV. What does LPV stand for?

Localizer Performance with Vertical Glidepath. It is basically the RNAV equivalent of an ILS.

3.Do you expect 24-7 altimeter coverage at CYYJ?

Yes, note the ATIS and LWIS frequencies and the Remote Altimeter Setting Source box is empty, indicating that 24-7 coverage is available at the aerodrome.

4.To do the LPV approach, your GPS must be equipped with ______.

WAAS, or Wide Area Augmentation System. Note the WAAS channel 80200.

5.What is the minimum altitude permitted between DAXET and AGBAR, assuming you've been cleared for the approach, and how much obstacle clearance does it provide?

3,100 feet ASL and 1,000 feet of obstacle clearance.

6.Am I correct is saying that the glidepath on this approach is 3.0 degrees?

Negative – note that it is indicated as 3.6 degrees.

The post Instrument IQ — August/September 2019 appeared first on Skies Mag.

Instrument IQ — June/July 2019

John Montgomery — Thu, 06 Jun 2019 13:33:26 +0000

SHARPEN YOUR IFR SKILLS

GANDER NL, (CYQX)
NDB RWY 13 (GNSS) APPROACH

Instrument IQ test

Click the question to see the answer

1.Your aircraft is equipped with an IFR certified GPS. The QX NDB is U/S. Are you legal to complete this approach?

Yes, this approach is designed as a GPS overlay and this approach can legally be flown solely with GPS guidance. .

2.You are on final approach at 2,200 ASL and are planning to do the CDFA (constant descent final approach). The active waypoint on the GPS is QX. How far back from QX should descent to MDA be initiated?

2 NM. Refer to approach profile and table provided below plan view.

3.What ceiling and visibility would give you the required visual reference to successfully complete the landing?

400 and 1 SM (RVR 5000).

4.The Safe Altitude 100 NM is published as 3,800 ASL. This will provide ______ feet of obstacle clearance and is based upon 100 NM from ______.

1,500; the geographic centre of the aerodrome.

5.What should be your course of action in the event of a missed approach and arrival over the QX NDB prior to receiving further clearance? Hold entry?

Hold as published; Offset entry.

The post Instrument IQ — June/July 2019 appeared first on Skies Mag.

Instrument IQ — April/May 2019

John Montgomery — Tue, 02 Apr 2019 18:09:22 +0000

SHARPEN YOUR IFR SKILLS

Calgary/Springbank, AB (CYBW)
ILS RWY 35 Approach

Instrument IQ test

Click the question to see the answer

1.Is RWY 35 equipped with an approach lighting system? If so, what action must be taken to turn them on at 0300 hours local?

Yes, note ARCAL (K) in top right corner of approach plate.

2.Arrival control's radar is U/S at the time of the approach and CYA228 is active. What (if any) effect does this have on the approach?

The approach is not authorized as per the note on the left-hand border.

3.Landing minima for ILS approaches is normally 200 and ½. For what reason are they 250 and 1 on this approach?

This approach is not equipped with a high intensity approach lighting system.

4.You are level at 7,000 feet inbound on the 240-degree transition to TARTI from YYC for the full procedure ILS approach. The procedure turn must be accomplished within ___ NM of TARTI.

5.What is the clearance limit of this approach, and what should be your course of action if you arrive there prior to receiving further clearance?

The clearance limit is the PIGEON NDB, and you should enter the published hold and request further clearance.

6.Your aircraft is equipped with a new generation avionics system but it is not ADF equipped. How does this affect you with respect to flying this approach?

The approach is not authorized as you do not have the navigation aid that the missed approach is based on. Since this approach is based on traditional navaids, the aircraft must be equipped with the navaid that it is based upon (ADF)..

The post Instrument IQ — April/May 2019 appeared first on Skies Mag.

Instrument IQ — February/March 2019

John Montgomery — Fri, 01 Feb 2019 19:22:42 +0000

SHARPEN YOUR IFR SKILLS

THUNDER BAY, ON (CYQT)
RNAV (GNSS) RWY 25 APPROACH

Instrument IQ test

Click the question to see the answer

1)Which waypoints within this procedure would be classified as fly-over waypoints?

RW25 and ADVUS. Check CAP GEN Legend.

2)What type of GPS is required to fly the LPV approach, and what minimum ceiling and visibility would be required to achieve the required visual reference for landing?

A WAAS-equipped IFR certified GPS is needed and a corresponding ceiling of 300 feet and 1 SM visibility should get you in.

3)If equipped with an IFR certified GPS (non-WAAS), which approach would offer us the lowest minima, and what minimum ceiling and visibility would be required to achieve the required visual reference for landing?

You should fly the LNAV approach and a corresponding ceiling of 500 feet and 1¼ SM visibility should get you in.

4)If flying the LNAV approach and established on the final approach course at 3,400 feet, at what point should we initiate descent to fly the CDFA approach? This point would correspond to how many NM back from BEROB?

4.4 NM back from BEROB equates to 8.5 NM back from RW25.

5)What is the clearance limit of this approach, and what should be your course of action if you arrive there prior to receiving further clearance?

The clearance limit is ADVUS, and you should enter the published hold.

6)How much obstacle clearance is provided at circling MDA?

300 feet.

The post Instrument IQ — February/March 2019 appeared first on Skies Mag.

Instrument IQ — December 2018 / January 2019

John Montgomery — Wed, 05 Dec 2018 19:41:54 +0000

SHARPEN YOUR IFR SKILLS

KAMLOOPS, B.C. (CYKA) LOC D APPROACH

Instrument IQ test

Click the question to see the answer

1)What does the approach identifier LOC D infer?

This approach has been designed as a circling procedure only due to high terrain and the resulting high landing minimums.

2)Is a "straight-in" approach available within this procedure?

Yes, note the “No PT 5200” designator on the plan view of the approach plate.

3)You are established inbound on the localizer between 15 DME and 8 DME on this approach. To what altitude may you descend?

By referring to the plan view, between the IF at KEDVU at 15 DME and IKMEM at 8 DME you are legal to 5200 ASL.

4)How is the missed approach point identified on this approach?

1.1 DME from DME source XPP 109.9.

5)Your aircraft is not equipped with DME. Are you able to conduct this approach procedure?

Negative; you will have to fly the LOC C approach where the missed approach point is based upon timing.

6)What would be the best means of confirming that the aircraft remains within the procedure turn "envelope" if conducting a full procedure approach?

Remain within 10 NM of the YKA NDB, which is confirmed by staying within 15 DME from DME source 109.9.

The post Instrument IQ — December 2018 / January 2019 appeared first on Skies Mag.

Instrument IQ — October / November 2018

John Montgomery — Tue, 18 Sep 2018 16:59:40 +0000

SHARPEN YOUR IFR SKILLS

TIMMINS, ON (CYTS) RNAV (GNSS) RWY 21 APPROACH

Instrument IQ test

Click the question to see the answer

1)Does this approach offer vertical guidance similar to an ILS?

Yes, note LPV in the landing minima.

2)What does LPV stand for? The GPS must be _____ enabled in order to fly it.

Localizer performance, vertical glide path. The GPS must be WAAS-enabled.

3)What minimum ceiling and visibility should give you the required visual reference to land via the LPV approach, and is an RVR-based approach ban a possibility here?

Ceiling of 300 feet and prevailing visibility of one statute mile. No RVR-based approach ban as this runway is not RVR-equipped.

4)Am I correct in saying that all of the waypoints within this approach are fly-by waypoints? If not, which ones are fly-over?

By noting the symbology you will see that RW21 and EMKIB are fly-over waypoints.

5)You arrive at the decision altitude of 1,260 ASL and do not have the required visual reference to land the aircraft. Relative to GPS operations, what action must the pilot take to fly the standard missed approach with GPS guidance?

Pilot must press the OBS button (Garmin products) to gain course guidance for the missed approach procedure.

6)What action should be taken upon arrival over the clearance limit, EMKIB, if further clearance has not been received?

Hold as published at EMKIB, direct entry at 3,100 ASL.

The post Instrument IQ — October / November 2018 appeared first on Skies Mag.

Instrument IQ – Skies Mag

Instrument IQ — December 2021/January 2022

When To Go Missed

Instrument IQ — October/November 2021

SHARPEN YOUR IFR SKILLS

SEdmonton, Alberta (CYEG)ILS RWY 12 Approach

Instrument IQ — August/September 2021

SHARPEN YOUR IFR SKILLS

Saskatoon, Saskatchewan (CYXE)ILS RWY 09

Instrument IQ — June / July 2021

Instrument IQ — April/ May 2021

SHARPEN YOUR IFR SKILLS

Hamilton, Ontario (CYHM)ILS or NDB RWY 12 (GNSS)

Instrument IQ — February/March 2021

SHARPEN YOUR IFR SKILLS

Fort Nelson, B.C. (CYYE) ILS RWY 04

Instrument IQ — December 2020/January 2021

SHARPEN YOUR IFR SKILLS

Fort Nelson, B.C. (CYYE) ILS RWY 04

Instrument IQ — October/November 2020

SHARPEN YOUR IFR SKILLS

Winnipeg Manitoba (CYWG) ILS Z RWY 13

Instrument IQ — August/September 2020

SHARPEN YOUR IFR SKILLS

TIMMINS, ONT. (CYTS) RNAV (GNSS) RWY 03

Instrument IQ — June/July 2020

SHARPEN YOUR IFR SKILLS

TOFINO, B.C. (CYAZ) RNAV (GNSS) RWY 11

Instrument IQ — April/May 2020

SHARPEN YOUR IFR SKILLS

INUVIK, NT (CYEV) ILS RWY 06

Instrument IQ — February/March 2020

SHARPEN YOUR IFR SKILLS

ST. JOHN’S, NL (CYYT) ILS RWY 11

Instrument IQ — December 2019/January 2020

SHARPEN YOUR IFR SKILLS

KITCHENER/WATERLOO, ONT. (CYKF) ILS RWY 26

Instrument IQ — October/November 2019

SHARPEN YOUR IFR SKILLS

Campbell River, B.C. (CYBL) Departure Procedures

Instrument IQ — August/September 2019

SHARPEN YOUR IFR SKILLS

VICTORIA, B.C. (CYYJ) RNAV (GNSS) X RWY 09 APPROACH

Instrument IQ — June/July 2019

SHARPEN YOUR IFR SKILLS

GANDER NL, (CYQX) NDB RWY 13 (GNSS) APPROACH

Instrument IQ — April/May 2019

SHARPEN YOUR IFR SKILLS

Calgary/Springbank, AB (CYBW) ILS RWY 35 Approach

Instrument IQ — February/March 2019

SHARPEN YOUR IFR SKILLS

THUNDER BAY, ON (CYQT) RNAV (GNSS) RWY 25 APPROACH

Instrument IQ — December 2018 / January 2019

SHARPEN YOUR IFR SKILLS

KAMLOOPS, B.C. (CYKA) LOC D APPROACH

Instrument IQ — October / November 2018

SHARPEN YOUR IFR SKILLS

TIMMINS, ON (CYTS) RNAV (GNSS) RWY 21 APPROACH

SEdmonton, Alberta (CYEG)
ILS RWY 12 Approach

Saskatoon, Saskatchewan (CYXE)
ILS RWY 09

Hamilton, Ontario (CYHM)
ILS or NDB RWY 12 (GNSS)

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Fort Nelson, B.C. (CYYE)
ILS RWY 04

Winnipeg Manitoba (CYWG)
ILS Z RWY 13

TIMMINS, ONT. (CYTS)
RNAV (GNSS) RWY 03

TOFINO, B.C. (CYAZ)
RNAV (GNSS) RWY 11

INUVIK, NT (CYEV)
ILS RWY 06

ST. JOHN’S, NL (CYYT)
ILS RWY 11

KITCHENER/WATERLOO, ONT. (CYKF)
ILS RWY 26

Campbell River, B.C. (CYBL)
Departure Procedures

VICTORIA, B.C. (CYYJ)
RNAV (GNSS) X RWY 09 APPROACH

GANDER NL, (CYQX)
NDB RWY 13 (GNSS) APPROACH

Calgary/Springbank, AB (CYBW)
ILS RWY 35 Approach

THUNDER BAY, ON (CYQT)
RNAV (GNSS) RWY 25 APPROACH