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1、5-1This chapter discusses general planning and conduct of instrument approaches by professional pilots operating under Title 14 of the Code of Federal Regulations (14CFR) Parts 91, 121, 125, and 135. Operations specific to helicopters are covered in Chapter 7. The operations specifications (OpsSpecs
2、), standard operating proce- dures (SOPs),and any other Federal Aviation Administration (FAA) approved documents for eachcommercial operator are the final authorities for individ- ual authorizations and limitations as they relate to instru- ment approaches. While coverage of the various authorizatio
3、ns 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. APPROACH PLANNING Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure
4、 or special terrain avoidance procedures for the airport of intended landing, the inflight planning phase of an instrument approach can begin as far as 100-200 NM from the destina- tion. Some of the approach planning should be accomplished during preflight. In general, there are five steps that most
5、 operators incorporate into their Flight Standards manuals for the inflight planning phase of an instrument approach: Gathering weather information, field conditions, and Notices to Airmen (NOTAMs) for the runway of intended landing. Calculation of performance data, approach speeds, and thrust/power
6、 settings. Flight deck navigation/communication and automa- tion setup. Instrument approach procedure (IAP) review and,for flight crews, IAP briefing. Operational review and, for flight crews, opera-tional briefing.Although often modified to suit each individual opera- tor, these five steps form the
7、 basic framework for theinflight-planning phase of an instrument approach. Theextent of detail that a given operator includes in their SOPs varies from one operator to another; some may designate which pilot performs each of the above actions, the sequence, and the manner in which each action is per
8、formed. Others may leave much of the detail up to individual flight crews and only designate which tasks should be performed prior to commencing an approach. Flight crews of all levels, from single-pilot to multi-crewmember Part 91 operators, can benefit from the experience of commercial operators i
9、n developing techniques to fly standard instrument approach proce- dures (SIAPs).Determining the suitability of a specific IAP can be a very complex task, since there are many factors that can limit the usability of a particular approach. There are several questions that pilots need to answer during
10、 pre-flight planning and prior to commencing an approach. Is the approach procedure authorized for the company, if Part 91K, 121, 125, or 135? Is the weather appropriate for the approach? Is the aircraft currently at a weight that will allow it the necessary performance for the approach and landing
11、or go around/missed approach? Is the air- craft properly equipped for the approach? Is the flight crew qualified and current for the approach? Many ofthese types of issues must be considered during preflight planning and within the framework of each specific air carriers OpsSpecs, or Part 91.WEATHER
12、 CONSIDERATIONS Weather conditions at the field of intended landing dictate whether flight crews need to plan for an instru- ment approach and, in many cases, determine which approaches can be used, or if an approach can even be attempted. The gathering of weather information should be one of the fi
13、rst steps taken during the approach-planning phase. Although there are many possible types of weather information, the primary concerns for approach decision-making are wind speed, wind direction, ceiling, visibility, altimeter setting, temperature, and field conditions. It is also a good idea to ch
14、eck NOTAMs at this time in case there were any changes since preflight planning.Wind speed and direction are factors because they often limit the type of approach that can be flown at5-2a specific location. This typically is not a factor at airports with multiple precision approaches, but at airport
15、s with only a few or one approach procedure the wrong combination of wind and visibility can make all instrument approaches at an airport unavailable. As an example, consider the available approaches at the Chippewa Valley Regional Airport (KEAU) in Eau Claire, Wisconsin, shown in Figure 5-1. In the
16、 event that the visibility is reported as less than one mile, the only useable approach for Category C airplanes is the Instrument Landing System (ILS) to Runway 22. This leaves very few options for flight crews if the wind does not favor Runway 22; and, in cases where the wind restricts a landing on that runway altogether, even a circling approach cannot be flown because of the visibility.WEATHER SOURCES Most of the weather information that flight crewsreceive is issued to them prior to t
