Tips for flying an Instrument Approach Procedure IAP

 

Tips for flying an Instrument Approach Procedure IAP 

1. When to Brief an Instrument Approach Plate?
• Before you're in the Air, during IFR flight planning and or preflight
• Check the forecasted winds at your destination airport and brief the IAP that you could expect at the airport
• In the Air
• Brief the IAP during your enroute phase, preferable before you began to descent
• ATC approach often will tell you what IAP to expect
• Request ATC approach for an approach and depending on winds and traffic flow at the airport that may give it to you
• Set you your avionics to ensure you are fully prepared prior to reaching the Initial Approach Fix (IAF) associated with the IAP
• Confirm you have the right approach procedure and that it is current before briefing it
• Check the notes to see if there is anything that would prohibit you from flying the approach
• Look at your inbound course and set it on your CDI or HSI
• Look at the LOC frequency, if on an ILS/LOC approach and enter it in your NAV radio and identify it
• Confirm the runway length and touchdown zone elevation, as well as runway lighting
• Make sure to put the GPS Avionics in the requisite VLOC or GPS mode for the HSI
• Review any step=down altitude
• Brief the glideslope intercept altitude for a precision approach to ensure a "false glideslope" is not inadvertently followed.
• Confirm the airport weather conditions meet visibility. / ceiling minima for the approach
• Review the DA Decision Altitude and MDA
• Review the FAF, MAP and VDP if there is one
• Review the Miss Approach Procedure
• Key Tasks to do before Starting an Instrument Approach Procedure
• Perform before Landing Checklist Prior to arriving at the Instrument Approach Course after:
• ATC gives you a clearance to an Initial Approach Fix  or \\
• ATC give you vectors to intercept the Inbound Course
• Upon turning inbound on the Instrument Approach Course Maintain Altitude until the glideslope is on dot above center on the CDI
• Then configure the Aircraft for Landing, with 10deg of flaps and gear down, and reduce power to maintain glideslope and ensure a stable approach, as you cross the Final Approach Fix (FAF) 
• Gear/Flaps should be down at glideslope intercept for a precision approach or by FAF for a non-Tips for a mon-precision approach
• Make increasingly minor heading, pitch and power changes as you descend down the glideslope and approach DA or MDA
• Heading changes should NOT be more that +/- 5 degrees , and even less when you near the runway centerline and the DA/MDA
• With ILS and LPV approaches, the lateral course sensitivity will continue to increase as you approach the runway
• Key Callouts at predetermined points at IAF
• "Localizer/course Alive"  - when you turn inbound
• For ILS Callouts - "Glide slope alive"  .. or ..
• For GPS LPV callouts "Glide Path Alive"
• For GPS approach, verify/callouts (LPV or LNAV/VNAV) on avionics
• For ILS verify/callouts ("no flags" and "on glideslope at glideslope intercept")
• Callouts as you approach minimums
• "1,000 feet to minimums"
• "500 feet to minimums"
• "200 feet to minimums"
• "100 feet to minimums"
• At DA or MDA: Callout 
• "minimums, or "Landing"  or "Going Missed"
• Landing or Going Missed on an IAP
• If Landing:
• slow to landing speed and continue inbound for a landing
• Only apply additional flaps if necessary to ensure stable approach all the way to touch down
• If going missed:
• After initiating the missed - pitch up, power up, gear up, flaps up , and activate missed procedure n the GPS avionics by un-suspending the flight plan
• Contact Tower or CTAF and report going missed
• Switch to ATC Approach and report you've gone missed and are flying the published missed. 
• Await further instructions from ATC

Reference:

https://www.youtube.com/watch?v=c3bv9zkdgCw

Tower

 Tower 

1. Clearance Delivery 
- Aircraft at gate get their routes
- What squack code to put in their transponder
- which runway to go to  

2. Ground Controllers 
- Move on the ground 
- Ground Controller Radar

3. Tower Controller 
- take off and landing of aircrafts

4. Area Controller 
lateral and vertical seperation

5. Area Controller Center  ACC  
* Sectors - large volume of area
* Approach Controller 
when aircraft is about 5-7 miles of airport approach hands over aircraft tower
- Slow down aircraft
- circle Around
- Vectoring (changing headings etc)

6. ATIS 

• ATIS provides pilots with essential non-control information in busy terminal areas, reducing workload for air traffic controllers and frequency congestion.

Content:

• Airport/facility name
• Phonetic letter code (e.g., "Information Alpha") 
• Time of the latest weather observation (UTC)
• Weather information (wind direction and velocity, visibility, obstructions to vision, sky condition, temperature, dew point, altimeter setting)
• Runway in use 
• Other pertinent remarks (e.g., NOTAMs, PIREPs) 

airways 
fixes 

Instrument Flying - Departure, Enroute, Arrival, Approach

 

Departure

• ODP Obstacles Departure Procedure
• SID Standard Instrument Departure
• VFR

Enroute

• Airways
• Minimum altitude

Arrival Procedures

• Traffic Sequencing into a busy airport
• Traffic Funnel in to runway

Approach

• Precision
• Non Precision
• VFR

ICAO Phraseology Reference Guide states :
"APPROACH AND LANDING
Pilot-interpreted Approaches (eg ILS) Phraseology

The phrase ‘cleared ILS approach runway xx’ has, in the past, introduced
some ambiguity whereby pilots have taken this to mean they are cleared to the
altitude/height depicted on the approach chart immediately prior to the final
approach fix. This should not be assumed; normally clearances to descend at
this point will be given distinctly.

Other phrases that are commonly in use include:

‘Report established localiser (or ILS, GBAS/SBAS/MLS approach course).’
‘Maintain (altitude) until intercepting glide-path.’
‘Report established on glide-path"

So it means that you're unable to des without clearance. There were a few reprts from Chinese CAA about the situation the same as your example.

IAF to IF 900м , FAP at 600m during turn to final the flight crew recived 

"cleared ILS APCH RW..." and descended to 600 w/o instruction to des. 

The result was a report from CAA. As I know in the U.S. and in countries that also respect U.S. rules ( South Korea for example) it is permitted to des. as published when you recieved Cleared ..Appch.

Instrument Checkride Questions

Question:  What do you do if you lost communication in IMC?
Answer: Squack 7600, maintain IFR route, try to initiate communications, Aviate, Navigate, Communicate

Attempt to restore comms, if unable, squawk 7600, then fly your route as filed to your clearance limit until your EFC time, then shoot an approach at the nearest suitable airport.

If you have been cleared all the way to your destination then you are to hold at your destination, then arrive at the IAF at your slated ETA. For enroute lost comms altitudes, it’s filed, MEA/MOCA, or OROCA, whichever is higher and applicable to your route of flight. If you were off airway and you went lost comms, you’d have to climb to the OROCA. If you’re on an airway, you’d have to be at or above the MEA (which you should ordinarily be anyway)

Squack codes

7500 hyjack

7600 lost comm

7700 

Flight Deck - Cockpit

 

CRAFT mnemonic.

 I hate that CRAFT mnemonic.

Paper on a clipboard.
This is what I do
Nxxxx
Cleared
Via
Maintain
Expect
Departure Frequency
Squawk.



Chads:
Clearance
heading
alt
departure freq
Squawk

The Cessna 152 cockpit

 The Cessna 152 cockpit is designed with simplicity and functionality in mind, making it an ideal training platform for student pilots. Here are some key features:

Analog Gauges: The cockpit is equipped with traditional "steam gauges" that display critical flight information such as airspeed, altitude, attitude, heading, and vertical speed. These instruments help develop fundamental pilot skills.

Dual Control Yokes: The Cessna 152 features dual yoke controls, allowing instructors and students to seamlessly switch control during flight training.

Basic Avionics: The panel includes a basic avionics stack with communication and navigation radios. These are essential for VFR (Visual Flight Rules) and basic instrument training.

Throttle and Mixture Controls: Positioned centrally for easy access, the throttle and mixture levers enable precise control over engine power and fuel-air mixture.

Compact Layout: The cockpit layout is straightforward and uncluttered, ensuring that students can focus on learning to fly without unnecessary distractions.

Durability and Familiarity: As a widely used trainer aircraft, the cockpit design of the Cessna 152 is familiar to flight instructors and maintenance teams, making it highly reliable for training operations.