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Discussion in 'Cleared for the Approach' started by kath, Apr 22, 2005.
id like to fly that approach. I've always gotten along really nicely with DME arcs.
Flown with a WAAS GPS and roll steering this would be a piece of cake but with DME and VOR, chances are you will end up offset laterally by as much as a quarter mile and angularly by about 10 degrees. Throw in some wind and rain and it's a lot of ground to scour for the approach lights.
just like pretty much any other non precision approach where the station is off the field.
VOR approach in Ames, IA is based off the newton VOR, 26 miles away. Being with a mile laterally of the runway is doing pretty good.
I find it interesting that you get an extra 1104' landing distance for military operations using either runway. Arrestor wires or something?
Here is my favorite DME ARC approch the MAP is a doosy
6B6 VOR/DME final approach segment near, and at the approach end of Rwy 21. The centerline to edge width of the primary area (out to the yellow tinted area, which is the secondary area) is 2.25 nautical miles. You are as likely to be at least half-way displaced (centerline to edge) as you are to be on centerline. If the visibility is only 1 mile (0.87 n.m.) there is a good chance you will never see the airport.
Anyone posted this relatively begnign one yet? Orlando, FL...
The kicker here is if you go missed early, you may not want to climb...
Actually, if you're above 1,200, you have to descend for a portion of the missed approach.
Yeah at or below 1,200 because MCO is running guys overhead at 2,200 to 18. Then at or below 1,500 because of the guys overhead at 2,500 going into rwy 17. Definitely wouldn't want to climb early or go above 1,200.
VNY ILS Rwy16 has a similar restriction. At or below 1750 until 1.5 DME then climb.
Where is this depicted on the approach plate?
The 1,200' or below is depicted in the missed procedure by text in missed approach description (1200 maximum altitude) and line above 1200 in the missed depiction panels; then "climbing left turn to 1500" in description, simple "1500" in depiction.
Looks pretty clear to me. Just extra attention to be paid.
What I thought, of course after posting the question, but thank you for making me certain I got it right.
It's not. You have to look at MCO's approaches. Maximum altitude restrictions in this approach are right below the minimum altitude restrictions on the ILS 18 and then again on the ILS 17.
Had the LOC/DME Back Course RWY 16 at Redding(RDD) in a quarterly refresher sim. Kinda kicked my butt.
Looks fun. GARSA or FOLDS side? What things specific to this approach do you think caused it to be difficult to execute?
FOLDS side. With our available nav equipment having to switch from the Redding VOR to the localizer for DME source at the lead radial. Then the fact the autopilot cannot fly a Back Course approach. It has to be flown manually or with a heading bug and vertical speed selection(not the prettiest way to fly an approach). Then with 3 stepdown fixes it is was kinda hard to maintain a constant descent. Especially when the approach gets thrown at you 20 miles from the airport(doing 250 knots) with an engine that just caught fire. OF course naturally I forgot the autopilot wont fly them because how many times do you see a backcourse approach? So I'm sitting there for a few minutes wondering why the backcourse mode won't engage.
I want to ask that which DE you are using?
Air Force examiner