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Depending on the complexity of the approach procedure, pilots may have to brief the transition from an
initial NAVAID to the primary and missed approach
NAVAIDs. Figure 5-12 shows the Cheyenne,
Wyoming, ILS Runway 27 approach procedure,
which requires additional consideration during an
IAP briefing.
If the 15 DME arc of the CYS VOR is to be used as the
transition to this ILS approach procedure, caution must
be paid to the transition from en route navigation to the
initial NAVAID and then to the primary NAVAID for
the ILS approach. Planning when the transition to each
of these NAVAIDs occurs may prevent the use of the
incorrect NAVAID for course guidance during
approaches where high pilot workloads already exist.
APPROACH CHART NOTES
The navigation equipment that is required to join and fly
an instrument approach procedure is indicated by the title
of the procedure and notes on the chart. Straight-in IAPs
are identified by the navigation system by providing the
final approach guidance and the runway with which the
approach is aligned (for example, VOR RWY 13).
Circling-only approaches are identified by the navigation
system by providing final approach guidance and a letter
(for example, VOR A). More than one navigation system
separated by a slant indicates that more than one type of
equipment must be used to execute the final approach (for
example, VOR/DME RWY 31). More than one navigation system separated by the word “or” indicates either
type of equipment can be used to execute the final
approach (for example, VOR or GPS RWY 15).
In some cases, other types of navigation systems, including radar, are required to execute other portions of the
approach or to navigate to the IAF (for example, an NDB
procedure turn to an ILS, or an NDB in the missed
approach, or radar required to join the procedure or identify a fix). When ATC radar or other equipment is required
for procedure entry from the en route environment, a note
is charted in the planview of the approach procedure chart
(for example, RADAR REQUIRED or ADF
REQUIRED). When radar or other equipment is required
on portions of the procedure outside the final approach
segment, including the missed approach, a note is charted
in the notes box of the pilot briefing portion of the
approach chart (for example, RADAR REQUIRED or
DME REQUIRED). Notes are not charted when VOR is
5-16
required outside the final approach segment. Pilots should
ensure that the aircraft is equipped with the required
NAVAIDs to execute the approach, including the missed
approach.
COURSES
An aircraft that has been cleared to a holding fix and
subsequently “cleared…approach,” normally does not
receive new routing. Even though clearance for the
approach may have been issued prior to the aircraft
reaching the holding fix, ATC would expect the pilot to
proceed via the holding fix which was the last assigned
route, and the feeder route associated with that fix, if a
feeder route is published on the approach chart, to the
IAF to commence the approach. When cleared for the
approach, the published off-airway (feeder) routes that
lead from the en route structure to the IAF are part of
the approach clearance.
If a feeder route to an IAF begins at a fix located along
the route of flight prior to reaching the holding fix, and
clearance for an approach is issued, a pilot should commence the approach via the published feeder route; for
example, the aircraft would not be expected to overfly
the feeder route and return to it. The pilot is expected to
commence the approach in a similar manner at the IAF,
if the IAF for the procedure is located along the route
of flight to the holding fix.
If a route of flight directly to the IAF is desired, it
should be so stated by the controller with phraseology
to include the words “direct,” “proceed direct,” or a
similar phrase that the pilot can interpret without question. When a pilot is uncertain of the clearance, ATC
should be queried immediately as to what route of
flight is preferred.
The name of an instrument approach, as published, is
used to identify the approach, even if a component of
the approach aid is inoperative or unreliable. The controller will use the name of the approach as published,
but must advise the aircraft at the time an approach
clearance is issued that the inoperative or unreliable
approach aid component is unusable. (Example:
“Cleared ILS RWY 4, glide slope unusable.”)
Figure 5-12. Cheyenne (KCYS), Cheyenne, Wyoming, ILS or LOC RWY 27.
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Instrument Procedures Handbook (IPH)仪表程序手册下(109)
