I3304

Aproaches:


 * ILS 17 at Pensacola Regional
 * LOC 17 at Pensacola Regional (with holding added)


 * ILS 14 or 32 at Mobile Regional (use GPS for CAYAT)

You will also hold at the IAF probably on the protected (barb side) of the approach.

=Localizer= A. Localizer procedures ILS/LOCALIZER/BACKCOURSE APPROACH (FTI 915.C.1.)

A. Maneuver Description and Application [Reference: NIFM Chapter 23 (Instrument Landing System) AIM Chapter 5 Section 4 (Arrival Procedures) Chapter 5 Section 5 (Pilot/Controller Roles and Responsibilities)]

The Instrument Landing System (ILS) is a precision approach system, allowing the pilot to precisely maintain proper glideslope and course, utilizing cockpit instruments, without the need for radar or a ground controller.

The localizer or back course approach is a non-precision approach which utilizes ILS CDI/HSI information with no glideslope information.

B. Procedures

* As soon as practical, usually within 18 NM of the station:

1. OBTAIN WEATHER, ALTIMETER, AND DUTY RUNWAY (WAR) IF ATIS IS NOT AVAILABLE.

2. TUNE AND IDENTIFY NAVAIDS.

3. COMPUTE TIMING, AS REQUIRED.

4. BRIEF THE APPROACH AND COPILOT DUTIES.

5. OBTAIN APPROACH CLEARANCE.

6. INTERCEPT THE FAC AS THE COURSE DEVIATION BAR BEGINS TO CENTER.

7. INTERCEPT THE GLIDESLOPE AS THE GLIDESLOPE INDICATORS BEGIN TO CENTER (ILS APPROACH). MAINTAIN 90 KIAS.

* At the IAF:

1. TIME. BEGIN TIMING.

2. TURN. TURN AS REQUIRED TO INTERCEPT APPROACH COURSE.

3 . TIME. N/A

4. TRANSITION. DECELERATE TO FINAL APPROACH SPEED OF 90 KIAS, DESCEND AS REQUIRED, COMPLETE LANDING CHECKLIST.

5. TWIST. SET DESIRED COURSE IN CDI/HSI (BACK COURSE APPROACHES, SET THE FRONT COURSE IN THE HSI).

6. TALK. MAKE VOICE REPORT, AS REQUIRED.

7. EXECUTE APPROACH PROCEDURE AS DEPICTED ON THE APPROACH PLATE, MAKE VOICE REPORTS AS DIRECTED, PROCEED TO FAF.

* At the FAF:

1. TIME. NOTE TIME, IF APPLICABLE.

2. TURN. TURN AS REQUIRED TO INTERCEPT THE FINAL APPROACH COURSE.

3. TIME. BEGIN TIMING INBOUND(LOCALIZER/BACK COURSE).

4. TRANSITION. DESCEND TO DH/MDA, REVIEW LANDING CHECKLIST COMPLETE.

5. TWIST. SET INBOUND COURSE IN CDI/HSI (BACK COURSE APPROACHES, SET THE FRONT COURSE IN THE HSI).

6. TALK. MAKE VOICE REPORT, AS REQUIRED.

7. CONTINUE AS CLEARED.

* If missed approach is required:

1. SET REQUIRED 70 KNOT CLIMB/100 KNOT CRUISE POWER.

2. SET REQUIRED 70 KNOT CLIMB/100 KNOT CRUISE NOSE ATTITUDE.

3. TURN SEARCHLIGHT OFF.

4. TURN TO COMPLY WITH MISSED APPROACH OR CLIMBOUT INSTRUCTIONS.

5. TALK. REPORT MISSED APPROACH/EXECUTING CLIMBOUT INSTRUCTIONS, REASON FOR MISSED APPROACH, AND INTENTIONS AS SOON AS PRACTICABLE.

C. Amplification and Technique

1. The CDI gives proper sensing on front course localizer/ILS approaches regardless of course set with the course select knob when inbound on front course. FAC should still be set to avoid habit pattern disruption. However, on back course localizer approaches, the CDI will show reverse sensing regardless of the course selected by the course select knob when inbound on back course. On back course localizer approaches, the HSI will show reverse sensing unless the front course FAC is selected by the course select knob.

2. During ILS approaches, intercept the glideslope by reducing power (approximately 10-15 percent torque) as the glideslope indicators (GSI) begin to center from the top of the CDI/HSI. Maintain 90 KIAS. Once the GSI centers, adjust power to establish the predetermined approximate rate of descent while maintaining both airspeed and heading. Due to the extreme sensitivity of the GSI and CDI/HSI ensure you utilize small, smooth changes in pitch attitude and power setting to remain on glideslope and airspeed.

3. During localizer/backcourse approaches, required altitudes are defined on the approach plate as in any non-precision approach. The approach is non-precision, so apply non-precision procedures.

4. As you approach the airport, the glideslope and glidepath become extremely narrow and, therefore, sensitive.

5. It is permissible to listen to one turn of ATIS prior to contacting the terminal area controller when the ATIS frequency is located on the same radio you intend to use for primary communications.

6. Transitions from the en route structure to the initial approach fix (IAF) may occur in the following ways:

* Radar vectors to the final approach course. In this case, the pilot is vectored to intercept the final approach course. This saves time and space and eliminates the need for a procedure turn. When being radar vectored to the final approach course maintain 100 KIAS until given the instructions, "cleared for the approach," then transition and complete the landing checks.

* Clearance direct to the IAF. When receiving a clearance to the IAF, the pilot should expect to execute the published approach including the procedure turn unless instructed otherwise.

D. Common Errors and Safety Notes

1. Failure to make corrections in the proper direction.

2. Normally a course interception angle of 30 to 45 degrees is sufficient as CDI/HSI sensitivity in ILS mode is extremely high. Avoid interceptions of greater than 80 degrees.

3. The ILS glideslope facility provides a path which flares 18-27 feet above the runway, therefore the glide path should not be expected to provide guidance to touchdown.

4. Do not "fly" the GSI and CDI/HSI; utilize a basic instrument scan to effect immediate, smooth corrections.

5. If a glideslope indicator disappears on the CDI/HSI during the approach, descend no lower than published localizer minima, or if not published, no lower than circling minima for your category aircraft. If course deviation bar is fully deflected when inside of final approach fix and runway is not in sight, execute missed approach.

6. Do not forget reverse sensing techniques.

B. Back course localizer procedures See Above Procedures

C. ILS procedures See Above Procedures

D. Marker beacons

See Paragraph f. of Introduce Item A. (Operation of localizer and ILS navigation equipment)

E. Compass locator See Paragraph g. of Introduce Item A. (Operation of localizer and ILS navigation equipment)

F. Reverse sensing (CDI and HSI) (FTI 915.C.1.) The CDI gives proper sensing on front course localizer/ILS approaches regardless of course set with the course select knob when inbound on front course. FAC should still be set to avoid habit pattern disruption. However, on back course localizer approaches, the CDI will show reverse sensing regardless of the course selected by the course select knob when inbound on back course. On back course localizer approaches, the HSI will show reverse sensing unless the front course FAC is selected by the course select knob.

Introduce

A. Operation of localizer and ILS navigation equipment INSTRUMENT LANDING SYSTEM (ILS) (AIM 1-1-9.)

a. General

1. The ILS is designed to provide an approach path for exact alignment and descent of an aircraft on final approach to a runway.

2. The ground equipment consists of two highly directional transmitting systems and, along the approach, three (or fewer) marker beacons. The directional transmitters are known as the localizer and glide slope transmitters.

3. The system may be divided functionally into three parts:

(a) Guidance information localizer, glide slope

(b) Range information marker beacon, DME

(c) Visual information approach lights, touchdown and centerline lights, runway lights

4. Compass locators located at the Outer Marker (OM) or Middle Marker (MM) may be substituted for marker beacons. DME, when specified in the procedure, may be substituted for the OM.

5. Where a complete ILS system is installed on each end of a runway; (i.e., the approach end of Runway 4 and the approach end of Runway 22) the ILS systems are not in service simultaneously.

b. Localizer

1. The localizer transmitter operates on one of 40 ILS channels within the frequency range of 108.10 to 111.95 MHz. Signals provide the pilot with course guidance to the runway centerline.

2. The approach course of the localizer is called the front course and is used with other functional parts, e.g., glide slope, marker beacons, etc. The localizer signal is transmitted at the far end of the runway. It is adjusted for a course width (full scale fly-left to a full scale fly-right) of 700 feet at the runway threshold.

3. The course line along the extended centerline of a runway, in the opposite direction to the front course is called the back course.

CAUTION: Unless the aircraft's ILS equipment includes reverse sensing capability, when flying inbound on the back course it is necessary to steer the aircraft in the direction opposite the needle deflection when making corrections from off-course to on-course. This "flying away from the needle" is also required when flying outbound on the front course of the localizer. DO NOT USE BACK COURSE SIGNALS for approach unless a BACK COURSE APPROACH PROCEDURE is published for that particular runway and the approach is authorized by ATC.

4. Identification is in International Morse Code and consists of a three-letter identifier preceded by the letter I (··) transmitted on the localizer frequency.

EXAMPLE: I-DIA 5. The localizer provides course guidance throughout the descent path to the runway threshold from a distance of 18 NM from the antenna between an altitude of 1,000 feet above the highest terrain along the course line and 4,500 feet above the elevation of the antenna site. Proper off-course indications are provided throughout the following angular areas of the operational service volume:

(a) To 10 degrees either side of the course along a radius of 18 NM from the antenna, and

(b) From 10 to 35 degrees either side of the course along a radius of 10 NM. (See Figure 1-1-6.)

6. Unreliable signals may be received outside these areas.

c. Localizer-type Directional Aid

1. The Localizer-type Directional Aid (LDA) is of comparable use and accuracy to a localizer but is not part of a complete ILS. The LDA course usually provides a more precise approach course than the similar Simplified Directional Facility (SDF) installation, which may have a course width of 6 or 12 degrees.

2. The LDA is not aligned with the runway. Straight-in minimums may be published where alignment does not exceed 30 degrees between the course and runway. Circling minimums only are published where this alignment exceeds 30 degrees.

d. Glide Slope/Glide Path

1. The UHF glide slope transmitter, operating on one of the 40 ILS channels within the frequency range 329.15 MHz, to 335.00 MHz radiates its signals in the direction of the localizer front course. The term "glide path" means that portion of the glide slope that intersects the localizer.

CAUTION: False glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope flag alarm to disappear and present unreliable glide slope information. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope is specified on the approach and landing chart.

2. The glide slope transmitter is located between 750 feet and 1,250 feet from the approach end of the runway (down the runway) and offset 250 to 650 feet from the runway centerline. It transmits a glide path beam 1.4 degrees wide (vertically). The signal provides descent information for navigation down to the lowest authorized decision height (DH) specified in the approved ILS approach procedure. The glide path may not be suitable for navigation below the lowest authorized DH and any reference to glide path indications below that height must be supplemented by visual reference to the runway environment. Glide paths with no published DH are usable to runway threshold.

3. The glide path projection angle is normally adjusted to 3 degrees above horizontal so that it intersects the MM at about 200 feet and the OM at about 1,400 feet above the runway elevation. The glide slope is normally usable to the distance of 10 NM. However, at some locations, the glide slope has been certified for an extended service volume which exceeds 10 NM.

4. Pilots must be alert when approaching the glide path interception. False courses and reverse sensing will occur at angles considerably greater than the published path.

5. Make every effort to remain on the indicated glide path.

CAUTION: Avoid flying below the glide path to assure obstacle/terrain clearance is maintained.

6. The published glide slope threshold crossing height (TCH) DOES NOT represent the height of the actual glide path on course indication above the runway threshold. It is used as a reference for planning purposes which represents the height above the runway threshold that an aircraft's glide slope antenna should be, if that aircraft remains on a trajectory formed by the four-mile-to-middle marker glide path segment.

7. Pilots must be aware of the vertical height between the aircraft's glide slope antenna and the main gear in the landing configuration and, at the DH, plan to adjust the descent angle accordingly if the published TCH indicates the wheel crossing height over the runway threshold may not be satisfactory. Tests indicate a comfortable wheel crossing height is approximately 20 to 30 feet, depending on the type of aircraft.

e. Distance Measuring Equipment (DME)

1. When installed with the ILS and specified in the approach procedure, DME may be used: (a) In lieu of the OM.

(b) As a back course (BC) final approach fix (FAF).

(c) To establish other fixes on the localizer course.

2. In some cases, DME from a separate facility may be used within Terminal Instrument Procedures (TERPS) limitations:

(a) To provide ARC initial approach segments.

(b) As a FAF for BC approaches.

(c) As a substitute for the OM.

f. Marker Beacon

1. ILS marker beacons have a rated power output of 3 watts or less and an antenna array designed to produce an elliptical pattern with dimensions, at 1,000 feet above the antenna, of approximately 2,400 feet in width and 4,200 feet in length. Airborne marker beacon receivers with a selective sensitivity feature should always be operated in the "low" sensitivity position for proper reception of ILS marker beacons.

2. Ordinarily, there are two marker beacons associated with an ILS, the OM and MM. Locations with a Category II ILS also have an inner marker (IM). When an aircraft passes over a marker, the pilot will receive the following indications: (See Table 1-1-3)

TABLE 1-1-3

MARKER PASSAGE INDICATOR

MARKER CODE LIGHT

OM - - - BLUE

MM ·-·- AMBER

IM ···· WHITE

BC ·· ·· WHITE

(a) The OM normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will intercept the ILS glide path.

(b) The MM indicates a position approximately 3,500 feet from the landing threshold. This is also the position where an aircraft on the glide path will be at an altitude of approximately 200 feet above the elevation of the touchdown zone.

(c) The inner marker (IM) will indicate a point at which an aircraft is at a designated decision height (DH) on the glide path between the MM and landing threshold.

3. A back course marker normally indicates the ILS back course final approach fix where approach descent is commenced.

g. Compass Locator

1. Compass locator transmitters are often situated at the MM and OM sites. The transmitters have a power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz. At some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators. These generally carry Transcribed Weather Broadcast (TWEB) information.

2. Compass locators transmit two letter identification groups. The outer locator transmits the first two letters of the localizer identification group, and the middle locator transmits the last two letters of the localizer identification group.

h. ILS Frequency

See AIM TABLE 1-1-4

FREQUENCY PAIRS ALLOCATED FOR ILS

i. ILS Minimums

1. The lowest authorized ILS minimums, with all required ground and airborne systems components operative, are

(a) Category I Decision Height (DH) 200 feet and Runway Visual Range (RVR) 2,400 feet (with touchdown zone and centerline lighting, RVR 1800 feet).

(b) Category II DH 100 feet and RVR 1,200 feet.

(c) Category IIIa No DH or DH below 100 feet and RVR not less than 700 feet.

(d) Category IIIb No DH or DH below 50 feet and RVR less than 700 feet but not less than 150 feet.

(e) Category IIIc No DH and no RVR limitation.

NOTE: Special authorization and equipment are required for Category II and III

B. LOC orientation Skinner Gouge (RI-7S) Same procedures as TACAN/VOR except the CDI/HSI is more sensitive. Each scale marker to the left / right of a centered course deviation bar represents a _ radial/degree deviation from the set course.

=Back Course Localizer and ILS procedures= =Marker Beacons= 1. ILS marker beacons have a rated power output of 3 watts or less and an antenna array designed to produce an elliptical pattern with dimensions, at 1,000 feet above the antenna, of approximately 2,400 feet in width and 4,200 feet in length. Airborne marker beacon receivers with a selective sensitivity feature should always be operated in the "low" sensitivity position for proper reception of ILS marker beacons.

2. Ordinarily, there are two marker beacons associated with an ILS, the OM and MM. Locations with a Category II ILS also have an inner marker (IM). When an aircraft passes over a marker, the pilot will receive the following indications: (See Table 1-1-3)

TABLE 1-1-3

MARKER PASSAGE INDICATOR

MARKER CODE LIGHT

OM - - - BLUE

MM ·-·- AMBER

IM ···· WHITE

BC ·· ·· WHITE

(a) The OM normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will intercept the ILS glide path.

(b) The MM indicates a position approximately 3,500 feet from the landing threshold. This is also the position where an aircraft on the glide path will be at an altitude of approximately 200 feet above the elevation of the touchdown zone.

(c) The inner marker (IM) will indicate a point at which an aircraft is at a designated decision height (DH) on the glide path between the MM and landing threshold.

3. A back course marker normally indicates the ILS back course final approach fix where approach descent is commenced.

=Compass Locators=

1. Compass locator transmitters are often situated at the MM and OM sites. The transmitters have a power of less than 25 watts, a range of at least 15 miles and operate between 190 and 535 kHz. At some locations, higher powered radio beacons, up to 400 watts, are used as OM compass locators. These generally carry Transcribed Weather Broadcast (TWEB) information.

2. Compass locators transmit two letter identification groups. The outer locator transmits the first two letters of the localizer identification group, and the middle locator transmits the last two letters of the localizer identification group.

=Reverse sensing (CDI/HSI)= The CDI and HSI glideslope and course deviation indicators are extremely sensitive when used for an ILS approach. The pilot will make all corrections toward the needle/bar/pointer. When executing a back course localizer approach, reverse sensing occurs in the CDI; therefore, the pilot must make turns away from the course deviation or lateral deviation bar. The HSI will indicate proper sensing if the front course is set in. The localizer is considered reliable within 18 NM of the transmitter and within 10° of the localizer course. The glideslope information is considered reliable within 10 NM of the transmitter, provided the aircraft is on the localizer course. Small, deliberate adjustments in rate of descent/climb and heading are necessary to keep the aircraft on glideslope and on course. NOTE If the front course is set in the HSI it will provide proper sensing.

=Main Drive Shaft Failure=

Indications:

Decrease in Nr

Increase in Nf/Ng

Left Yaw

Loud bang/noise

Procedures:

1. Autorotate

2. Twist Grip - Adjust (to maintain Nf/Ng within operating range)

Warning: The engine must continue to operate to provide tail rotor drive. Tail rotor drive effectiveness may be lost if Nf is allowed to go below 80 percent.

On deck:

3. Emergency Engine Shutdown - Complete