SUPPORTING MATERIAL

CHOOSING THE APPROACH

There are several considerations that need to be made in choosing the approach. The most important of these is whether the ceiling and /or visibilities are above your personal minimums! If visibilities are an issue, does the approach have lighting, and if so what kind? What's the wind doing? How long is the runway? What types of approaches are offered, ILS, LOC, LPV, LNAV+V, VOR?

After considering all these elements the best choice might be flying and landing with a tail wind for the sake of a safe and successful approach. Remember, the decision is yours. As PIC you ultimately choose the approach, not ATC.

SITUATIONAL APPROACH AND THE BRIEFING

If we brief properly, the approach plate is clear. It gives us the frequencies, altitudes and courses we need to fly at every point along the approach. But what the plate does NOT give us is what we need to do, vis-à-vis our pitch, power, and configuration to get there at the proper time and speed. By encompassing situational awareness in to our briefing we can prepare for these certain events. This way we will stay ahead of the airplane from the time we decide on the approach until we shut down on the ramp.

If I know the performance numbers for my airplane I can be prepared for the specific performance I will need in every phase of the approach. Knowing the controllers requirements allows me to anticipate the headings ATC will assign (a thirty degree intercept angle) as well as when to expect a frequency change to tower (2 miles before the FAF.)

In the initial phase of the approach I need to be slowing down to my approach speed. By knowing the proper power setting, pitch attitude and configuration I won’t have to chase my airspeed or altitude. In the Mooney Bravo flown for this scenario, 24” of manifold pressure and gear down, with the nose 2˚ above the horizon bar on the attitude indicator will yield 105 KIAS. I want to achieve this prior to intercepting the localizer.

In the intermediate phase of the approach it might be necessary to step down. (In our scenario that is not the case). If so I would reduce my power to 19”, lower the nose to the horizon bar and expect a 500 FPM descent, while maintaining 105 KIAS. To level off I would increase my power back to 24”, raising the nose back up to 2˚ above the horizon bar when I was 50’ above my target altitude.

In the final phase of the approach, as I intercept the glide slope, I would deploy half flaps, pitch the nose to the horizon bar and reduce my power to 20”. This would yield a 500 FPM descent down the glide slope at 90 KIAS. I would maintain the glide slope with pitch, and the airspeed with power.

Regardless of the type of airplane you are flying, or the type of approach you might be flying, be sure to include when and where you will apply “the numbers’ to stay ahead and achieve an effortless approach.