Welcome everyone to the third part in the flight planning series. We have a lot of things to cover in this part. Today we will be talking about getting in and out of the aerodrome on an instrument procedure. As well as some in route information.
Common symbols you’ll need to know. Altitude & Speed found at the FAA.
Know your altitude and speed symbols. Know weather you need to be at a certain altitude/ speed, and maintain it or if that’s the maximum or minimum.
You can look up current U.S charts at Air NAV. This app also includes charts throughout the world Airmate app
SID Standard Instrument Departure
So if you remember from Part 1 our SID was ORCKA2.LAS. ORCKA2 is our departure LAS is our ending waypoint.
Here is what the different lines mean. We will be focused on the departure/ arrival route, and the transition route.
Once we get into the transition route portion we see these altitudes. The MEA is the minimum height you can be on that segment.
Now on the second page of the departure it walks you thru step by step how to fly it. If you see a Thence all that means is proceed to the next.
That’s going to do it for departures.
Enroute IFR charts via the FAA.
Really all you need to know on the enroute charts are some basic symbols.
I have full confidence you guys can figure out the waypoints and Navaids.
STAR Standard Terminal Arrival Route
These read pretty much identical to the SID. So I won’t put up the legend again. So here our arrival into KJFK. If you remember back from Part 1 it was LVZ.LENDY6 so LVZ is going to be our entry waypoint, and LENDY6 is going to be the arrival.
I want to point out 2 spots on this to make sure your recognize them.
First is JENNO
we are told to expect FL230 notice it’s blocked on top, and bottom so if there isn’t approach guiding you be at that altitude at JENNO.
Next is LENDY
So here again we are blocked at FL190 so be at it! However we are also blocked at 250 KIAS. So we need to be at that as well.
Now I’m sure by now you have noticed we didn’t have an approach filed in our flight plan. This is for good reason. Since weather changes regularly, and without warning it’s impossible to say which runway we will definitely be on when we arrive. So have them available on arrival.
Find your precision Final approach fix FAF
and your non precision FAF. Also your missed approach path identification. This are useful symbols to be able to identify at a glance.
Here we have the ILS runway 13L approach. At the top we have the airport information. The airport elevation is the only one you will worry about on this box.
Then we have the missed approach information below that.
The frequency list and the INOP ALSF aren’t going to be of much use to you in IF.
Then we have the above view of the approach procedure.
Notice how COVR KMCHI & BUZON all have (IAF) above them. The IAF is the initial approach fix. So for this approach we could use either of them to join the approach.
Below that we have the side view of the approach. This shows our glide path.
Notice how all the altitudes have a line under them? That’s because you cannot go below that altitude until you have passed that point.
At the bottom you see another chart this is your minimums to continue the approach. Delegated by category, ILS, LOC, or circling. The category is based on final approach speed.
Category A: Speed 90 knots or less.
Category B: Between 91 and 120 knots.
Category C: Between 121 and 140 knots.
Category D: Between 141 knots and 165 knots.
The first part is the height MSL the second is the Horizontal visibility given in hundreds of feet. So for the ILS we are 212/18 which means 212 feet MSL & 1800 feet horizontal visibility. If we reach this point of 212 feet MSL and don’t have the runway Environment in sight we must execute a missed approach.
Runway environment having the runway, runway lights, threshold lights, or papi in sight
Lastly we have our taxiway diagram.
Now the last part of our STAR said to expect vectors to final after passing LGA. If we have approach great if not we are going to follow one of these radials.
And then join the approach course ourselves. A Radial is an outbound heading from a Navigational station.
Next time I’ll take your from start to finish in Infinite flights global release from weight & balance to filing that flight plan.
Thanks for following along this was by far the longest part in our series hopefully everyone got a lot out of it. 🙂
Thanks for reading any questions feel free to ask in the comments below. ✌️