The secret is out…it is sunny and warm in south Florida. And there are a lot of people from the north who would prefer the south Florida weather in the middle of winter for a dose of vitamin D. This winter reality means busy airports, busy airspace, and long security lines. In other words, pack your patience and some extra fuel.
So was the case on a recent flight from Cincinnati (KLUK) to the Fort Lauderdale – Hollywood International Airport (KFLL). FAA-mandated ground stops are not uncommon this time of year due to capacity issues even with mitigation strategies in place such as making use of military airspace and other restricted to accommodate a higher volume of traffic. Aircraft must be appropriately metered into Florida so that the system is not overwhelmed – everything from ATC staffing to physical space in the air and on the ground. Introduce some weather into the equation and things get even tighter. “Controlled chaos” is the phrase that comes to mind.
An RNAV (GPS) arrival is a guarantee into south Florida to ensure an orderly flow of traffic and separate the southbound arriving traffic from the northbound departing traffic. Our common route of flight from Cincinnati takes us through a departure gate used by Cincinnati approach control, KENLN, located on the BLUEGRASS departure from the Cincinnati Norther Kentucky International Airport (KCVG), and then south over Lexington, Knoxville, Atlanta, and then the published Standard Terminal Arrival Procedure (STAR) in southern Georgia at the ZPLEN intersection for the TEEKY arrival into KFLL.
Those responsible for the naming of arrival fixes are certainly clever and funny and often use local themes and landmarks to name fixes. Take, for example, the FRISBE departure from KFLL that has you pass over two initial fixes, LLBOW “Elbo,” and ROOOM “Room” paying homage to the famous Elbo Room in Ft. Lauderdale Beach founded in 1938. Well done! But I digress.
The fist thing you’ll notice for our TEEKY arrival into KFLL is the amount of information to consume on the chart itself. In fact, the FAA version is two pages. In this case, I prefer the Jeppesen equivalent chart as all of the information is located on a single page. In the iPad era, with the ability to pinch and zoom, it doesn’t really matter how small the print might be.
FAA TEEKY arrival
Jeppesen equivalent TEEKY arrival
Evident by the altitudes and speeds noted on the procedure, the TEEKY is reserved for turbojet aircraft. This restriction is also stated in the notes section of the arrival, along with a notice to pilots to expect a “descend via” clearance as part of the arrival.
Descend Via – An abbreviated ATC clearance that requires compliance with a published procedure’s lateral path and associated speed restrictions and provides a pilot-discretion descent to comply with published altitude restrictions until descending to the “Bottom Altitude” published on the STAR
Given the amount of crossing restrictions, vertical navigation is a must on this procedure. The Collins Pro Line 21 suite makes this relatively simple by setting the bottom altitude of the procedure – 6,000’ landing west – and selecting vertical navigation, “VNAV,” on the controller. It’s up to the pilot to control the speed with the throttle, but the navigation computers will do the rest. In an aircraft equipped with auto throttles, the pilots only need to watch the automation do its thing.
On the TEEKY, we must cross FIGNA at or below FL310 (31,000’), JASBO at or above FL260 and at 280kts. DANNA must be crossed between FL230 and FL260, TEEKY at or above 12,000’, and BANTY between 10,000’ and 11,000’ at 250kts and HEEZE at 7,000′. Given we are landing runway 28L at KFLL (west), we’ll continue to GOYLE at a mandatory 7,000’, and finally, FAMBA, at a mandatory 6,000’. You can see how busy this could get if you didn’t have the advantage of vertical navigation.
We were in a conga line of about eight aircraft flying the same procedure to the same destination. This was mix of airline traffic and business aviation traffic with a variety of capabilities, but the arrival procedure equalizes everyone by the same arrival path, mandatory altitudes and speeds. Beyond the mandatory speed of 250kts at BANTY, given the close proximity of aircraft, we were further given multiple speed restrictions by ATC. “Slow to 230 kts,” slow to 210 kts,” “slow to 170 kts and maintain 170 kts to the final approach fix on the ILS for Runway 28R.”
Yes, as you can imagine there’s a lot of radio traffic and the importance of clear, concise radio communication and precise execution of the instructions is paramount and what makes the system work safely. The local approach facilities will assume pilots have the appropriate procedures, frequencies and information at the ready to respond to multiple requests quickly. It’s also expected that pilots will fly precise altitudes and speeds when required (remember that when your CFI is strict about maintaining 85 kts. on downwind, 75 kts. on base and 65 kts. on final (or whatever your training aircraft calls for.))
After landing, it is also necessary to have awareness of the taxiway layout and likely path to the FBO as the instructions will come just as quickly as the speed restrictions in flight. After our hurried taxi instructions, we were parked on the ramp and the passengers on their way for a cold weather reprieve.
There are many details to consider when planning a flight under Instrument Flight Rules. Mix in some inclement weather, and the workload increases exponentially. Answer all these questions correctly and prove you have the keys to unlock a successful IFR flight.
1. An airport may not be qualified for alternate use when filing an IFR flight plan if
Correct!Wrong!
2. How many precision approach procedures are published for William P Hobby Airport?
Correct!Wrong!
3. You are planning an IFR flight off established airways below 18,000 ft MSL. If you use VOR navigation to define the route, the maximum distance between NAVAIDS should be
Correct!Wrong!
4. Preferred IFR routes beginning with a fix, indicate that departing aircraft will normally be routed to the fix by
Correct!Wrong!
5. What service is provided by departure control to an IFR flight when operating within Class C airspace?
Correct!Wrong!
6. Your transponder is inoperative. What are the requirements for flying in Class D airspace?
Correct!Wrong!
8. ATC has approved your request for VFR-on-top while on an IFR clearance. Therefore, you
Correct!Wrong!
9. What does declaring 'minimum fuel' to ATC imply?
Correct!Wrong!
10. How can you determine if the destination airport has non-standard IFR alternate minimums?
The FAA has added an airport, North Las Vegas (KVGT) testing a new Arrival Alert Notice system and new symbols for airport hotspots. An Arrival Alert Notice (AAN) helps bring attention to higher risk airports and creates situational awareness for pilots by providing a visual graphic of a wrong-surface landing hot spot at airports with a misalignment history. There are now 12 AANs published in the Chart Supplement (faa.gov/air_traffic/flight_info/aeronav/Digital_Products/dafd).
1. Tucson, AZ, Tucson Intl (TUS)
2. Reno, NV, Reno/Tahoe Intl (RNO)
3. Palm Springs, CA, Palm Springs Intl (PSP)
4. San Jose, CA, Reid-Hillview of Santa Clara County (RHV)
5. Rochester, NY, Frederick Douglass/Greater Rochester Intl (ROC)
6. Honolulu, HI, Daniel K Inouye Intl (HNL)
7. Idaho Falls, ID, Idaho Falls Rgnl (IDA)
8. Atlanta, GA, DeKalb-Peachtree (PDK)
9. Dallas, TX, McKinney Ntl (TKI)
10. Minneapolis, MN, Flying Cloud (FCM)
11. Lincoln, NE, Lincoln (LNK)
12. Las Vegas, NV, North Las Vegas (VGT)
https://media.flighttrainingcentral.com/wp-content/uploads/2018/03/05164225/Taxi-CVG-1.jpg10801620Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-25 09:00:512023-02-13 10:37:45FAA adds airport testing Arrival Alert Notice System and new symbols for hotspots
Aircraft fall into one of five approach categories (A-E) based on the aircraft’s target final approach speed, or reference speed (Vref). If this speed is not published for the aircraft, then a speed of 1.3 times the stall speed in the landing configuration (Vso) at the maximum landing weight should be used. These speeds are established for the aircraft by the aircraft’s certifying authority. Instrument approach charts publish minimum landing criteria (altitudes and visibility) that correspond to the approach categories. If a category is not listed, then it is not authorized.
In the example below from the John F. Kennedy Airport (KJFK), ILS or LOC RWY 13L approach, the decision altitude (213′) and minimum visibility (1,800′ runway visual range), remain the same for Category A-D aircraft. However, if intending to circle to land on an alternate runway Category A & B aircraft must use a minimum descent altitude (MDA) of 680′ and visibility of 1 mile while Category C & D aircraft must abide by a MDA of 700′ and a dramatic increase in minimum visibility to 2 and 2.25 miles respectively.
A pilot is required to use the minima corresponding to the aircraft’s category or higher depending on the speed being flown during the approach. This is necessary in order to provide adequate obstacles obstruction as the higher the approach speed, the larger the turning radius in the case of a circling approach. Therefore, if a pilot chooses to use a higher airspeed than the category established for the aircraft, then the minimums for the higher category must be used. For example, if an airplane fits into Category A but is circling to land at a speed of 95 knots, the approach Category B minimums must be used. It’s important to note that a pilot may NOT choose to utilize a lower approach category even if flying at a lower airspeed.
Most single engine piston-powered aircraft will fit into Category A while most turbine-powered aircraft will fit into Category B and above.
Category A: less than 91 knots
Category B: 91 – 120 knots
Category C: 121 – 140 knots
Category D:141 – 165 knots
Category E: More than 166 knots
A minimum of 300 feet of obstacle clearance is provided in the circling segment. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent and using normal maneuvers.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/01/05180439/charlieTwinPattern.jpg10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-24 09:00:422023-01-23 23:30:24What’s in an approach category?
Applications are now open for the 2023 Southwest Airlines Scholarship – apply by February 28.
This scholarship is open to students across the country with a career interest in the airline industry—whether that interest is in frontline operations, maintenance, corporate roles, or the many roles in between. Applicants must be 24 or younger at the time of application and must be attending (or planning to attend) an accredited college or university in a vocational, 2-year or 4-year program in the upcoming fall or spring semester.
Recipients of the Southwest Airlines Scholarship receive $5,000 and are eligible to renew their scholarship annually for up to four years. For application and eligibility information, visit swa.is/SAS.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/02/06133653/Southwest-Scholarship.jpg525999Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-23 09:00:112023-02-16 10:03:03Application window open for 2023 Southwest Airlines Scholarship
During your instrument training, and likely as part of ongoing currency or an instrument proficiency check (IPC), you routinely fly instrument approach procedures to “minimums” under simulated conditions. In the case of a precision approach, this would be to the decision altitude (DA). On a non-precision approach, this would be at the minimum descent altitude (MDA) and the designated missed approach point.
As part of the training routine, at the missed approach point the instructor or safety pilot would typically either call the runway in sight at which point you would transition to landing or call for a missed approach to be flown. This is good practice because a) it is rarely done during your everyday flying b) it is the ultimate test of your basic attitude instrument flying and procedures and c) it demonstrates your capability in handling a stressful, task-heavy scenario in close proximity to the ground.
The more likely scenario when flying under instrument flight rules (IFR) is the option to complete the flight under visual flight rules (VFR), flying a visual approach procedure, or flying an instrument procedure in which you acquire the runway visually well above the charted “minimums.”
Needless to say, I was surprised to be faced with a scenario in which the weather was forecast to be at or below approach minimums on a recent leg from Florida to Cincinnati (KLUK – Cincinnati Lunken Airport). A stationary front with a lot of moisture resulted in a temperature and dew point at an identical 11°C and low IFR conditions. In plain language, it was a soupy mess throughout the Ohio valley in which the morning fog was replaced by mist and low-level clouds.
The fact that low IFR conditions existed throughout the region also made identifying a legal and practical alternate airport a challenge. As a refresher, § 91.169 (IFR flight plan: Information required) requires an alternate airport be filed if, from one after before to one hour after the estimated time of arrival, the ceiling (lowest broken or overcast layer) will be below 2,000’ or the visibility less than 3 statute miles. To be eligible as an alternate airport, if the airport has a precision approach, the ceiling must be at least 600’ and visibility at least 2 statute miles at the estimated time of arrival to the alternate.
In our case, the Lexington Blue Grass Airport (KLEX) met the alternate approach criteria. But to comply with § 91.167 (Fuel requirements for flight in IFR conditions), we had to plan for enough fuel to fly to our intended destination and then fly to the planned alternate airport plus an additional 45 minutes. And we also planned for enough fuel to execute an approach procedure at each airport and considered additional time for vectors and even a potential delay as low IFR conditions can create congestion in busy terminal airspace such as Cincinnati. As you can imagine, this resulted in a substantial increase in fuel required for the flight which we were thankfully able to accommodate.
With our planning complete and passengers aboard, we departed the clear skies and warmth of Florida for the cool cloudiness of the Midwest. Monitoring the destination enroute courtesy of ADS-B, the ceiling and visibility was maintaining just above minimums as forecast. However, after briefing the RNAV (GPS) Rwy 21L approach and beginning our initial descent for Cincinnati, the latest METAR indicated a ceiling and visibility just at landing minimums.
While the procedure for the RNAV (GPS) RWY 21L indicates a DA of 756’ (281’ above the airport), a FDC NOTAM raises the DA to 797’ (322’ above the airport) – always check NOTAMS!
We were able to learn through ATC that aircraft were still landing at Lunken airport in spite of the most recent METAR with multiple pilot reports that the weather conditions were “right at minimums.” Given this information, and plenty of reserve fuel, we opted to continue to our planned destination as opposed to diverting to our alternate.
After a magnificent vector from the controller (thank you CVG TRACON), and a stable autopilot-coupled approach, we were approaching our DA. Given a two-pilot crew, the pilot monitoring was able to focus attention on monitoring DA as well as acquiring the required visual contact for landing. Given the conditions, I anticipated being able to see the approach lighting system before the runway and included that information in the approach briefing. In the case of the Rwy 21L, the chart indicates a medium intensity lighting system (MALSR) with sequenced flashing lights – a big help in these low visibility conditions.
At the DA, I was able to see the approach lighting system. Are we allowed to continue?
Yes, 91.175(c) (Takeoff and landing under IFR) allows for flight below the published DA if the approach light system is visible, but only down to 100’ above the touchdown zone elevation unless the red terminating bars or red side row bars are “distinctly visible and identifiable” or the runway environment is in sight which includes:
The threshold.
The threshold markings.
The threshold lights.
The runway end identifier lights.
The visual glideslope indicator.
The touchdown zone or touchdown zone markings.
The touchdown zone lights.
The runway or runway markings.
The runway lights.
Within seconds of identifying the approach lights, the runway threshold came into view and we landed in calm winds; however, the advanced planning included having our missed approach altitude set and procedure committed to memory along with rehearsing the action items upon executing the missed which is universal:
Go-Around Power
Go-Around Pitch
Flaps (appropriate setting)
Positive rate/gear up
Navigate
Communicate
And we leave the hangar with the satisfaction of having completed a safe, disciplined flight with the entire system working together from meteorologists, to air traffic controllers to the other pilots in the system willing to share up-to-date vital information via pilot reports. It was a good day on the flight deck!
https://media.flighttrainingcentral.com/wp-content/uploads/2018/02/05171453/ILS-approach-runway-lights-scaled.jpg14402560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2023-02-21 09:00:432023-02-07 17:44:39An actual instrument approach to minimums
Busy instrument arrival demands planning, precision and patience
/in Tips and technique/by Eric RadtkeThe secret is out…it is sunny and warm in south Florida. And there are a lot of people from the north who would prefer the south Florida weather in the middle of winter for a dose of vitamin D. This winter reality means busy airports, busy airspace, and long security lines. In other words, pack your patience and some extra fuel.
So was the case on a recent flight from Cincinnati (KLUK) to the Fort Lauderdale – Hollywood International Airport (KFLL). FAA-mandated ground stops are not uncommon this time of year due to capacity issues even with mitigation strategies in place such as making use of military airspace and other restricted to accommodate a higher volume of traffic. Aircraft must be appropriately metered into Florida so that the system is not overwhelmed – everything from ATC staffing to physical space in the air and on the ground. Introduce some weather into the equation and things get even tighter. “Controlled chaos” is the phrase that comes to mind.
An RNAV (GPS) arrival is a guarantee into south Florida to ensure an orderly flow of traffic and separate the southbound arriving traffic from the northbound departing traffic. Our common route of flight from Cincinnati takes us through a departure gate used by Cincinnati approach control, KENLN, located on the BLUEGRASS departure from the Cincinnati Norther Kentucky International Airport (KCVG), and then south over Lexington, Knoxville, Atlanta, and then the published Standard Terminal Arrival Procedure (STAR) in southern Georgia at the ZPLEN intersection for the TEEKY arrival into KFLL.
Those responsible for the naming of arrival fixes are certainly clever and funny and often use local themes and landmarks to name fixes. Take, for example, the FRISBE departure from KFLL that has you pass over two initial fixes, LLBOW “Elbo,” and ROOOM “Room” paying homage to the famous Elbo Room in Ft. Lauderdale Beach founded in 1938. Well done! But I digress.
The fist thing you’ll notice for our TEEKY arrival into KFLL is the amount of information to consume on the chart itself. In fact, the FAA version is two pages. In this case, I prefer the Jeppesen equivalent chart as all of the information is located on a single page. In the iPad era, with the ability to pinch and zoom, it doesn’t really matter how small the print might be.
FAA TEEKY arrival
Jeppesen equivalent TEEKY arrival
Evident by the altitudes and speeds noted on the procedure, the TEEKY is reserved for turbojet aircraft. This restriction is also stated in the notes section of the arrival, along with a notice to pilots to expect a “descend via” clearance as part of the arrival.
Descend Via – An abbreviated ATC clearance that requires compliance with a published procedure’s lateral path and associated speed restrictions and provides a pilot-discretion descent to comply with published altitude restrictions until descending to the “Bottom Altitude” published on the STAR
Given the amount of crossing restrictions, vertical navigation is a must on this procedure. The Collins Pro Line 21 suite makes this relatively simple by setting the bottom altitude of the procedure – 6,000’ landing west – and selecting vertical navigation, “VNAV,” on the controller. It’s up to the pilot to control the speed with the throttle, but the navigation computers will do the rest. In an aircraft equipped with auto throttles, the pilots only need to watch the automation do its thing.
On the TEEKY, we must cross FIGNA at or below FL310 (31,000’), JASBO at or above FL260 and at 280kts. DANNA must be crossed between FL230 and FL260, TEEKY at or above 12,000’, and BANTY between 10,000’ and 11,000’ at 250kts and HEEZE at 7,000′. Given we are landing runway 28L at KFLL (west), we’ll continue to GOYLE at a mandatory 7,000’, and finally, FAMBA, at a mandatory 6,000’. You can see how busy this could get if you didn’t have the advantage of vertical navigation.
We were in a conga line of about eight aircraft flying the same procedure to the same destination. This was mix of airline traffic and business aviation traffic with a variety of capabilities, but the arrival procedure equalizes everyone by the same arrival path, mandatory altitudes and speeds. Beyond the mandatory speed of 250kts at BANTY, given the close proximity of aircraft, we were further given multiple speed restrictions by ATC. “Slow to 230 kts,” slow to 210 kts,” “slow to 170 kts and maintain 170 kts to the final approach fix on the ILS for Runway 28R.”
Yes, as you can imagine there’s a lot of radio traffic and the importance of clear, concise radio communication and precise execution of the instructions is paramount and what makes the system work safely. The local approach facilities will assume pilots have the appropriate procedures, frequencies and information at the ready to respond to multiple requests quickly. It’s also expected that pilots will fly precise altitudes and speeds when required (remember that when your CFI is strict about maintaining 85 kts. on downwind, 75 kts. on base and 65 kts. on final (or whatever your training aircraft calls for.))
After landing, it is also necessary to have awareness of the taxiway layout and likely path to the FBO as the instructions will come just as quickly as the speed restrictions in flight. After our hurried taxi instructions, we were parked on the ramp and the passengers on their way for a cold weather reprieve.
Quiz: Preflight Planning an IFR Flight
/in Quiz/by Chris ClarkeThere are many details to consider when planning a flight under Instrument Flight Rules. Mix in some inclement weather, and the workload increases exponentially. Answer all these questions correctly and prove you have the keys to unlock a successful IFR flight.
Share the quiz to show your results !
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Want to learn more about IFR flight planning? Check out Sporty’s Instrument Rating Course for more in-depth training on this subject.
FAA adds airport testing Arrival Alert Notice System and new symbols for hotspots
/in News/by Eric Radtke1. Tucson, AZ, Tucson Intl (TUS)
2. Reno, NV, Reno/Tahoe Intl (RNO)
3. Palm Springs, CA, Palm Springs Intl (PSP)
4. San Jose, CA, Reid-Hillview of Santa Clara County (RHV)
5. Rochester, NY, Frederick Douglass/Greater Rochester Intl (ROC)
6. Honolulu, HI, Daniel K Inouye Intl (HNL)
7. Idaho Falls, ID, Idaho Falls Rgnl (IDA)
8. Atlanta, GA, DeKalb-Peachtree (PDK)
9. Dallas, TX, McKinney Ntl (TKI)
10. Minneapolis, MN, Flying Cloud (FCM)
11. Lincoln, NE, Lincoln (LNK)
12. Las Vegas, NV, North Las Vegas (VGT)
Details on the program and information on the new symbols are detailed in the updated Information for Operator (InFO) bulletin 22001, Arrival Alert Notice (AAN) and Airport Diagram Symbols for Wrong-Surface Hot Spots.
What’s in an approach category?
/in Regulations, Tips and technique/by Eric RadtkeAircraft fall into one of five approach categories (A-E) based on the aircraft’s target final approach speed, or reference speed (Vref). If this speed is not published for the aircraft, then a speed of 1.3 times the stall speed in the landing configuration (Vso) at the maximum landing weight should be used. These speeds are established for the aircraft by the aircraft’s certifying authority. Instrument approach charts publish minimum landing criteria (altitudes and visibility) that correspond to the approach categories. If a category is not listed, then it is not authorized.
In the example below from the John F. Kennedy Airport (KJFK), ILS or LOC RWY 13L approach, the decision altitude (213′) and minimum visibility (1,800′ runway visual range), remain the same for Category A-D aircraft. However, if intending to circle to land on an alternate runway Category A & B aircraft must use a minimum descent altitude (MDA) of 680′ and visibility of 1 mile while Category C & D aircraft must abide by a MDA of 700′ and a dramatic increase in minimum visibility to 2 and 2.25 miles respectively.
A pilot is required to use the minima corresponding to the aircraft’s category or higher depending on the speed being flown during the approach. This is necessary in order to provide adequate obstacles obstruction as the higher the approach speed, the larger the turning radius in the case of a circling approach. Therefore, if a pilot chooses to use a higher airspeed than the category established for the aircraft, then the minimums for the higher category must be used. For example, if an airplane fits into Category A but is circling to land at a speed of 95 knots, the approach Category B minimums must be used. It’s important to note that a pilot may NOT choose to utilize a lower approach category even if flying at a lower airspeed.
Most single engine piston-powered aircraft will fit into Category A while most turbine-powered aircraft will fit into Category B and above.
A minimum of 300 feet of obstacle clearance is provided in the circling segment. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent and using normal maneuvers.
Application window open for 2023 Southwest Airlines Scholarship
/in News/by Eric RadtkeApplications are now open for the 2023 Southwest Airlines Scholarship – apply by February 28.
This scholarship is open to students across the country with a career interest in the airline industry—whether that interest is in frontline operations, maintenance, corporate roles, or the many roles in between. Applicants must be 24 or younger at the time of application and must be attending (or planning to attend) an accredited college or university in a vocational, 2-year or 4-year program in the upcoming fall or spring semester.
Recipients of the Southwest Airlines Scholarship receive $5,000 and are eligible to renew their scholarship annually for up to four years. For application and eligibility information, visit swa.is/SAS.
An actual instrument approach to minimums
/in Personal stories, Tips and technique/by Eric RadtkeAs part of the training routine, at the missed approach point the instructor or safety pilot would typically either call the runway in sight at which point you would transition to landing or call for a missed approach to be flown. This is good practice because a) it is rarely done during your everyday flying b) it is the ultimate test of your basic attitude instrument flying and procedures and c) it demonstrates your capability in handling a stressful, task-heavy scenario in close proximity to the ground.
The more likely scenario when flying under instrument flight rules (IFR) is the option to complete the flight under visual flight rules (VFR), flying a visual approach procedure, or flying an instrument procedure in which you acquire the runway visually well above the charted “minimums.”
Needless to say, I was surprised to be faced with a scenario in which the weather was forecast to be at or below approach minimums on a recent leg from Florida to Cincinnati (KLUK – Cincinnati Lunken Airport). A stationary front with a lot of moisture resulted in a temperature and dew point at an identical 11°C and low IFR conditions. In plain language, it was a soupy mess throughout the Ohio valley in which the morning fog was replaced by mist and low-level clouds.
The fact that low IFR conditions existed throughout the region also made identifying a legal and practical alternate airport a challenge. As a refresher, § 91.169 (IFR flight plan: Information required) requires an alternate airport be filed if, from one after before to one hour after the estimated time of arrival, the ceiling (lowest broken or overcast layer) will be below 2,000’ or the visibility less than 3 statute miles. To be eligible as an alternate airport, if the airport has a precision approach, the ceiling must be at least 600’ and visibility at least 2 statute miles at the estimated time of arrival to the alternate.
In our case, the Lexington Blue Grass Airport (KLEX) met the alternate approach criteria. But to comply with § 91.167 (Fuel requirements for flight in IFR conditions), we had to plan for enough fuel to fly to our intended destination and then fly to the planned alternate airport plus an additional 45 minutes. And we also planned for enough fuel to execute an approach procedure at each airport and considered additional time for vectors and even a potential delay as low IFR conditions can create congestion in busy terminal airspace such as Cincinnati. As you can imagine, this resulted in a substantial increase in fuel required for the flight which we were thankfully able to accommodate.
With our planning complete and passengers aboard, we departed the clear skies and warmth of Florida for the cool cloudiness of the Midwest. Monitoring the destination enroute courtesy of ADS-B, the ceiling and visibility was maintaining just above minimums as forecast. However, after briefing the RNAV (GPS) Rwy 21L approach and beginning our initial descent for Cincinnati, the latest METAR indicated a ceiling and visibility just at landing minimums.
KLUK 062002Z 00000KT 3/4SM R21L/5500VP6000FT BR OVC003 11/11 A2998 RMK AO2 T01110111
While the procedure for the RNAV (GPS) RWY 21L indicates a DA of 756’ (281’ above the airport), a FDC NOTAM raises the DA to 797’ (322’ above the airport) – always check NOTAMS!
FDC 1/3864 LUK IAP CINCINNATI MUNI/LUNKEN FLD, CINCINNATI, OH.
RNAV (GPS) RWY 21L, AMDT 1D…
LPV DA 797/HAT 322 ALL CATS.
We were able to learn through ATC that aircraft were still landing at Lunken airport in spite of the most recent METAR with multiple pilot reports that the weather conditions were “right at minimums.” Given this information, and plenty of reserve fuel, we opted to continue to our planned destination as opposed to diverting to our alternate.
After a magnificent vector from the controller (thank you CVG TRACON), and a stable autopilot-coupled approach, we were approaching our DA. Given a two-pilot crew, the pilot monitoring was able to focus attention on monitoring DA as well as acquiring the required visual contact for landing. Given the conditions, I anticipated being able to see the approach lighting system before the runway and included that information in the approach briefing. In the case of the Rwy 21L, the chart indicates a medium intensity lighting system (MALSR) with sequenced flashing lights – a big help in these low visibility conditions.
At the DA, I was able to see the approach lighting system. Are we allowed to continue?
Yes, 91.175(c) (Takeoff and landing under IFR) allows for flight below the published DA if the approach light system is visible, but only down to 100’ above the touchdown zone elevation unless the red terminating bars or red side row bars are “distinctly visible and identifiable” or the runway environment is in sight which includes:
And we leave the hangar with the satisfaction of having completed a safe, disciplined flight with the entire system working together from meteorologists, to air traffic controllers to the other pilots in the system willing to share up-to-date vital information via pilot reports. It was a good day on the flight deck!