AUTOPILOT MODES
---The mode control panel of the autopilot allows pre-setting autopilot changes for aircraft performance
---The most important mode that should be known and available to the pilot are the failure modes.
---The autopilot will perform only to the degree that instrument input is performed by the pilot
---A failure mode is determined by the instrument or instruments whose failure affects the autopilot
---Every engine start should include a briefing as to how you will disconnect the autopilot
---Autopilots working with altitudes are set to the nearer 100' above or below published altitude

STABILIZED APPROACH
---Speed, power, pitch and configuration setting should be constants changes of one affects all the others
---Know your settings for every flight situation is required for you to make quick precise changes
---What you want are all the settings for constant speeds, when level, descending and climbing
---The stabilized flight concept exists in all flight situations not just on approach
---On IFR approach you want to be stabilized t 1000' above airport or TDZ or 500' in VFR
---The stabilized approach allows you to detect wind shear

DESCENT RATES AND GLIDE PATHS FOR NON-PRECISION APPROACHES
---A descent rate over 1000 FPM is dangerous within 1000' AGL because of visual difficulties
---Short runways arrival at the MDA at a threshold MAP requires a missed approach (See VDP)
---Non-precision arrivals descent rate should make you reach the MDA in time to land
---Runway threshold should be crossed at 50'
Descent rate
---Subtract TDZE from FAF altitude and divide by time in minutes
Glide path angle
---Multiply distance from threshold in NM by 300
---Use DME, GPS, RNAV or radar advisories

TRANSITION TO VISUAL
---100 to 200' prior to DA, DH or MDA time to start looking for runway
---Use cockpit resources to look for visual runway contact
---Use cockpit resources to call out visual descent rate or any change from a stabilized approach
---Single pilot IFR should stay on the instruments while seeking visual runway
---The most difficult point of any IFR approach is the transition to visual contact with the runway
---Flight visibility must be at least that published on the chart
---Factors of flight visibility are height above airport, approach lights, type of approach, category
---Obstacles that penetrate the 20:1 and 34:1 prohibit approaches at night unless lighted (Figure5-19)

MISSED APPROACH
---Primary causes are not having required flight visibility or required visual references
---Aircraft must be continuously in position to make a normal landing
---Descent below DA, DH or MDA must trigger missed approach if required visibility or runway is lost
---Any missed approach below published altitudes involves additional risk
---Missed approach prior to the missed approach point is required to remain on course but may climb
---Expect alternate missed approach instructions from ATC with vectors to an IAF
---Missed approaches may be depicted in different ways on profile and plan view using dotted line
---Missed approach point on precision approaches begins at DA or DH
---Missed approach point on non precision approaches has several forms navaid, time, distance, etc
---See Figure 5-20 on Page 5-30 FAR 91.175 Gives visual requirements for approaches

EXAMPLE APPROACH BRIEFING
---Discussion of ATIS, weather, terrain, NOTAMs, approaches, runway, performance, route, traffic
---Briefing checklist to confirm radio setup is correct and all directions, altitudes, turns, fixes

INSTRUMENT APPROACH PROCEDURE SEGMENTS
---Four segments, initial, intermediate, final and missed

FEEDER ROUTES
---May be called approach transitions
---En route obstacle clearances of 1000 and 2000 apply to feeders
---Feeder route is on IAP charts telling how to transition from en route to the initial approach fix (IAF)
---Where IAF is part of en route there may be no feeder route
---Where shown, feeder route gives direction, distance and minimum altitude

TERMINAL ROUTES
---A transition or terminal route is needed for getting from the IAF to the intermediate fix (IF)
---Terminal routes begin at the IAF while feeder routes end at the IAF

DME ARCS
---DME arcs are approach segments but feeder routes are not
---Being on the arc means that you are no longer en route but on the intermediate or final segment
---When intercept angle from arc to final exceeds 90-degrees a two mile lead radial will be identified
---A DME arc must be based upon an omni-directional facility not on ILS or LOC
---Initial approach segment of DME arc has Required Obstruction Clearances (ROC) of 1000' in primary area to 4 NM to either side
---Intermediate segment of DME arc has ROC of 500' (See Figure 5-26)
---Initial and intermediate segment secondary areas of arc is 500' ROC tapering to 0, 2 NM additional

COURSE REVERSAL
---Course reversals for approaches required to turn aircraft around is done by procedure turns, holding patterns or course reversals
---Unless published, any form of reversal can be type, rate and descent to minimum altitude
---Descent can begin turning outbound and report inbound can be made….check
---"When a holding pattern is published in place of a procedure turn, pilot must make the standard entry and follow the depicted pattern to establish the aircraft on the inbound course." CHECK
---Teardrop reversals must be flown as published (Page 5-37)
---Additional holding patterns must be requested from ATC otherwise report inbound for clearance
---Charts give headings, minimum altitudes and distances
---Procedure turn and reversal altitudes are minimums (Figure 5-28)
---Pilots are required to maneuver on the procedure turn and holding side of the final approach course
---Holding patterns have several specific areas, primary, secondary, maneuvering, entry
---Entry area is used to control obstacle clearance prior to turning outbound
---Maneuvering area gives greater clearance of obstacles
---Primary area gives 1000' obstacle clearance no distances given
---Secondary area gives 500' tapering to zero no distances given

INITIAL APPROACH SEGMENT
---Purpose is to get aircraft aligned with intermediate or final approach segments
---Alignment uses DME arc, course reversal or terminal route
---Initial approach segments begins at an IAF and ends at the intermediate approach segment or IF
---IAF may be one of several on charts means beginning of Initial Approach Procedure {IAP)
---Charts give course, distance and minimum altitudes of initial approach segments (IAS)
---Each IAS joins a common intermediate segment at some point
---An IAF may exist without a related segment and is the beginning of the intermediate segment

INTERMEDIATE APPROACH SEGMENT
---Usually within 30 degrees of final approach course
---Purpose is to position aircraft for final descent beginning at IF or intermediate point
---Provides course distance and minimum altitudes for the descent
---If no IF fix exists the intermediate segment is aligned with the FAF
---Where a procedure turn exists you are unlikely tro have a charted intermediate fix (IF)

FINAL APPROACH SEGMENT
---Precision approaches have vertical guidance from where intercept altitude intercepts glide slope
---Non-precision approach segment begins with a Maltese cross as designated FAF
---Where facility is on airport it is referred to as the Final Approach Point (FAP)
---Final Approach Segment ends at the Missed Approach Point (MAP)
---Three procedures have final approach course guidance:
---Precision Approach (PA) provides course and glidepath deviation information
---Approach with Vertical Guidance (APV) Non-precision standards as with LPV, LDA w/GS
---Non-precision Approach (NPA) is all other approaches without vertical guidance

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