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categories.
The criteria for determining the pattern to be flown are
based on personal flying capabilities and knowledge of the
performance characteristics of the aircraft. In each instance,
the pilot must consider all factors: airport design, ceiling and
visibility, wind direction and velocity, final approach course
alignment, distance from the final approach fix to the runway,
and ATC instructions.
IAP Minimums
Pilots may not operate an aircraft at any airport below
the authorized MDA or continue an approach below the
authorized DA/DH unless:
1. The aircraft is continuously in a position from which
a descent to a landing on the intended runway can
be made at a normal descent rate using normal
maneuvers;
2. The flight visibility is not less than that prescribed for
the approach procedure being used; and
3. At least one of the following visual references for
the intended runway is visible and identifiable to the
pilot:
a) Approach light system
b) Threshold
c) Threshold markings
d) Threshold lights
e) Runway end identifier lights (REIL)
f) Visual approach slope indicator (VASI)
g) Touchdown zone or touchdown zone markings
h) Touchdown zone lights
i) Runway or runway markings
j) Runway lights
Missed Approaches
A missed approach procedure is formulated for each
published instrument approach and allows the pilot to return
to the airway structure while remaining clear of obstacles.
The procedure is shown on the approach chart in text and
graphic form. Since the execution of a missed approach
occurs when the flight deck workload is at a maximum, the
10-22
procedure should be studied and mastered before beginning
the approach.
When a missed approach procedure is initiated, a climb pitch
attitude should be established while setting climb power.
Configure the aircraft for climb, turn to the appropriate
heading, advise ATC that a missed approach is being
executed, and request further clearances.
If the missed approach is initiated prior to reaching the
missed approach point (MAP), unless otherwise cleared by
ATC, continue to fly the IAP as specified on the approach
chart. Fly to the MAP at or above the MDA or DA/DH before
beginning a turn.
If visual reference is lost while circling-to-land from an
instrument approach, execute the appropriate missed
approach procedure. Make the initial climbing turn toward
the landing runway and then maneuver to intercept and fly
the missed approach course.
Pilots should immediately execute the missed approach
procedure:
1. Whenever the requirements for operating below DA/
DH or MDA are not met when the aircraft is below
MDA, or upon arrival at the MAP and at any time
after that until touchdown;
2. Whenever an identifiable part of the airport is not visible
to the pilot during a circling maneuver at or above MDA;
or
3. When so directed by ATC.
Landing
According to 14 CFR part 91, no pilot may land when the flight
visibility is less than the visibility prescribed in the standard
IAP being used. ATC will provide the pilot with the current
visibility reports appropriate to the runway in use. This may be
in the form of prevailing visibility, runway visual value (RVV),
or runway visual range (RVR). However, only the pilot can
determine if the flight visibility meets the landing requirements
indicated on the approach chart. If the flight visibility meets
the minimum prescribed for the approach, then the approach
may be continued to a landing. If the flight visibility is less than
that prescribed for the approach, then the pilot must execute a
missed approach, regardless of the reported visibility.
The landing minimums published on IAP charts are based on
full operation of all components and visual aids associated
with the instrument approach chart being used. Higher
minimums are required with inoperative components or
visual aids. For example, if the ALSF-1 approach lighting
system were inoperative, the visibility minimums for an ILS
would need to be increased by one-quarter mile. If more
than one component is inoperative, each minimum is raised
to the highest minimum required by any single component
that is inoperative. ILS glide slope inoperative minimums
are published on instrument approach charts as localizer
minimums. Consult the “Inoperative Components or Visual
Aids Table” (printed on the inside front cover of each TPP),
for a complete description of the effect of inoperative
components on approach minimums.
Instrument Weather Flying
Flying Experience
　
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