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(VFR) traffic operating in the vicinity of the field. For
this reason, many companies require that flight crews
make contact with the arrival airport CTAF or company
Figure 5-11. Durango Approach and Low Altitude En Route Chart Excerpt.
5-15
operations personnel via a secondary radio over 25 NM
from the field in order to receive traffic advisories. In
addition, pilots should attempt to listen to the CTAF
well in advance of their arrival in order to determine
the VFR traffic situation.
Since separation cannot be provided by ATC between IFR
and VFR traffic when operating in areas where there is no
radar coverage, pilots are expected to make radio
announcements on the CTAF. These announcements
allow other aircraft operating in the vicinity to plan their
departures and arrivals with a minimum of conflicts. In
addition, it is very important for crews to maintain a listening watch on the CTAF to increase their awareness of
the current traffic situation. Flights inbound on an instrument approach to a field without a control tower should
make several self-announced radio calls during the
approach:
• Initial call within 5-10 minutes of the aircraft’s
arrival at the IAF. This call should give the aircraft’s location as well as the crew’s approach
intentions.
• Departing the IAF, stating the approach that is
being initiated.
• Procedure turn (or equivalent) inbound.
• FAF inbound, stating intended landing runway
and maneuvering direction if circling.
• Short final, giving traffic on the surface notification of imminent landing.
When operating on an IFR flight plan at an airport
without a functioning control tower, pilots must initiate cancellation of the IFR flight plan with ATC or an
AFSS. Remote communications outlets (RCOs) or
ground communications outlets (GCOs), if available,
can be used to contact an ARTCC or an AFSS after
landing. If a frequency is not available on the ground,
the pilot has the option to cancel IFR while in flight if
VFR conditions can be maintained while in contact
with ARTCC, as long as those conditions can be maintained until landing. Additionally, pilots can relay a
message through another aircraft or contact flight
service via telephone.
PRIMARY NAVAID
Most conventional approach procedures are built
around a primary final approach NAVAID; others, such
as RNAV (GPS) approaches, are not. If a primary
NAVAID exists for an approach, it should be included
in the IAP briefing, set into the appropriate backup or
active navigation radio, and positively identified at
some point prior to being used for course guidance.
Adequate thought should be given to the appropriate
transition point for changing from FMS or other en
route navigation over to the conventional navigation to
be used on the approach. Specific company standards
and procedures normally dictate when this changeover
occurs; some carriers are authorized to use FMS course
guidance throughout the approach, provided that an
indication of the conventional navigation guidance is
available and displayed. Many carriers, or specific
carrier fleets, are required to change over from
RNAV to conventional navigation prior to the FAF
of an instrument approach.
Depending on the complexity of the approach procedure, pilots may have to brief the transition from an
initial NAVAID to the primary and missed approach
NAVAIDs. Figure 5-12 shows the Cheyenne,
Wyoming, ILS Runway 27 approach procedure,
which requires additional consideration during an
IAP briefing.
If the 15 DME arc of the CYS VOR is to be used as the
transition to this ILS approach procedure, caution must
be paid to the transition from en route navigation to the
initial NAVAID and then to the primary NAVAID for
the ILS approach. Planning when the transition to each
of these NAVAIDs occurs may prevent the use of the
incorrect NAVAID for course guidance during
approaches where high pilot workloads already exist.
APPROACH CHART NOTES
The navigation equipment that is required to join and fly
an instrument approach procedure is indicated by the title
of the procedure and notes on the chart. Straight-in IAPs
are identified by the navigation system by providing the
final approach guidance and the runway with which the
approach is aligned (for example, VOR RWY 13).
Circling-only approaches are identified by the navigation
system by providing final approach guidance and a letter
(for example, VOR A). More than one navigation system
separated by a slant indicates that more than one type of
equipment must be used to execute the final approach (for
　
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