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• Flight deck navigation/communication and automation setup.
• Instrument approach procedure (IAP) review and,
for flight crews, IAP briefing.
• Operational review and, for flight crews, operational briefing.
Although often modified to suit each individual operator, these five steps form the basic framework for the
inflight-planning phase of an instrument approach. The
extent of detail that a given operator includes in their
SOPs varies from one operator to another; some may
designate which pilot performs each of the above
actions, the sequence, and the manner in which each
action is performed. Others may leave much of the detail
up to individual flight crews and only designate which
tasks should be performed prior to commencing an
approach. Flight crews of all levels, from single-pilot to
multi-crewmember Part 91 operators, can benefit from
the experience of commercial operators in developing
techniques to fly standard instrument approach procedures (SIAPs).
Determining the suitability of a specific IAP can be a
very complex task, since there are many factors that can
limit the usability of a particular approach. There are
several questions that pilots need to answer during preflight planning and prior to commencing an approach. Is
the approach procedure authorized for the company, if
Part 91K, 121, 125, or 135? Is the weather appropriate
for the approach? Is the aircraft currently at a weight that
will allow it the necessary performance for the approach
and landing or go around/missed approach? Is the aircraft properly equipped for the approach? Is the flight
crew qualified and current for the approach? Many of
these types of issues must be considered during preflight
planning and within the framework of each specific air
carrier’s OpsSpecs, or Part 91.
WEATHER CONSIDERATIONS
Weather conditions at the field of intended landing
dictate whether flight crews need to plan for an instrument approach and, in many cases, determine which
approaches can be used, or if an approach can even be
attempted. The gathering of weather information
should be one of the first steps taken during the
approach-planning phase. Although there are many
possible types of weather information, the primary
concerns for approach decision-making are wind
speed, wind direction, ceiling, visibility, altimeter
setting, temperature, and field conditions. It is also a
good idea to check NOTAMs at this time in case
there were any changes since preflight planning.
Wind speed and direction are factors because they
often limit the type of approach that can be flown at
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a specific location. This typically is not a factor at
airports with multiple precision approaches, but at
airports with only a few or one approach procedure
the wrong combination of wind and visibility can
make all instrument approaches at an airport
unavailable. As an example, consider the available
approaches at the Chippewa Valley Regional
Airport (KEAU) in Eau Claire, Wisconsin, shown
in Figure 5-1. In the event that the visibility is
reported as less than one mile, the only useable
approach for Category C airplanes is the Instrument
Landing System (ILS) to Runway 22. This leaves
very few options for flight crews if the wind does
not favor Runway 22; and, in cases where the wind
restricts a landing on that runway altogether, even a
circling approach cannot be flown because of the
visibility.
WEATHER SOURCES
Most of the weather information that flight crews
receive is issued to them prior to the start of each flight
segment, but the weather used for inflight planning and
execution of an instrument approach is normally
obtained en route via government sources, company
frequency, or Aircraft Communications Addressing and
Reporting System (ACARS).
Air carriers and operators certificated under the
provisions of Part 119 (Certification: Air Carriers
and Commercial Operators) are required to use the
aeronautical weather information systems defined
in the OpsSpecs issued to that certificate holder by
the FAA. These systems may use basic FAA/National
Weather Service (NWS) weather services, contractor
or operator-proprietary weather services and/or
Enhanced Weather Information System (EWINS)
when approved in the OpsSpecs. As an integral part
of EWINS approval, the procedures for collecting,
producing, and disseminating aeronautical weather
information, as well as the crewmember and dispatcher training to support the use of system
weather products, must be accepted or approved.
Operators not certificated under the provisions of Part
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(99)