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approach procedure officially begins,
and is the starting point for the Initial
Segment, which continues until you
are established inbound to the fix,
after the Procedure Turn Outbound.
During this period, you slow the
machine down and descend to the
altitude for the procedure turn.
The procedure turn is a mechanism
designed to turn you round 180° in a
controlled manner, so you come
back on the same track you went out
on. Normally, it involves 45° turns,
but this may vary. It also involves
timings, based on speeds, that
Instruments 261
should keep you inside a safe area
(safe from obstacles, that is). There
are also many types of turn,
according to the direction you
approach from, but the basic one is
to fly outbound for whatever time it
says on the chart, turn left 45°, fly
straight for between 45-60 seconds
(wind allowance), turn right 180°
until you get back to your original
track, normally anticipated with an
intercept of 30° if you got it right.
During the turn, do your pre-landing
checks, possibly leaving the gear till
actually on finals, and the flaps until
you see the runway, or close to it, as
the pitch change can be very severe.
Do not start the turn until you are
sure you are under the glideslope
(watch the needle) and can keep in
the area (some turns must be
completed within a certain distance
of the NDB).
At some point, it becomes the
Procedure Turn Inbound, that is,
enroute to the Final Approach Fix
(FAF), which is the same beacon as
the IAF, but just used later (it's
otherwise known as the Outer
Marker). All you've done is come
back on yourself. On approach
charts, it will be marked with a
Maltese Cross symbol. This bit is
also known as the Intermediate
Segment, during which you descend to
an altitude for the FAF or intercept
the glidepath. One tip for an ILS
(especially with an engine out) is to
remain at the procedure turn exit
height until you intercept the
glideslope, instead of descending
straight away, to give you more time
to settle the needles down. Another,
to get ROD for a 3° glideslope, is to
halve your groundspeed and add 0 –
at 120 kts, therefore, you would need
600 fpm.
If a DME arc (see below) is part of
the approach, there will be an
Intermediate Fix which allows you to
leave the arc and get established
inbound to the FAF.
Once established inbound, say so
("established inbound"), and the
next report will be "Outer Marker
Inbound" as you pass the FAF at the
correct altitude on a non-precision
approach, or on the glidepath when
using the ILS. This is the start of the
Final Approach Segment, which ends at
the Missed Approach Point. here, you
descend to the MDA or DH,
depending on the type of approach.
An approach, especially a nonprecision
one, is characterised by
large "steps", that is, major descents
at certain stages, requiring large
power changes that can be a pain
with an engine out, so it’s often a
good idea to keep a consistent glide
path as much as possible,
remembering that the minimum
heights at each step are just that –
minimum heights. There’s nothing to
stop you being above them if you are
actually descending under control
(300 feet per mile gives you 3°).
In other words, MDA (or any
altitude, for that matter) is a height
below which you must not descend, and not
(necessarily) a height at which you
must fly for the procedure, so you
don't have to go to it immediately
and make work for yourself in the
final stages if you have a problem.
One tip for an ILS (especially with
an engine out) is to remain at the
procedure turn exit height until you
intercept the glideslope, instead of
262 Canadian Professional Pilot Studies
descending straight away, which
gives you more time to settle the
needles down.
The idea on a non-precision
approach is to fly level at MDA once
you reach it after passing the FAF
(assuming your heading is more or
less in line with the runway – a
straight in approach under these
circumstances is within 30° of the
centreline) until the time you expect
to be over the threshold (if you are
not in line with the runway, you can
expect a circling procedure, of which
more later). You may obviously go
down further if you can see where
you're going (that is, you have
　
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