Objectives

Gain the skills associated with performing approaches procedures solely by reference to instruments and with one engine inoperative.

Reading

This is the required reading for this lesson. Numbers in [brackets] indicate the starting and ending page in the referenced reading material. Read all the pages and sections referenced.

• Instrument Flying Handbook
  • Chapter 9 - Navigation Systems
    • [9-35 to 9-43] "Instrument Approach Systems"
  • Chapter 10 - IFR Flight
    • [10-13 to 10-21] "Approaches"
• Aeronautical Information Manual (AIM)
  • Para. 5-4-5 "Instrument Approach Procedure (IAP) Charts"
  • Para. 5-4-7 "Instrument Approach Procedures"
  • Para. 5-4-20 "Approach and Landing Minimums"
• Airplane Flying Handbook
  • Chapter 13 - Transition to Multiengine Airplanes
    • [13-23 to 13-29] "Engine Inoperative Flight Principles"

Summary

The notes below highlight the important parts in the referenced material. Reading the notes without having read the actual referenced material is generally not sufficient to pass the written exam!

IFH - Chapter 9

• The most common precision approaches are
  • Instrument Landing Systems (ILS)
  • Precision Approach Radar (PAR)
  • Ground Based Augmentation System (GBAS) Landing System (GLS)
• The most common non-precision approaches are
  • VOR, VORTAC, VOR/DME - VHF Omidirectional Range
  • NDB - Non-directional Beacon
  • GPS/RNAV - Requires Receiver Autonomous Integrity Monitoring (RAIM)
  • LOC - Localizer
  • LDA - Localizer type Directional Aid
• The localizer needle indicates, by deflection, whether the aircraft is right or left of the localizer centerline, regardless of the position or heading of the aircraft.
  • Rotating the OBS has no effect on the operation of the localizer needle, although it is useful to rotate the OBS to put the LOC inbound course under the course index.

IFH - Chapter 10

• Approaches can be flown as
  • A full approach - Pilots conduct their own navigation using the routes and altitudes depicted on the instrument approach chart.
  • Radar vectors - ATC provides guidance in the form of headings and altitudes, which position the aircraft to intercept the final approach
• Pilots may not operate an aircraft at any airport below the authorized MDA or continue an approach below the authorized DA/DH unless:
  • 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
  • The flight visibility is not less than that prescribed for the approach procedure being used; and
  • At least one of the following visual references for the intended runway is visible and identifiable to the pilot:
    • Approach light system
    • Threshold
    • Threshold markings
    • Threshold lights
    • Runway end identifier lights (REIL)
    • Visual approach slope indicator (VASI)
    • Touchdown zone or touchdown zone markings
    • Touchdown zone lights
    • Runway or runway markings
    • Runway lights

AFH - Chapter 12

• The approach and landing with OEI is essentially the same as a two-engine approach and landing.
  • The traffic pattern should be flown at similar altitudes, airspeeds, and key positions as a two-engine approach.
  • The differences are the reduced power available and the fact that the remaining thrust is asymmetrical.
  • A higher-than-normal power setting is necessary on the operative engine.
• A single-engine go-around must be avoided
  • Once the airplane is on final approach with landing gear and flaps extended, it is committed to land on the intended runway, on another runway, a taxiway, or grassy infield.
  • The light-twin does not have the performance to climb on one engine with landing gear and flaps extended!

Tomas Hansson (This email address is being protected from spambots. You need JavaScript enabled to view it.)
Chief Flight Instructor, VATSTAR
DISCLAIMER: all information contained herein is for flight simulation purposes only.
March 2021