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Old 10-25-2010, 06:59 PM   #1  
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Default Standard Approach Minimums

I am trying to gather a bunch of information on instrument approaches and I am looking for standard approach minimums. For example, a CAT I ILS has a standard DA of 200 ft and mile visibility. Does anyone know what the standard minimums for MLS, PAR, GBAS/LAAS, LOC, VOR, NDB, LDA, SDF, ASR/SRA, or WAAS approaches are or where to find that information if it does exist?
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Old 10-25-2010, 07:18 PM   #2  
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I am trying to gather a bunch of information on instrument approaches and I am looking for standard approach minimums. For example, a CAT I ILS has a standard DA of 200 ft and mile visibility. Does anyone know what the standard minimums for MLS, PAR, GBAS/LAAS, LOC, VOR, NDB, LDA, SDF, ASR/SRA, or WAAS approaches are or where to find that information if it does exist?

Go purchase Everything Explaned. It's like an pilot bible for 121/135.
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Old 10-26-2010, 01:26 PM   #3  
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A bit older, but probably still applicable: http://www.terps.com/ifrr/jun95.pdf
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Old 10-26-2010, 07:36 PM   #4  
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The Instrument Procedures Handbook had a lot of great stuff as far as that. It explains how certain types of approaches give you 300 foot obstacle clearance, depending on if the nav source is on field (Like a VOR or NDB) or off field (Like a LOM used as an NDB approach), what the protected airspace dimensions are and secondary areas are.

It's pretty complicated and saves having to find the now hidden TERPs manual. I think it even goes into MLS, ASR, and PAR approaches.
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Old 10-27-2010, 06:46 AM   #5  
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The Instrument Procedures Handbook had a lot of great stuff as far as that. It explains how certain types of approaches give you 300 foot obstacle clearance, depending on if the nav source is on field (Like a VOR or NDB) or off field (Like a LOM used as an NDB approach), what the protected airspace dimensions are and secondary areas are.

It's pretty complicated and saves having to find the now hidden TERPs manual. I think it even goes into MLS, ASR, and PAR approaches.
The IPH is good, but it is missing the information I am looking for. I remember being told the minimum altitude for an MDA and I remember it being something ridiculously low like 250 and I just want to confirm it. What I really need is TERPs, but like you said, it is hidden. There are sites that claim they have it but charge a monthly fee for access. Does anyone know where to find TERPs?
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Old 10-27-2010, 08:43 AM   #6  
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Does anyone know where to find TERPs?
I believe you can find it by searching Flight Standards Information System (FSIMS).
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Old 10-28-2010, 08:11 AM   #7  
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I have a question that sort've pertains to this and the link that X rated posted sort've answers my question. When getting the reported RVR and deciding to shoot the approach anyway, is this illegal? In that link it says that if a not-for-hire pilot decides to shoot the approach anyway and lands, then he/she has a difficult task in proving that that RVR was inaccurate. However, it does not say that the shooting of the approach down to minimums and going missed is illegal.

I recently decided to shoot an approach even though the reported RVR was 1000 and the minimum for the approach was 2400, though I went missed and didn't land cause I couldn't see anything at all. The controller kept reminding me that the RVR was 1000, and I knew I wasn't going to land, just wanted to see what stuff looked like down there. I am just wondering if this is considered illegal?? Doesn't seem to be if you're not-for-hire.
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Old 10-28-2010, 09:38 AM   #8  
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I have a question that sort've pertains to this and the link that X rated posted sort've answers my question. When getting the reported RVR and deciding to shoot the approach anyway, is this illegal? In that link it says that if a not-for-hire pilot decides to shoot the approach anyway and lands, then he/she has a difficult task in proving that that RVR was inaccurate. However, it does not say that the shooting of the approach down to minimums and going missed is illegal.

I recently decided to shoot an approach even though the reported RVR was 1000 and the minimum for the approach was 2400, though I went missed and didn't land cause I couldn't see anything at all. The controller kept reminding me that the RVR was 1000, and I knew I wasn't going to land, just wanted to see what stuff looked like down there. I am just wondering if this is considered illegal?? Doesn't seem to be if you're not-for-hire.
For part 91, you can shoot an approach with 0 RVR. The tower was probably just making sure you were not attempting to actually land. They don't know if you are just practicing, or a doctor who wants to get home no matter what. What the article was getting at is if you decide to land when the RVR is below minimums, it will be hard to prove that the RVR equipment was not accurate. As long as you don't go below minimums, you can shoot an approach no matter what the weather is for part 91.

From my experience, tower does not really care what a part 91 aircraft does. A few years ago, I did an approach back into my home airport. The ATIS was still reporting minimums, but the weather was changing quickly. While on the approach, tower kept telling me he could not even see the runway due to fog. I broke out right before minimums and I could see the first 1500 feet of the runway clearly, but the rest of the airport was covered by a curtain of fog. The tower asked me what the flight visibility was and I told him at the approach end. He just laughed and said “as long as you can see”.
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Old 10-29-2010, 08:30 AM   #9  
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Yeah as we were starting the approach, ATC gave us a phone number to call when we were on the ground, which is never a good sign. Im sure that was because if we did land.. we were going to get a hashing.

Never knew how terrifying getting to DH and not seeing anything can be! Though now I want to try it again...haha.
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Old 10-29-2010, 08:42 AM   #10  
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Yeah as we were starting the approach, ATC gave us a phone number to call when we were on the ground, which is never a good sign. Im sure that was because if we did land.. we were going to get a hashing.

Never knew how terrifying getting to DH and not seeing anything can be! Though now I want to try it again...haha.
This was obviously the Tracon facility giving you their number, and you were shooting an approach to an uncontrolled field????(Or tower was closed???)

That is just a way to expedite communications so that you can get your IFR cancelled in a timely manner, cutting out the middleman(FSS) to cancel your clearance. I'm willing to bet that this was the case, not a number to call because you were already in trouble.

Remember, to continue to land, you need the runway environment/lights to continue an additional 100', and then you must have the runway itself to descend the remaining distance to the runway to land. If you don't have any of those qualifiers, then you must go missed. Even if XXX is reporting whatever weather, you can still get around those if actual flight visibility works. If you are operating Part 91, and didn't bend any metal, you're going to be ok. Now any 135 operators are going to have a hard time explaining starting the approach with it already below min's.
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