Standard Approach Minimums
#1
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 ¼ 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?
#2
Banned
Joined APC: Mar 2009
Posts: 1,822
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 ¼ 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.
#3
#4
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.
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.
#5
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.
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.
#6
Line Holder
Joined APC: Aug 2010
Position: The Dark Side
Posts: 99
#7
Line Holder
Joined APC: Jul 2008
Posts: 35
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.
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.
#8
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.
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.
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 ¾ at the approach end. He just laughed and said “as long as you can see”.
#9
Line Holder
Joined APC: Jul 2008
Posts: 35
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.
Never knew how terrifying getting to DH and not seeing anything can be! Though now I want to try it again...haha.
#10
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.
Never knew how terrifying getting to DH and not seeing anything can be! Though now I want to try it again...haha.
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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