Instrument Syllabus Section 4

4A - Introduction to Instrument Approaches

Understand the Charting and Procedures of Airport Instrument Approaches

Assignments

  • OF - Instrument Approaches (ASA 29, The Instrument Approach through Visual Illusions)
  • OF - Introduction to Instrument Charting Products for Approaches
  • OF - Approach Architecture
  • OF - Descent Below Minimums
  • OF - NOTAMs for Approaches
  • OF - Safely Flying a Missed Approach
  • OF - Understanding Charted Minimums

Completion Standards

When complete, the pilot

  • understands the basic structure and phases of an instrument approach procedure.
  • can identify the lateral and vertical navigation constraints.
  • knows where to find necessary airport information and frequencies.
  • can correctly interpret the minimums for the approach.
  • can understand the approach chart elements for flying the missed approach segment.
  • is able to obtain and apply instrument approach NOTAMs.

4B - VOR Approaches

Track an Instrument Approach Using a VOR Course as the Primary Navigational Guidance

Assignments

  • ASA Ch 12 (The VOR Instrument Approach)
  • OF - Flying a VOR Approach
  • OF 4B - SCFC Standard Approach (sheet)
  • OF - Approach Chart Briefing
  • Review Instrument Approaches assigned by CFI

Activities

  • Perform a full approach briefing
  • Approach A - VOR on Field - CMA VOR RWY 26
  • Approach A’ - VOR on Field (cross-radial stepdowns) - CMA VOR RWY 26
  • Approach B - Distant VOR Outbound - TCY VOR RWY 26
  • Approach C - VOR as IAF/FAF - APC VOR RWY 6 - go missed
  • Approach C’ - VOR as IAF/FAF (VOR as MAP) - CEC VOR RWY 12 (airport visual lost during approach)
  • Approach D - VOR DME Arc - WVI VOR A

Completion Standards

When complete, the pilot

  • can perform a standard and thorough approach briefing.
  • understands how the location of the VOR station impacts signal strength and course sensitivity
  • is able to determine the location of and the airplane’s passing of the Initial Approach Fix, the Final Approach Fix, stepdowns, and the Missed Approach Point.
  • can identify the required runway visual elements to descend below MDA.
  • convert to a safe visual approach and landing with the field in sight.
  • can safely execute a missed approach procedure.
  • is able to maintain all altitudes prescribed for the approach (+100/-0 tolerance) including MDA.
  • is able to maintain a VOR course within 3⁄4 scale of the CDI needle.
  • is able to maintain airspeed within ±10 knots.

4C - Localizer Approaches

Track an Instrument Approach Only the Localizer Signal From an ILS

Assignments

  • OF - The Localizer (ASA 13, up to, but not The Glide Slope)
  • OF - Flying a Localizer Approach
  • Review Instrument Approaches assigned by CFI

Activities

  • Approach E - Localizer no stepdowns inside FAF - SCK LOC RWY 29R (without WIGBY)
  • Approach F - Localizer with DME Stepdowns inside FAF - HWD LOC RWY 28L
  • Approach G - Localizer with Cross-Radials and Procedure Turn - HHR LOC RWY 25
  • Approach G2 - Localizer with hold - APC LOC Z RWY 1L (with hold at IAF)
  • Approach H - Localizer with Arc to IAF, CEC LOC RWY 12 (from YOBUN)
  • Approach I - Localizer with Arc Stepdowns, CEC LOC RWY 12 (From WIPOG with step downs)

Completion Standards

When complete, the pilot

  • is able to tune and identify the localizer signal and knows in what phases of the approach the signal is usable.
  • can use the signal of the localizer to execute a procedure turn.
  • understands how the sensitivity of CDI changes as the distance to the localizer decreases.
  • can identify runway visual elements that are a part of an instrument landing system.
  • is able to maintain all altitudes prescribed for the approach (+100/-0 tolerance) including MDA.
  • is able to maintain no more than a 3⁄4 scale deflection of the CDI needle.
  • is able to maintain airspeed within ±10 knots.

4D - Nonprecision GPS Approaches

Track an Instrument Approach Entirely Using GPS Waypoints and Courses

Assignments

  • OF - GPS Approaches (ASA Chapter 16, GPS Approaches through the end of chapter)
  • OF - Flying a Nonprecision GPS Approach

Activities

  • Approach J - LNAV - OAR RNAV (GPS) RWY 11
  • Approach K - LNAV with PT (TAA) - SCK RNAV (GPS) RWY 29R (FASIT)
  • Approach L - LNAV with many stepdowns - HWD RNAV (GPS) RWY 28L
  • Repeat Approaches J, K, L partial panel

Completion Standards

When complete, the pilot

  • is able to perform a RAIM check and validate the GPS satellite coverage
  • is able to load the GPS approach and select the appropriate initial approach point from the database.
  • is able to activate the appropriate leg of the approach is being vectored
  • understands how and when the sensitivity of GPS CDI changes in different phases of the approach.
  • can read and interpret GPS annunciators and approach status indicators.
  • understands how to activate the missed approach segment from the GPS
  • is able to maintain all altitudes prescribed for the approach (+100/-0 tolerance) including MDA.
  • is able to maintain no more than a 3⁄4 scale deflection of the CDI needle.
  • is able to maintain airspeed within ±10 knots.

4E - Precision Approaches

Track an Instrument Approach Entirely Using GPS Waypoints and Courses

Assignments

  • OF - Instrument Landing System (ASA 13, The Glide Slope and beyond)
  • OF - Flying an ILS Approach
  • OF - Flying Precision GPS Approaches
  • OF - Radar Vectors

Activities

  • Approach N - ILS Approach (long, wind changes) - KAPC ILS or LOC Z RWY 1L
  • Approach O - ILS Approach (full approach, PT) - same
  • Approach P - ILS Approach (vectors) - LVK ILS RWY 25R
  • Approach P’ - ILS Approach (in sim) - LVK ILS RWY 25R - descent below DA to land
  • Approach Q - ILS Approach (complexity, step downs before the FAF) - OAK ILS RWY 28R
  • Approach R - ILS Approach (GS fails) - same
  • Approach S - GPS LPV - OAK RNAV RWY 28L
  • Approach T - GPS LNAV+V - E16 RNAV (GPS) RWY 32

Completion Standards

When complete, the pilot

  • understands the operation and signal reception issues of an ILS glide slope.
  • intercepts glide slope from below outside of the final approach fix.
  • uses appropriate pitch and power to fly the glide slope while maintaining airspeed.
  • can detect the failure of the glide slope and take appropriate action.
  • can recognize when the GPS unit is annunciating the appropriate precision GPS approach.
  • can understand the difference between an LPV and an LNAV+V approach with respect to vertical guidance.
  • appropriately uses decision altitude (DA) to determine whether to execute a missed approach.
  • is able to maintain all altitudes prescribed for the approach (+100/-0 tolerance) including MDA.
  • is able to maintain no more than a 3⁄4 scale deflection of the CDI needle.
  • is able to maintain airspeed within ± 10 knots.

4F - Circling to Land

Track an Instrument Approach and Execute a Circle Approach

Assignments

  • ASA Ch 30 (circling portions)
  • OF - Circling to Land

Activities

  • Approach U’ - KTCY RNAV RWY 12 Circle to 30
  • towered (or SNS or WVI or STS)
  • Approach V’ - LVK LOC 25R Circle to RWY 7 (based on wind)
  • Approach W’ - KTCY RNAV RWY 12 Circle to 30 (lost airport visual during circle)
  • Straight in approach from a circling only approach (HJO RNAV GPS B)

Completion Standards

When complete, the pilot

  • understands instrument approach chart notation and restrictions regarding circling approaches.
  • includes circling intent and direction in all approach briefings.
  • makes a decision on when to begin the circling maneuver and how to circle.
  • can fly the circling maneuver while maintaining circling minimums.
  • can perform a landing from the circling approach.
  • knows the appropriate way to transition to a missed approach climb from any point on the circling approach, if visual contact with the runway is lost.
  • can execute a missed approach after beginning a circling maneuver.
  • is able to maintain airspeed within ± 10 knots.

4G - Other Approaches

TBD

Assignments

  • OF - Other Approach Types (IFH 4-64, Simultaneous Approach to Parallel Runways to end of chapter)
  • OF - Visual Approaches (IFH, 4-54 Types of Approaches, through 4-57 Charted Visual Flight Procedures)

Activities

  • Approach U - LOC back course - MCE BC RWY 12, KRDD LOC BC RWY 16
  • Approach V - CCR LDA RWY 19R
  • Approach W - Visual approach into SQL (or other airport)
  • Approach X (optional) - MRY RACEWAY VISUAL RWY 28L
  • Approach with autopilot (APR)

Completion Standards

When complete, the pilot

  • understands instrument approach procedures for LOC BC, LDA, and charted visual approaches, and when they are appropriate choices for navigation.
  • can interpret navigational course guidance for localizer back courses.
  • can safely transition from an LDA approach alignment with the runway for visual landing.
  • understands and adheres to the requirements for a visual approach clearance
  • is able to maintain all altitudes prescribed for the approach (+100/-0 tolerance) including MDA.
  • is able to maintain no more than a 3⁄4 scale deflection of the CDI needle.
  • is able to maintain airspeed within ± 10 knots

4H - Associated Ground Topics

Acquire the Knowledge Needed to Support the Flight Skills of This Section

Assignments

  • OF - Changes to Charted Minimums
  • OF - Visual Maneuvering (ASA 30 excluding circle)
  • OF - RADAR and No-Gyro Approaches
  • OF - RNAV and RNP Operations
  • OF - Unique Aspects of GPS for IFR Procedures

Completion Standards

When complete, the pilot

  • understands all the factors that can modify charted approach minimums, including inoperative equipment, off-airport altimeter setting, or variations in aircraft equipment and instrumentation.
  • understands risks associated with operating at airports in IFR conditions including runway visual illusions, wake turbulence, hydroplaning.
  • understands the situations in which a RADAR or No-Gyro Approach could be necessary, and how these approaches are managed.
  • is familiar with the levels of RNAV and RNP and which are appropriate to the equipment onboard the airplane.
  • has been introduced to the unique ways that use of a GPS for an instrument approach can occasionally increase workload or cause pilot confusion.