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Ep. 203: Instrument Approach Plate Explained | ILS LOC RWY14 - YouTube
Channel: FLY8MA.com Flight Training
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Hey guys-- What's up! Jon here from Fly8ma.com and today we're gonna be
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going over the basics of an ILS or
localizer approach plate. So everything
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you need to know to be able to read and
understand what all these symbols and
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markings are on an FAA ILS or localizer
approach plate.
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So for starters here we're going into
Sarasota Bradenton Florida so that's the
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city and state. Then we come over here
and that's the name of the airport with
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the three-letter identifier, so of course
we'd have K in front of that in our
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database since we are in the United
States and of course ALS or localizer
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runway 1/4 and we'll talk a little bit
about the difference between iOS and
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localizer here in a moment. Of course we
have our localizer frequency of 111.3
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and that's paired with a
glide slope frequency that we don't have
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to worry about. So there's a separate
frequency for the glide slope but we
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don't have to worry about it. It's tied
to that. Our radio and our airplane takes
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care of it for us if we are doing an ILS
approach. Final approach course inbound
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is 139 degrees. Runway landing
distance available is seventy five forty
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so seven thousand five hundred forty
feet, touchdown zone elevation 23 feet,
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the airport elevation 30 feet, so when we
have hurricanes here in Florida the
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touchdown zone goes underwater before
the rest of the airport. We have
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non-standard takeoff minimums and
probably a departure procedure
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associated with the airport. That little
T there and we have non-standard
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alternate minimums as well, so the 602
802 does not apply to this Airport or
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this approach. We have some notes here,
we're not going to spend too much time
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going over, but those are a good review
and they really are just what they say
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they are. That's why we're not going to
spend too much time on them in this
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video. Our approach lighting system is a
five and mouser so that's a little
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diagram there of what it's going to look
like as we're coming into land and we're
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breaking out of that low overcast layer.
We have missed approach instructions
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climb to a thousand feet then climbing
left turn 2,000 feet on the Sarasota
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vor/dme radial 181 to murdo
intersection thirteen point six DME from
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Sarasota and then hold. And of course we
have that little depiction right there. A
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couple different ways to identify Murdo,
thirteen point six DME off Sarasota or
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here they're identifying it basically
off crossing radials from PIE in
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Lakeland or forty DME off of PIE and
the 157 radial from PIE.
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A couple different ways to identify that
particular fix there. Our eight is for
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the airport is depicted right here
twenty-four
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375 Tampa approach on 1965 and of
course a military frequency that we
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don't deal with. Sarasota Bradenton
control tower is 120.1 and then
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it has ctaf and the L next there
well it has a little star next to tower
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letting us know okay the towers part
time, the 120.1 is also used as a
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CTaf when the towers closed, and that
little black L circle there means that
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the CTaF frequency is also the pilot
controlled lighting frequency to turn on
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the lights when the tower is closed.
Course a 200 series frequency we don't
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use that's military where 108 to 136 is
our frequency bands. Ground control
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121.9 and of course military stuff we don't
care clearance delivery 118.25
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in Unicom 2295 what do we
use unicom for it is different than
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Ctaf. Please don't get confused it is used
to call for a rental car, a taxi, fuel,
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anything like that
maybe you're taxing onto the ramp and
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you're like "hey guys where do you want
me to park" and so you could call the FBO
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on the Unicom frequency or you're 15
minutes out and you're in a rush to get
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to dinner so you call for a cab
so the cabs that are waiting for you
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when you do land you can hop other your
plane and hop right in. Coming down away
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from our briefing strip that's our
briefing strip up there down here to our
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plan view, we of course have our missed
approach depiction and our ILS localizer
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depiction here. And so this little fan
thing here that's basically our
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efficient of our localizer and it has
the shaded portion on the right that
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means it's a front course localizer and
if you're not familiar with front course
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and back course localizers, we'll talk
about them in a later video, but just
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know that when shaded on the right that
is a front course localizer. Down here we
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have our localizer frequency. The
identifier that we would see depicted on
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maybe like a glass cockpit airplane if
it auto identifies for us and the Morse
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code identifier that we could listen to
through some of our older school
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receivers or even the the current
receivers that we have in the airplanes
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we could always still listen on the
Morse code identifier to make sure is in
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fact working or receiving the proper
localizer. We have some other information
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here and the main thing I want to point
out to us is dark lines are published
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portions of the approached. Skinny lines
are not, so this radial 181 does not have
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an altitude associated with it because
it's not a route that you would fly. If
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you were flying around there you'd want
to be at the MSA or better unless you
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are instructed to be lower with an MVA
from approach control. If you're on this
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dark line inbound to intercept the
localizer that is a published portion of
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the approach you know procedure turn is
needed no PT and that's 22 miles from
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St. Petersburg to get to pass code Hasso
intersection which is then another 11.8
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miles on the Sarasota DME. And notice
that these are srq DME readings, not the
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localizer DME readings. So as we're
reading our DME here we see srq 1.3
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that's 1.3 from srq not from hi Fox Fox
Victor so very different there and
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notice that this particular localizer
frequency doesn't actually have DME
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associated with it and that is why we're
using Sarasota vor/dme instead. How do we
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know there's dme associated with
the Sarasota VOR? Well t has a channel
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number.
We don't set that channel number, but
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that indicates to us that there's DME
associated with it. There's no channel
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number or DME associated with the
localizer so that's why we're using
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distances from the Sarasota bortac. Now
we can see here our outbound course 319
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inbound course 139. We have a whole
depicted there over Frugal so if we
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needed a course reversal maybe if we
started our approach at the Sarasota vor
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and proceeded outbound on the localizer
then we would be doing a course reversal
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to come back in. Or maybe ATC just
instructs us to hold there to burn up
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some time well they have other arrivals
coming in. As we come down the localizer
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we can see where our vor is depicted. We
can see our general airport layout there
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and we can also see a rough depiction of
what the missed approach might look like
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and notice here we have a few towers
pointed out to us as well with their
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heights.
Murdo is obviously in the general
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direction
southeast of the airport and proceeding
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outbound on the radial 181 I'm sorry
on the outbound on the radial 118 from
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Sarasota will take us to Moreau
intersection coming down here to where
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we have our MSA that is different than
what we have on the are now approaches
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this is just a minimum safe altitude
within 25 nautical miles and what's it
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based off of is it based off of the
center of the airport or the center of
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the runway. Well in this case it's based
off the Sarasota VOR, so within 25
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nautical miles of the Sarasota VOR
2,800 feet should give us a
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thousand-foot obstacle clearance. Of
course we have our valid dates here
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valid January 5th through February 2nd.
We have our airport layout here and it's
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showing us so we have a displaced
threshold the approach lighting system
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that we have. We do have papi's and
they're going to be on the left and
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they're shaded and dark so that means
that they are pilot control, so when we
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get there at 2 a.m. and the towers
closed we'll have to turn them on
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manually. They'll be dark when we get
there. We have the tower depicted on our
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plan view here and it's showing us the
height of the control towers 135 since
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that's an obstacle to us and also the
airport beacon located down here on the
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southwestern corner of the airport we
have real for runway 22 - we have higher
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all four runways 1 4 3 2 & 4 2 2 and
they are pilot controlled. Now why do we
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have real only on runway 2 - well we
probably have some other approach
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lighting system available on runway 3 2
obviously on 1 4 and possibly on 4 as
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well. Our final approach fix to missed
approach point 6 nautical miles what
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this is talking about down here is
timing. So if we're going to do a
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non-precision approach localizer
approach we're going to be timing it
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maybe we didn't have DME to use. Note the
approach plate says DME or radar
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required so we could do this off of
timing and based on our ground speed
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being maybe 90 knots it would take us
four minutes from crossing our final
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approach fix a frugal to get to our
missed approach fix. And they're planning
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on the missed approach point
just after energy there. Now this little
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asterisks here 500 is a hard altitude
that's only for localizer approaches so
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coming into our profile view here of the
approach it's showing us 2,000 or above
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until we hit frugal then we can start on
down and this little lightning bolt also
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indicates where we should have our glide
slope intercept the Maltese Cross is a
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final approach fix. So final approach
fixes apply to our non-precision
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approaches like localizers the lightning
bolt is basically just where we should
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intercept glide slope we don't have a
true hard-to-find final approach fix for
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an ILS approach. Now we're maintaining
2,000 feet weeks then start on down
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following the glide slope or just going
down to 500 feet at a reasonable rate as
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soon as we cross frugal then leveling
off if we're doing the localizer
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approach or Annihilus approach we would
continue on down to getting to our
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landing minima which is down here. So
coming down to our minima, we have
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different categories. These are based on
the different approach speeds we're
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shooting so are we doing 60 to 90 knots
90 to 120 knots what kind of range are
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we in here and just because the aircraft
you may say hey a sky Hawk is a category
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a airplane well if you're doing a
hundred knots on the final with a sky
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Hawk that bumps you into category B, so
you definitely want to be aware of the
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actual speed that you're doing with the
aircraft and what category that puts you
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in.And those are approach speeds not
ground speed or anything like that so
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just because you have a really strong
headwind doesn't bump you back into a
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lower category. Now for our ILS to runway
1 4 doesn't matter what category we are
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our minima is 223 on our altimeter and
1/2 mile visibility.
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So 223 on the altimeter 1/2 mile
visibility. We have to have a half mile
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to continue and our decision height is
going to be 223 that's 200 feet above
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the ground and then anything in
parentheses here deals with military
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stuff so we don't worry about that.
Coming over here to the localizer you
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can see if you don't have that glide
slope reception you're doing just a
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localizer approach maybe with DME or
with timing, then you would be coming
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down to 500 feet and still need that
half mile
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and that is 477 feet above the ground. So
500 feet on the altimeter half mile
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flight visibility. How do you determine
that, well it's whatever you determined
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to be a half mile visibility but don't
cheat. You definitely want to make sure
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you have that half mile visibility
looking out your window screen. If you're doing a circling
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approach then 501 they need better
visibility for that because they want
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you to be able to see the runway since they
do let you go away from the runway. And a
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bonus question here is: When would you
have to execute a missed approach if
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you're on a circling approach?
Well it's whenever you lose sight of the
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runway complex for the landing
environment. So they want you to have
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higher minimums there and we don't see a
bolded C here so it does not indicate that
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this approach plate conforms to the new
circling standards, new circling minima.
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Nothing wrong with that but just
something to note that we don't have
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that on this particular approach. And of
course if you're in a faster aircraft
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you're going to be making your turns
wider going farther from the airport
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when you're circling they want you to
have higher landing minima you can see
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here 80 feet higher and two miles
compared to 500 feet and one mile. Now
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this energy fix minimums what that means
is if you can identify heta G then you
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can go down lower, so if you have means
by which to identify energy like DME or
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maybe ATC can identify it for you via
radar, then you can go down to 360 feet
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and a half mile compared to 500 feet and
a half mile. So you can get down a little
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bit lower there as long as you can
identify the energy fix. And of course
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circling stays mostly the same even if
you do identify at a G. Now down at the
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bottom here we just have our basic
information again Sarasota Bradenton
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Florida and the name of the airport its
identifier Eilis or localizer runway 1 4
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the coordinates of the airport and
the amendment number to this approach
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plate and when it was last amended
fifteenth of September 2016
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so it was updated pretty recently. If you
saw like 15th of September 2012
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that might just cue you in your head maybe
it's still current but you'd want to go
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and double check and make sure that is
still the current approach plate and the
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amendment numbers line up. That nothing new has come out so and of
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course he go was checked on the side
panel here too but not all these plates
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will have that side panel if you're
using something like say an iPad or a
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Garmin pilot or for flight. So that's all
I got for you on your basic ILS or
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localizer approach into Sarasota. Just
how to read the approach plate how to
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understand what it's telling you there
all the basic symbology and the layout
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of the actual approach plate where all
that information is located. If you have
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any questions on this at all, leave them
in the comments below in the video, give
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us a thumbs up like and subscribe to our
YouTube channel, Make sure you check out
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all our other episodes and videos check
out our patreon page we greatly
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appreciate all the support you guys give
us and as always if you cannot fly
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everyday then Fly8ma.com. Check out the online course as this as
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part of our IFR course. It's an awesome
course if you're working on your
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instrument reading or if you're just a
rusty instrument pilot and you want to get
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brought back up to speed for your IPC.
Thanks so much guys we'll see you all
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next time!
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