So, MzeroA nation, last week, we spoke about the difference
between some NOS and some Jepp charts.
We used Portland as an example.
Today, I want to show you a proper approach brief.
And then again, for me, briefs start down here on the ground.
So, let's beat down the ground.
Let's brief our approach plate.
And to do that, we're going to use an acronym.
An acronym called, RMARTHA.
And I'll work you through that as we go through.
So, we've got pulled up here, the ILS,
or localized runway 1 0-right for Portland.
In fact, the “R” in the RMARTHA acronym is,
“Do we have the right approach?”
So, I'm annotating. I'm a big annotator in for flight.
I like to draw on the approach plates, save them that way even.
Yes, this is the approach I intend to shoot.
I have the right approach.
“MA,” we'd use both letters in the RMARTHA acronym to know,
“What is my missed approach?”
And again, two schools of thought, I could just look down here.
I like pictures, as well.
I could also read my missed approach here if I need to read through and brief that.
Again, depends what you like.
Do you need pictures? What do you want?
We know it always starts with [O,] it always starts with a climb.
The “R” in the next “R” in RMARTHA, is our radios.
What do we have, radio frequency-wise?
Well, I probably got in the ATIS.
Good chance is I'm shooting this approach.
I'm already talking to Portland.
I've got Portland tower, and it's interesting that runways,
as you can see, 10-left and 2 8-right,
and then 3-1 or 3-2-1, 10-right and 2 8-left,
all use this frequency over here.
Now, they may consolidate that if they're not as busy,
but just being prepared, that's going to be my tower frequency.
I've got ground here on point niner just to be safe.
I'm not worried about clearance delivery.
That's not going to be a big deal for me until I'm ready to depart out of there.
“T” in RMARTHA is for my time.
Does this approach have time?
Well, it could.
What if I lose my glide slope, I need to be prepared to know,
to be able to determine that final approach fix based on time as a backup.
Again, there's other means.
There's other ways to identify my missed approach fix.
However, time is a great way to do it here.
For some reason, I lose that glide slope.
I'm now localizer only, I'll be very thankful I've highlighted that.
And I know my time for that approach.
The “H” is my heading and course, and that could vary.
If you look here, my approach course is a 103 that I just highlighted there.
I have my 103 down here as well that I can see.
I'll highlight it twice for you.
I really don't have--
it's not a typical T that brings you in here.
There's not a lot of course changes.
I'm going to get vector and essentially, until I hit this 103 course heading.
And knowing that because I'm also be crabbing with the wind,
depend on what the wind is doing.
And lastly, in our acronym, the RMARTHA is “A” for my altitude.
What altitude? There's many altitudes, by the way.
We can start simply with the--coming down, I'm sorry, to the profile view.
You can see 4,000 no lower.
Thirty-one hundred to Heron it looks like, 2,000, and then 860.
All the way down to let's say, I'm shooting this as an ILS to 224,
as you can see there.
Knowing all my altitudes, as I'm stepping and working my way down.
The acronym I want you to remember is RMARTHA.
First off, do I have the right approach?
“MA,” what's my missed approach?
“R,” what are my radios?
The frequencies that I need to know.
“T,” does time apply to this approach?
If so, am I ready even if it's just a backup
for my primary means of finding from
the final approach fix the missed approach point?
“H,” is my heading, and it's not just your final course heading.
Your course sign is very important, but there may be some other headings
prior to that if you're not getting vector.
If you go to an initial approach fix, that's off a typical T-style approach.
Then lastly, my altitude.
And it's not just my decision altitude.
It could be many other things.
It could be those little step-downs.
It could be the MDA.
Know those different altitudes.
Use the RMARTHA acronym to brief your approaches.
I hope you're loving this new IFR series we're diving into all this month.
Didn't check out last week's video on NOS versus Jepp approach plates,
please go check that out as well.
Can't wait to read your comments below this video
on YouTube, on Facebook, on MzeroA.com.
Have a wonderful rest of your day.
And most importantly, remember, that a good pilot is always learning
Have a great day, guys. We'll see you.
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