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