ILS: EVERTHYING EXPLAINED | IFR Chart Pro Series

so looking at these approach plates there's all sorts of crazy information that you may understand the just of the instrument approach plate but there's a lot of other stuff on the sides here and buried in this plate that may be a little bit confusing to you we're going to go ahead and take a deep dive into a series of approach plates here and explain every single little bit and part and piece of this plate all these numbers you see around here in the plan view and the profile view all that stuff and of course the parts and pieces of the plate what they're called everything you need to know for your instrument truck ride as well as being a cfwi as well as just being out there in the real world flying on ifr flight plans everything you need to know all explained right here let's get to it hey guys what's up i'm john from fly8micalpha.com and i'm going to be your instructor today taking you through the ils runway 1-5 instrument approach procedure going into ted stevens anchorage international airport up in alaska now this is part of a 10 part series exploring 10 different instrument approach plates that we go through on our ifr course on flightmycalc.com for more information on that check out the link in the description below very helpful course on there to help you prepare for your flight training for your written exam for your check ride all that good stuff but let's go ahead and dive into this and get started here so we'll start on the outsides of the approach plate this is the margin information so we have the top margin up here obviously this is the city anchorage alaska this little number up here al1500 faa that simply means the faa is responsible for this this is a faa plate not a military plate so the fa is who controls this approach procedure it's going into the ted stevens anchorage international airport anc and of course the four letter identifier for that the iko identifier is panc it's the ils runway one five notice it's not a localizer ils so there is no option here you do not see any sort of localizer minima published for this approach this is purely just an ils approach kind of unique and then we have this little number up here this code that you're like i wonder what that's about well that's saying that in 2020 on the 366th day of the year and you're like wait 366th day yeah so actually 2020 had 366 days so on december 31st of 2020 this is the julian calendar they're using here that's the last time they made a change to this plate if you want to make sure you have the most up-to-date version of a plate go ahead and compare this on the fa website to what's on your ipad and if your number is the same then you're in good shape if it's a lower number say you're said 19 something or 20 322 then yours is probably not as up-to-date as what you should have now this area here departs from the margin and this is going to be called our briefing strip so we'll go ahead and finish up with the margin here first this is telling us this is in the alaska booklet for the instrument approach procedures and this is the valid date from the 2nd december 21 to the 27th of january 2022 down here in our bottom margin that's what they call the bottom part here again just telling us ios runway 1 5 not a localizer giving us the coordinates uh for this and then also telling us the amendment number and it was last amended the 10th of october 2019 and you're like hey wait a second you just told me that it was changed on december 31st 2020 that's correct so up there december 21st 2020 uh december 31st rather now down here what we're getting at is the last time the approach procedure was amended so something like the minima the visibility the ceiling that sort of stuff that was amended into the seventh amendment to this approach procedure what did they change on december 31st could have been something as simple as just changing the ground control frequency or something like that now let's go ahead and jump into our briefing strip so we get the localizer dme and we have the identifier for that which is the ibsc so that's the actual identifier for the localizer facility just like avor has identifier three letters right there ted for that vortd now the frequency underlined 111.75 for that localizer and we have a channel number channel 54 yankee that means there is dme on that localizer obviously it is a localizer dme indicated to us right there the channel 54 doesn't really matter too much to us that's all taken care of for us by our nav radio when we dial in 111.75 it's gonna tune up the dme on channel 54 and there's two different frequencies that i could select or how it kind of pairs uh to that either x or y again nothing that we can control in the cockpit so we don't have to sweat that too much there the approach course final purchasing bound 149 that is magnetic all right so really important that is magnetic i like to ask people uh when they're going for an instrument check ride hey is this true or magnetic and it is in fact magnetic makes the most sense right because we're going to have our dg tuned up to a magnetic indication the runway landing distance available is going to be 10 000 feet the touchdown zone elevation 151 feet msl in the airport elevation 151 msl dme is required here it doesn't say dme or radar required on this plate dme is required all right so just because we have a radar fix here yawn all right that's radar and atc can identify that for us on radar does not matter we still have to have dme required on the airplane dme installed there now what is dme do we have to have the crazy old school radio distance measuring equipment no you can simply get away with something like a garmin 650 or a garmin 430 uh avadyne any of those sorts of approved gps units in your airplane will count as dme if you're curious if your gps that's mounted in your airplane counts or not i can tell you if it's portable and you can remove it from the aircraft then probs not but if you're curious about yours that is mounted to that panel then you can check the tso the paperwork on that exact unit to the tso how it was approved by the faa and if it's going to qualify or not the next thing we see here we have that little upside down t uh so that means that there is some sort of non-standard takeoff minima or there's a departure procedure or graphic departure procedure that might apply so let's go ahead and take a look at that all right in the takeoff minimums obstacle departure procedures and diverse vector area or radar vectors part of the instrument approach procedures we can see we have that little upside down t triangle there so we know we're in the right section don't get confused here anchorage alaska doesn't mean we're in the right spot that's actually from merrell field mri a different airport altogether we want to come down there and find ted stevens anchorage international also located in anchorage and we can see correct airport p-a-n-c sounds good to me what are the takeoff minimums well remember standard takeoff minimums for a two engine airplane or less simply one mile takeoff minimums don't actually apply to us in part 91 so we don't have to adhere to these but clearly they're saying hey you need to have at least a 300 foot ceiling in a mile and a half or standard with a minimum climb gradient of 205 feet per nautical mile to 400 feet so slightly greater than the 200 foot per nautical mile basically there's just some slight obstacle there that they want you to have a little bit increased margin of error again not applicable to us in part 91 am i going to change what i'm doing here in part 91 no because personal aluminum say i'm not going to take off with anything less than a 500 foot ceiling and at least a mile and a half visibility anyways so i have that um basically beat anyways you know if i adhere to my own personal minimums now coming down here we can see we have departure procedures we have a textual departure procedure for runway one five there runway is seven left seven right and one five it's going to be a climbing right turn heading 252 magnetic then dot dot come on down here to find the next set of dot dot dots to connect them and so it's thence on the ted vor dme radial 210 and ena or kenai so basically the anchorage ted stevens vor and the kenai vor dme radial 028 to the kenai vor dme before proceeding on course so they're saying hey take off runway one five hang a right turn heading two five two and then proceed direct the kenai vuer dme on that radial 028 and get right to it and then you can go ahead and proceed on course from there that's the textual departure procedure which might be a good idea to go ahead and comply with that if you're in your little underpowered cessna 172. there is no graphic departure procedure uh for this particular airport here especially for that runway and as far as the other takeoff obstacle notes there's a little bit in here you could look at for runway 1.5 what they're concerned with little tree stuff like that uh nothing too crazy as far as how tall that stuff is but you know about 90 100 foot tall trees and stuff around the airport luckily 10 000 feet of runway shouldn't be too much of an issue for us so getting back to the approach plate the next thing we see here on this instrument approach plate is an opt table does not apply what does that mean to us well it means that the inoperative table that we find in the front section of those instrument approach procedures basically doesn't apply here so if the approach lighting system is broken or some component of that is broken it doesn't apply we do not have to increase the visibility we can see that we already have 4 000 feet of rvr 4000 foot visibility required so more than your basic half mile that you'll typically get on an ils anyways we can see the type of approach lights we have here mausif a4 so that's going to be our approach lighting system kind of looks a little bit like this and then on the next part of our briefing strip here we have the mixed approach instruction so climb to 800 feet then climbing right turn to 3000 on heading 200 and the ted viewer dme radial 210 to jukip and that's going to be on the 15 uh dme mark from ted and hold there attacking an aircraft climb to 800 feet and blah blah blah well you're not attacking an aircraft that's going to be a military thing we don't have tachyon receivers in our airplanes so we're just going to stick to this first part up here for us we can see what that really is is hey yep you hang the right turn radial 210 off of ted and 15 miles right there we can see 15 from ted is the jukip intersection and we'll make a direct entry into that holding pattern we can see that is the missed approach we can see we have a missed approach alternate fix so basically still joukip still the exact same thing except this time we're identifying it off of the kenai vor so ena vur frequency 117.6 rather than ted 113.15 it's going to be 34.2 miles from kenai on that radial 028 coming off of kenai compared to the 210 radial coming off the ted vr so same exact missed approach really just a different way to identify it in case perhaps the ted vor is out of service this attack hand missed approach fix not going to apply to us because we're not attacking an airplane just like we said we weren't moving on to the rest of the briefing strip digital atis so it's that kind of computerized voice rather than the human voice pros and cons there well humans make mistakes but humans can also make sure that the computer's not making mistakes so more prone to computer mistakes here less prone to human mistakes when you have a digital atis it's kind of that boring slow voice doesn't really move quite as quickly as those air traffic controllers like to talk anchorage approach control frequency 118.6 is the next one that 290 is a military frequency doesn't matter to us the tower frequency always going to be bolded so really easy to find right there in the middle of briefing strip 18.3 again military frequency don't care and then we have our ground control frequency in the military version of that don't care clearance delivery frequency uh kind of nice to get that uh when you're on the ground there 19 4 military don't care about that we've gone over these right here but next thing i want to talk about is the procedure is not authorized n a difference between n a and n slash a so n slash a not applicable n a not authorized procedures not authorized for arrivals at the b g q vortech on victor 438-456 northbound and t 227 north eastbound tango route so what's a tango route just a quick review that's going to be those gps routes and why is this well let's take a quick look here so there's the big lake view r we can see we have a nice bolded feeder route that sends us down towards the card intersection the initial approach fix at 3 000 feet if we're coming in from the east from the north you're heading southbound they're saying hey if you're northbound or northeast bound getting towards the big lake view r then this procedure is not authorized basically it's too hard of a turn for you to make and come back around and stay in a nice tight protected area atc shouldn't really do that to us the only time this really applies is when you're clear direct the big lake vor and you are in fact northbound on one of these routes north eastbound on one of these routes well if you're cleared direct the big lake vor and you lose radio comms you're not authorized to just go ahead and proceed inbound and just hang that tight turn right there heading back in so be great if we were cleared to some other fix or some other route to actually go ahead and begin this procedure something like the initial approach fix ivan but just take a quick look here we can kind of see there's the ted vor there is our big lake vor right there and here is our tango 227 they don't want us to come from here or northbound on 456 438 and then swing back around and try to join that procedure so that's what they're trying to stop us from doing if you were coming in on 456 from over here no worries that's a great idea to head direct the big lake vor on 456 and then go ahead and begin the procedure on that 3000 foot feeder route from there moving over here a little bit to the right we have the initial approach fix of the big lake vor we can see 112.5 underlined meaning there is no voice on that frequency we have the morse code identifier for it the bgq we could punch that into a gps and get there and we can see channel 72 on the bottom of this meaning yes along with that symbol right there indicating that the big league view r does have a dme on it again most of our airplanes don't really have dme in the sense of picking up dme from a vor or vortac like they did kind of in the old days now we typically just rely on gps for our distance measuring equipment gets rid of all that slant range error and all that sort of stuff coming down here a little bit uh this is this whole section here is going to be our plan view and then this is our profile view we can actually see the profile that we're going to fly the approach this is the plan view that's the airport sketch right down there in the bottom right and then we talked about the margin areas already and we've already been through our briefing strip so we can see the train mapped out here the brown stuff is the tall stuff we got some restricted air space we have these radials that kind of indicate to us our fixes here for the dme arc that we could fly if we wanted to go ahead and fly a dme arc we have our initial approach there of ellum it's on the ted vor 22 miles from the ted vor on radial 037 we can also see here we have another fix for pep v that atc might give you something like direct pepe and then cleared for the approach maybe you're coming in from the northeast there and then we can see we've got 3300 as our minimum altitude if we are flying the dm new york around this area between ilium or ilum and pep v we can see that it's actually 6400 because we have this terrain in this area and then we can step down after pep v down to 3 300. the lr330 and lr319 versus just the simple r means a lead radial or basically a lead in so it's as you're coming around here or as you're coming from ivan this direction approximately two nautical miles or so before the final approach course they're going to give you this lead radial that you could tune in and identify if you're doing this the old school way off the vor and i go ahead and give you an indication that hey you probably want to go ahead and start turning now luckily nowadays in all our fancy glass cockpits typically the garmin 430 or 650 or whatever it is you're using is just going to go ahead and tell you hey end nine eight seven six five four three two one go ahead and turn left or turn right to heading such and such makes life super easy for us uh keep in mind that unless you have a raging tailwind coming from pep v on over here that a standard rate turn in your little cessna 172 going 75 80 knots is probably gonna be a little aggressive if you start turning at that lead radial so it's probably gonna get you somewhere right here not all the way over onto the localizer so consider a half standard rate turn especially if you have something like a really strong headwind coming out of the west and you're turning coming from pep fee on to the approach this direction you're definitely going to want to be aware of your ground speed aware of your rate of turn and your radius of turn here to actually go ahead and get linked up with this localizer if you are doing this the old school way and you've tuned in the ted vor uh to actually go ahead and fly this uh dme arc well be very cognizant that you at some point switch over from the ted vor pretty much once you're getting to the those lead radials switch that thing over to the localizer ibsc on frequency 111.75 again underline there is no voice there is a channel number showing us yes we have dme on that localizer and we can identify things like yawn uh on that localizer notice that's ibsc and then 21.8 telling us hey that's the dme coming from ibsc not the dme coming from ted if you're going to use ted in your over yawn it's probably going to be something more like 23 miles or a little bit more uh but whatever it is it's not 21.8 so make sure if you're trying to identify these fixes something like card you can see hey if you're going to use card then it's going to be 13.2 miles on the ibsc localizer if that's what you're using for dme and if you're still tuned into the big lake vor up here bgq it's 12.3 and also it says radar there it says radar here these are radar fixes that atc can identify for you however they still want us to have dme on our own to go ahead and fly this approach as we're coming down here 8.6 these are just going to be uh basically the intermediate lengths of the segments the distance from yawn to card 8.6 miles 3000 feet is our minimum melting that applies there from card on over to can see 1600 feet minimum altitude again 149 magnetic heading in there and 7.1 miles from card on over to can see and then from cnc to the actual localizer antenna itself if you want to fly right into that thing and smack it it'd be 6.2 miles to do so the runway is going to be a little bit closer that we can see that here in the profile view that the runway threshold is only 4.1 nautical miles from can see but it is 6.2 nautical miles or really 6.2 on your dme from ibsc if you're tuned into that using that as dme now ibsc is dme it's distance measuring equipment it does have some slant error luckily approaches are pretty shallow so we don't have a huge slant range error there but if you're using gps don't be surprised when you're 0.1 miles or 0.05 miles off of that again radar fixed for cancer radar fix for card indicated by the fact it says radar right there coming down here let's see what else we've got that we should talk about before we move on too far here we do have that msa kind of in an unusual location here in the bottom left just that's where they could fit it there's not much going on down there on the tip of the kenai peninsula down in this area we can see we have a lot of different msas if you are down over towards the kenai peninsula area down towards this southwestern corner 1800 feet not a whole lot to hit if you're on the southeastern or eastern side of the airport lots of stuff to hit your msa becomes 8 700 feet into the north there 5 5600 within 25 nautical miles based off of the ted vor that is what they're basing it off of not the center of the airport basing it off the vr you can see that the vr is pretty darn close to the center of the airport though the rest of this plan view here just has a few little obstacles like the antennas here 557 msl those are going to be msl heights another antenna looks like they built it up on a hill here a little bit 1827 and then there's some other peaks or high points of those mountains they've mapped out for us coming on down here to the bottom of the plate we have the profile view we have card card is a intermediate fix and i f obviously we have initial approach fixes yawn ivan out there and lm out there so that's the initial approach segment which ends at the intermediate fix then from the intermediate fix to the final approach fix which in this case is kansi but obviously it's the lightning bolt it's wherever you intercept the glideslope is technically the final approach fix roughly going to be at cancer there is no maltese cross here because there is no localizer or non-precision minima published for this plate so that's going to be our intermediate segment and then we have our final approach segment beyond the final approach fix or where you intercept the glideslope at we can see our minimum altitudes there so just above 3000 above 1600 doesn't have any lines on top of the 1600 saying we have to be below anything we have our glide slope is 3.2 degrees and our threshold crossing height is 60 feet notice that the visual glide slope indicator and the ils glide path are not coincident meaning if you're on glide slope on your instruments and you pop out of the clouds you may not see the papi's that we have right here on the right-hand side of the runway indicating that you are dead on glide path the vgsi angle 3.2 has a threshold crossing height of 85 feet that's because the pilot is typically going to sit a little bit higher than the glideslope antenna so the glideslope antenna is going to cross the threshold of the runway at 60 feet doesn't mean the landing gear will maybe the landing gear stick down below the glideslope antenna by quite a bit in the landing attitude and then the cockpit i think something like a 747 sitting up quite a bit higher than that glideslope antenna threshold crossing height 85 feet for the actual visual glide slope indicator the papi lights in this case uh we have can see 6.2 from the localizer we talked about and only 4.1 nautical miles from the actual runway threshold then we have our missed approach instructions uh kind of broken down here like we already went over a pier but 800 feet straight ahead and then hang a right turn on a heading of 200 to 3000 feet take the ted radial 210 uh over to jacob intersection 15 miles from ted 15 dme from ted over there to jacob uh we've got our category a b c and d minima the straight in ils minima that are published 351 msl 4 000 feet rvr that's approximately 200 feet agl and about three quarter miles vis is what it's calling for there and then lastly here we've got an airport elevation 151 a touchdown zone elevation of 151 we've got the black d what does the black d mean to us it means that there are declared distances published for this runway the overall runway length is 10 865 feet we can see that the landing distance available lda is 10 000 feet so slightly less hopefully you can get your 172 down and stopped in either 10 000 865 or 10 000 feet hopefully that 865 feet doesn't hurt you too bad there we can see this little note here 149 degrees 4.1 nautical miles from kansey what they're talking about is the actual runway threshold that's your final approach course 149 with the runway threshold 4.1 nautical miles from cancer we can see we have a4 type lights for the approach lights this is what they look like if you're on vinyl going into runway one five we have pappy's we have the uh papi negative right so it's not black it's actually just a white circle there with the p meaning it is on all the time running up the electric bill so is this one so is this one and so are all the approach lighting systems they are not pilot controlled or they are not going to be turned on manually in some way they are on all the time we've got those three little dots moving across here on the threshold runway 33 that's indicating a displaced threshold to us we've got the vor over there oh we've got a rotating beacon 243 feet msl we've got a slight downhill point five percent down slope for runway one five the tower is at 277 feet msl watch out for that other than that i think we've covered oh i guess we'll talk about the real runway and identifier lights for runway three three that's what they look like the touchdown zone in center line lights on runway seven left and seven right we can see that because we have those negative white dots uh they call them negative dots on the chart user's guide so that's an indication of center line lighting we also have centerline lighting on runway 1.5 but apparently not touchdown zone lighting and then there's high intensity runway lighting on all runways so that's really nice nice and bright that's about it for the ils runway one five into ted stevens anchorage international any questions on this you guys know what to do click on the ask a question tab at the top of the page on flightmycalf.com be sure to check out all the awesome instrument courses on flight mic alpha so we have everything from your written prep bootcamp your checkride prep bootcamp your full-on instrument pilot ground school as well as the instrument pilot survival course so if you're out there flying ifr and you just want to stay fresh on things and make sure you're constantly learning you always have more to learn especially as an instrument pilot out there check out those courses online at flight my alpha any questions on this or anything i missed definitely let us know in the comments below that's what that's for and until next time if you cannot fly every day then fly eat my alpha dot com we'll see you guys in the next chart study video

Channel: FLY8MA.com Flight Training

Views: 63,524

Keywords: Flight, Training, fly8ma.com, fly8ma, online, ground, school, private, pilot, license, ground school, aircraft, aviation, piper, landing, cessna, airport, how to, flight, vlog, airplane, flying, plane, checkride, ifr, vfr, fly, ATC, Audio, m0a, mzeroa, mraviation101, steveo1kinevo, chops, friendly skies film, friendlyskiesfilm

Id: Xwffp9adqRA

Length: 25min 59sec (1559 seconds)

Published: Mon Jan 31 2022