Flt No. TP8907
Location: Red Wing, MN (KRGK)
Weather: 1000 Overcast, Stratus with tops at 5000, Visibility 5mi, Wind 323°
at 8 kts.
Successfully flying an ILS right down to minimums is one of the most
challenging and satisfying activities in flying. Breaking out of the clouds as
you approach decision height and seeing the runway right in front of you and
right where you'd want it to be is a beautiful thing. Sometimes, however, the
weather doesn't allow for that. Sometimes you just can't get in. The purpose of
this flight is to highlight the procedures and considerations that go into the
often neglected part of the instrument approach, the missed approach procedure.
It is important to be just as prepared to fly the missed approach as it is to
fly the final approach segment. We'll be practicing this at SPA's
home field: St. Paul
Holman Field. We'll be using the ILS RWY 32 Approach. We'll be flying the SPA
BE1900. You may wish to simply load up the flight plan for the Red Wing to Saint Paul training
flight. That gives you about the right amount of time to get yourself cleaned
up and tuned up for the approach.
You'll fly this just as you did the introductory flight for the new pilot's
training course. You'll need to add in some slight wind correction angles
during the missed approach and hold, but for the ILS it's straight down the
runway. (That almost never happens in real life.)
Good IFR preflight planning dictates that you review all available information
concerning that flight prior to departure. A thorough review of all the
approaches available at airports of intended use is certainly relevant and
We'll pickup the introductory flight just outside KIKKY intersection. You
should have your NAV radios tuned and identified for the approach and you
should also be cross checking them to be sure they look like you would expect
At KIKKY intersection you should have both the tail end of the RMI passing
through R-044 and 11.3 DME indicated from the I-BAO localizer. You should have
already obtained the weather information from Saint Paul ATIS. This brings up
another point worthy of note: Because you are flying for a virtual airline, you
are flying under part 121, as per SPA's virtual air
carrier certificate. FAR part 121.651 states that "…no pilot may continue
the approach past the final approach fix, or where a final approach fix is not
used, begin the final approach segment of an instrument approach
procedure…" unless there is an approved, current, weather report
indicating the visibility is equal or greater than the prescribed minimums for
that approach. Furthermore, FAR part 121.652 states that if you have less than
100 hours in type, you need to raise the MDA or DH and visibility requirements
by 100 feet and ˝ mile. You can substitute some landings and hours to assist in
meeting this requirement. See the subparts of that section for details.
Assuming you don't have the currency requirements, your minimums for KSTP will
be 1054 and 1 ˝ miles visibility. In summary, before you begin the approach,
you need a current weather report and the required visibility.
Fly the approach as per Jerry's instructions. Again cross checking as you
pass over the OM, checking to make sure that
the altimeter agrees with the glideslope needle and
the approach plate. You should be near 2419 when you cross BABCO. A large
variance should be figured out here and now, rather than at DH.
Bring her down to just above decision height and it's time to make a
decision. You can't really wait until DH to decide because you need to arrest
the descent slightly before DH. Experience is the best teacher here for
determining how much lead you'll need to keep from busting minimums. Since we
know we are going missed, it's an easy decision.
- Advanced the throttle
forward to 100% power.
- Raise the gear when you
have a positive rate of climb indication (It's pure drag)
- Maintain DH altitude until
airspeed increases to 140 knots and then assume a climb attitude
- Incrementally retract the
- Maintain RWY HDG until
leaving 1200 feet.
- Passing through 1200, turn
right heading 010 & continue climb to 4000.
- Lower the nose slightly
and accelerate to 170 knots
- Tune NAV 1 to MSP VOR
- Twist the OBS to R-037
You should be able to climb to 4000 before intercepting the MSP 037 radial.
No need to start your turn to track the radial until the needle is almost
centered. Once it is centered, turn to 037° or maybe a few degrees less for
wind correction. Now slow down. A holding pattern doesn't take you anywhere
interesting and there's no need for speed. In fact, going slower is to your
advantage in two ways. First, it reduces the amount of airspace you consume
flying around in a smaller pattern. Second, it reduces the amount of fuel you are
burning and increases your endurance time. Get the needle centered and hold
that heading. It isn't far to WHISK from here and we need to retune our NAV
WHISK intersection is defined by Gopher VOR R-085 and MSP VOR R-037. Tune NAV 2 to GEP 117.3 and the OBS to 085
for normal sensing. As the needle
centers on NAV 2 begin a teardrop entry by turning left to heading 005°. Note
the time on the clock as we will hold this heading for one minute. After one minute continue turning right all
the way around to heading 210°. I'm predicting we'll need 7 degrees of wind
correction to maintain the MSP 037R . As you are
making the turn, watch the needle on the HSI. You can increase the angle of
bank to tighten the turn or lessen the angle as you feel necessary to intercept
As you come back to the fix you again should cross reference your
instruments. If you have the course centered on the HSI, then WHISK will be 18.7
DME from MSP and it will lie on the 085° radial from GEP. Note that you are reading
the tail of the double barred indicator to determine the radial you are on.
Also note the angle of wind correction you are using to maintain the inbound
course. Use triple
the correction for the outbound leg. Leg lengths extend from 1 minute to 1 1/2
above 14,000 feet.
KSTP ILS RWY 32 gives you some good opportunities to twist some knobs while
you fly. Be sure to use the Flight Analysis to see how well you did.
-prepared by Anthony
Keep the dirty side down!