Approach procedure in JFK
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Approach procedure in JFK
hi guys, is there some approach procedure called Canarsie in JFK?? i never know this procedure so I need to know if exist and what is? friend of mine not pilot told me but I dont know what is, maybe is some stars name??? let me know.......
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You can view the procedure here:
http://naco.faa.gov/d-tpp/0908/00610VG13LR.PDF
It's a normal VOR approach until you get to DMYHL. From there, it dumps you out going the wrong way, and not near the airport. In low visibility, you won't be able to see the airport, but you'll be able to make out some sequenced flashing lights which are easy to mistake for roads or other lights...and which will lead to the runway of your choice (13L or 13R). Be careful you don't pick the wrong one).
The procedure is sometimes referred to as the Canarsie approach because it uses Canarsie VOR.
http://naco.faa.gov/d-tpp/0908/00610VG13LR.PDF
It's a normal VOR approach until you get to DMYHL. From there, it dumps you out going the wrong way, and not near the airport. In low visibility, you won't be able to see the airport, but you'll be able to make out some sequenced flashing lights which are easy to mistake for roads or other lights...and which will lead to the runway of your choice (13L or 13R). Be careful you don't pick the wrong one).
The procedure is sometimes referred to as the Canarsie approach because it uses Canarsie VOR.
The apocryphal story is an Aeroflot IL-62, on his second go-around to the 13R (fairly tight, esp with a strong south wind), was heard to say, "This Canarsie is ****ski". Probably not true, but a good story.
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5030N is right vor 13 l/r. Basically visual, used to comply with noise standards. Not such great fun to fly in xwind and low vis, especially if coming off a long haul and tired. If you don't accept it, ATC will give you a hold and come up with some crap that only the port authority has right for runway change, however, if the next one up also refuses you will see a runway change soon. Faa loves to use this on type checks.
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I'm JFK-based and have been for the past three years, and I can tell you I've never had that approach assigned under any conditions other than severe clear. Really not a hard approach at all, other than the lights can be somewhat hard to spot on a sunny day and some guys have a little difficulty with altitude management, I see a lot of people stay too high for too long only to have to dive at the runway at some point, usually while passing the employee parking lot. My technique after DMYHL is a gentle 300fpm or so down which puts you right on the PAPIs while lining up with the hotel lead-ins. I would also add that very rarely would they let you land on 13R on this approach (happened only once for me). Here's the plate:
http://dtpp.myairplane.com/pdfs/00610VG13LR.PDF
http://dtpp.myairplane.com/pdfs/00610VG13LR.PDF
flyboyike wrote:
23 years of flying into JFK says different, they used with crosswind well into the twenties (usually 13L with a gusting southerly wind, havedone 13R a few times as well) and I have repeatedly flown it in low ceilings and (somewhat) limited visibility. Oh, and the controller seems all surprises when advised so. 
And the manuvering is probably a little different in a CRJ compared to a heavy...
I'm JFK-based and have been for the past three years, and I can tell you I've never had that approach assigned under any conditions other than severe clear.
And the manuvering is probably a little different in a CRJ compared to a heavy...
Three's in, not as a local but with 20 yrs plus of JFK at least once a month.
Most definitely been assigned the CRI in both CAVOK plus and poor weather. Seems to me if the wind is anywhere between an Easterly and a Southwesterly, and it's between about 1600 hrs and 2000 hrs it is the norm (? noise and sequencing during the evening peak? ) - until they get two go-arounds!
Most definitely been assigned the CRI in both CAVOK plus and poor weather. Seems to me if the wind is anywhere between an Easterly and a Southwesterly, and it's between about 1600 hrs and 2000 hrs it is the norm (? noise and sequencing during the evening peak? ) - until they get two go-arounds!
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Now all we need is someone to come on here and post that he's been flying out of JFK since before Garfield (the President, not the cat) died, but is yet to be assigned this approach so much as once, and we'll be all set.
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Procedures into JFK?
Expect 4 runway changes inside 50 miles.....get told to maintain 180 till 4 miles, and then expect to have a pissy ground controller give you a runway crossing clearance into the path of a departing heavy......
Just what you need at the end of 8 hours of ocean crossing
Expect 4 runway changes inside 50 miles.....get told to maintain 180 till 4 miles, and then expect to have a pissy ground controller give you a runway crossing clearance into the path of a departing heavy......
Just what you need at the end of 8 hours of ocean crossing
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I flew into JFK with fair regularity over the last 25 years, and the Canarsie approach was quite common. Common enough to be nicknamed "Canasty"
It was often assigned with conditions down to 1000-3. If I remember correctly, I have done it with ovc 1000, bkn 800, wind 180/20G25. It keeps you on your toes in that type of weather.
It was often assigned with conditions down to 1000-3. If I remember correctly, I have done it with ovc 1000, bkn 800, wind 180/20G25. It keeps you on your toes in that type of weather.
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Flying from and into JFK in the 1980's, and staying at what was then called the Travelodge situated on short finals for 13L, I used to leave my room lights on when in one of the rooms facing West.
Every little helps on a Canarsie!
Every little helps on a Canarsie!
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Almost went around once in over a decade of flying out of JFK. The weather is typically VFR. Winds are often a right crosswind, and gets turbulent from all the buildings to the right of the runway.
And people make such a bid deal out of this. If flown correctly you're on centerline a couple of miles from the runway. This if fun stuff. Well, until someone decides, in CAVOK, to cross CRI at 130 KIAS. Then the arrival pattern gets ugly.
Watch the arrivals while lining up to depart 13R. Nothing like seeing TCAS readings of +300, +400, +500, of aircraft on the arc when the minimums are closer to 800'.
And people make such a bid deal out of this. If flown correctly you're on centerline a couple of miles from the runway. This if fun stuff. Well, until someone decides, in CAVOK, to cross CRI at 130 KIAS.
Then the arrival pattern gets ugly.Watch the arrivals while lining up to depart 13R. Nothing like seeing TCAS readings of +300, +400, +500, of aircraft on the arc when the minimums are closer to 800'.
