SRAs
Don't set up normal landing configuration; fly it clean just below cruising speed; the increased airflow over the control surfaces gives you more 'feel' when it comes to heading changes and if there's a crosswind, it'll have less effect on your 'holding' heading ie the heading you need to fly (on the instructions from the controller) to track the final approach track.
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Loads.
Foremost just remember that it is a NON-precision approach.
For ATCOs providing an SRA:
Keep it simple. Once the aircraft is on or near FAT one should be able to keep heading changes to a minimum.
In the UK headings on 2nm SRAs are a certainly a readback item.
Having said that keep the RT to a minimum. It is not a PAR requiring continuous talking, repetition or theatricals. Give the crews a chance to coordinate with each other as well as listen to the SRA. Excessive transmissions can be distracting in the cockpit. No need to be fussy with headings. Five degree corrections should suffice and are easy to fly/ select on the heading bug.
Remember that the wind-drift angle will usually gradually reduce during the descent.
Know the CAP413 SRA phraseology. Chap 6 p21.
The suffix 'Degrees' is not necessary during an SRA:
For all transmissions, with the exception of those used for surveillance radar approaches or precision radar approaches, the word 'degrees' shall be appended to heading figures where the heading ends in zero, or in cases where confusion or ambiguity may result.
Get the aircraft stable on, or close to, the Final Approach Track early.
Far better to have a stable approach slightly displaced from FAT at termination range than an unstable approach chasing the FAT. The SRA is effectively a 'cloud-break' requiring realistic energy management at termination range to ensure success.
Foremost just remember that it is a NON-precision approach.
For ATCOs providing an SRA:
Keep it simple. Once the aircraft is on or near FAT one should be able to keep heading changes to a minimum.
In the UK headings on 2nm SRAs are a certainly a readback item.
Having said that keep the RT to a minimum. It is not a PAR requiring continuous talking, repetition or theatricals. Give the crews a chance to coordinate with each other as well as listen to the SRA. Excessive transmissions can be distracting in the cockpit. No need to be fussy with headings. Five degree corrections should suffice and are easy to fly/ select on the heading bug.
Remember that the wind-drift angle will usually gradually reduce during the descent.
Know the CAP413 SRA phraseology. Chap 6 p21.
The suffix 'Degrees' is not necessary during an SRA:
For all transmissions, with the exception of those used for surveillance radar approaches or precision radar approaches, the word 'degrees' shall be appended to heading figures where the heading ends in zero, or in cases where confusion or ambiguity may result.
Get the aircraft stable on, or close to, the Final Approach Track early.
Far better to have a stable approach slightly displaced from FAT at termination range than an unstable approach chasing the FAT. The SRA is effectively a 'cloud-break' requiring realistic energy management at termination range to ensure success.
Last edited by Talkdownman; 9th Sep 2010 at 13:14. Reason: Note that post written from ATCO perspective.
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How can one tell which airport is able to offer an SRA?
Looking at the Jeppesen plates, almost nobody in the UK publishes an SRA.
Presumably, only airports which publish a Radar radio frequency can offer an SRA.
Interestingly, I have noticed that EGKA publishes a VDF approach (not the same as an SRA, of course) in the AIP but Jeppesen do not re-publish that plate.
Looking at the Jeppesen plates, almost nobody in the UK publishes an SRA.
Presumably, only airports which publish a Radar radio frequency can offer an SRA.
Interestingly, I have noticed that EGKA publishes a VDF approach (not the same as an SRA, of course) in the AIP but Jeppesen do not re-publish that plate.
If you look in the definitive document (the UK AIP) rather than using un-regulated information from third party suppliers, you will see which airfields offer SRAs, plus any military airfields with radar will do them too.
Remember as I've said before Jeppesen charts are not regulated by any national aviation authority and you use them at your own risk.
Remember as I've said before Jeppesen charts are not regulated by any national aviation authority and you use them at your own risk.
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Chevvron
That sort of advice is shocking, inept and utter rubbish.
How is not configuring your aircraft a good thing whilst probably in cloud, with what could be a high workload and maybe down to minima.
How is not configuring your aircraft a good thing whilst probably in cloud, with what could be a high workload and maybe down to minima.
What ever happened to 1/2 mile SRAs? (rather better than a "cloudbreak procedure")
We used to fly Chipmunks at the East Midland School of Flying in the 1970s. Very often on return we'd fly an SRA to half mile. Controllers were keen to give them and I believe they had to do a certain number to maintain recency.
Also the half milers were a lot better than the "break cloud" 2 milers!
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That sort of advice is shocking, inept and utter rubbish.
Anything that cruises faster will obvious need slowing down more, if your in a SR22 your not going to want to come in c.150kts obviously...
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What ever happened to 1/2 mile SRAs?
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They are all published in the NATS IAIP and printable from that resource.
Down south Southampton and Newquay are two that come to mind that are usually happy to oblige and at which I have flown an SRA within the last year.
Why would you fly an SRA any differently from a precision approach or configure the aircraft any differently? Why would you want to change the configuration during the approach? Just asking to cause yourself problems. Do what you like with the flaps when you are visual.
Down south Southampton and Newquay are two that come to mind that are usually happy to oblige and at which I have flown an SRA within the last year.
Why would you fly an SRA any differently from a precision approach or configure the aircraft any differently? Why would you want to change the configuration during the approach? Just asking to cause yourself problems. Do what you like with the flaps when you are visual.
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Anything that cruises faster will obvious need slowing down more, if your in a SR22 your not going to want to come in c.150kts obviously...
That is the best way for slotting in with fast traffic behind, and I think every plane can do that.
What can be a challenge, or impossible, is finding oneself at the GS intercept doing say Vlo+40kt
You will never be able to lose 40kt going down clean-config at 3 degrees.The same principles apply to NP approaches, but possibly worse as the "glideslope" can be steeper than an ILS.
I understand that later this year (sept I think) all non precision approaches including SRAs are to be carried out following a nominal glidepath and the minima will be recalculated to reflect this.