LOWI approach, West procedure
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LOWI approach, West procedure
I am wondering how you would fly this procedure with a B767 or B737.
1) Do you always have to hold at KTI (arriving at 13000 feet, descending to 11500 in the holding)? Or could you decend from 13000 to 11500 when you are near KTI, whitout holding?
2) After KTI there is a rather steep decsent to AB. What speed and configuration (flap, gear) would you be at before commencing the descent? Would you be more likely to use V/S, FL-CH or VNAV to controll the descent?
3) Reaching AB, what speed and configuration would you likely have? Would you usually disconnect the autopilot before starting the 180 turn towards the airport? If so, what bank angle will you use in the turn?
4) If no longer visual during/after the turn to final, what would you do?
Any awnsers to these questions would be much appreciated. Thank you.
1) Do you always have to hold at KTI (arriving at 13000 feet, descending to 11500 in the holding)? Or could you decend from 13000 to 11500 when you are near KTI, whitout holding?
2) After KTI there is a rather steep decsent to AB. What speed and configuration (flap, gear) would you be at before commencing the descent? Would you be more likely to use V/S, FL-CH or VNAV to controll the descent?
3) Reaching AB, what speed and configuration would you likely have? Would you usually disconnect the autopilot before starting the 180 turn towards the airport? If so, what bank angle will you use in the turn?
4) If no longer visual during/after the turn to final, what would you do?
Any awnsers to these questions would be much appreciated. Thank you.
Per Ardua ad Astraeus
Join Date: Mar 2000
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For 737:
1) Do you always have to hold at KTI (arriving at 13000 feet, descending to 11500 in the holding)? Or could you decend from 13000 to 11500 when you are near KTI, whitout holding?
Procedural clearance descend in the hold. once established inbound KTI on the 104.. If radar cleared (or visual) , descend to 11500 as appropriate.
2) After KTI there is a rather steep decsent to AB. What speed and configuration (flap, gear) would you be at before commencing the descent? Would you be more likely to use V/S, FL-CH or VNAV to controll the descent?
Gear, flap 15, V/s, descent rate about 12-1300fpm.
3) Reaching AB, what speed and configuration would you likely have? Would you usually disconnect the autopilot before starting the 180 turn towards the airport? If so, what bank angle will you use in the turn?
Gear and flap 15, speed no more than 150kts, 25 deg bank, a/pilot to relieve work-load. IIRC it is more like a 210 degree turn to pick up the centre-line and lead-in lights.
4) If no longer visual during/after the turn to final, what would you do?
Follow the procedure! Continue right onto the OEJ localsiser towards the AB for the g/a up the valley to the east.
1) Do you always have to hold at KTI (arriving at 13000 feet, descending to 11500 in the holding)? Or could you decend from 13000 to 11500 when you are near KTI, whitout holding?
Procedural clearance descend in the hold. once established inbound KTI on the 104.. If radar cleared (or visual) , descend to 11500 as appropriate.
2) After KTI there is a rather steep decsent to AB. What speed and configuration (flap, gear) would you be at before commencing the descent? Would you be more likely to use V/S, FL-CH or VNAV to controll the descent?
Gear, flap 15, V/s, descent rate about 12-1300fpm.
3) Reaching AB, what speed and configuration would you likely have? Would you usually disconnect the autopilot before starting the 180 turn towards the airport? If so, what bank angle will you use in the turn?
Gear and flap 15, speed no more than 150kts, 25 deg bank, a/pilot to relieve work-load. IIRC it is more like a 210 degree turn to pick up the centre-line and lead-in lights.
4) If no longer visual during/after the turn to final, what would you do?
Follow the procedure! Continue right onto the OEJ localsiser towards the AB for the g/a up the valley to the east.
