Monday, October 23, 2017
Pro IFR SCENARIOS Prince Rupert ILS/DME RWY 13 Approach

Prince Rupert ILS/DME RWY 13 Approach

1. Can this approach be flown as a GNSS overlay approach?
2. What are the equipment requirements needed to conduct this approach?
3. Which controlling agency and frequency would you expect to receive the approach clearance?
4. Is a 'straight in approach' depicted within this procedure? If so, via what means: 
5. If conducting a straight in ILS via the AGPAL, what would be the approximate DME reference at glidepath intercept if located at 2500 ASL on a standard day?

 

 

6. The glidepath has failed and you are planning the straight in Localizer approach via AGPAL. There are 3 steps in descent until arriving at MDA via AGPAL, what are the 3 steps?
7. How is the missed approach point determined when conducting the LOC/DME approach?
8. What is the applicability of the "shuttle to 3500" comment over the TUGWELL FAF?
9. Calculate the alternate minima for an aircraft conducting the LOC/DME approach to a planned straight in landing on RWY 13:
10. Relative to question 9, will the determined alternate minima work with a sliding scale?
11. After conducting a missed approach, what would be your course of action upon arrival over the PR NDB prior to receiving further clearance?
12. Hold entry?

 

 

 

Answers Below

 

 cypr-ilsdmerwy13

1. Negative!

2. A serviceable localizer and DME for the final approach guidance and an ADF for the missed approach.

3. Vancouver Centre 128.0.

4. Yes, a pilot nav transition via AGPAL.

5. Approximately 7.5 DME.

6. 2500 to AGPAL; 1400 between ELVIL and TUGWELL; MDA of 480.

7. 0.2 DME.

8. If conducting the approach via a shuttle pattern over the TUGWELL FAF, do not descend below 3500 ASL until outbound from TUGWELL in the racetrack pattern.

9. 800 & 2 ¼ SM.

10. Negative!

11. Hold as published.

12. Parallel entry.

 

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