GPS-A into KLKP = Fun

labbadabba

labbadabba

Pattern Altitude
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labbadabba
Talk about a step down.

You clear the final ridge 3.1 NM out and then drop 1,240 to the DH. That's pushing the nose over pretty good. Gotta be a spooky feeling in the soup to nose over like that knowing what's all around you. Even after the DH you still have another 1,500 ft to the runway.

That's losing 2,800 ft of altitude in 3.1 NM. Yikes.
 
labbadabba said:
Talk about a step down.

You clear the final ridge 3.1 NM out and then drop 1,240 to the DH. That's pushing the nose over pretty good. Gotta be a spooky feeling in the soup to nose over like that knowing what's all around you. Even after the DH you still have another 1,500 ft to the runway.

That's losing 2,800 ft of altitude in 3.1 NM. Yikes.
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If you decided to go missed at the FAF you would have to continue to descend.
 
Good point. The Missed Aprch Fix is the same as the FAF for RNAV 14 which doesn't have nearly the terrain around it.
 
Huh?

The DH is a 1200 foot descent over 3 miles. That's a bit steep, but not outrageous. At 90 knots, that's 600 FPM. Doable.

There are no straight in minimums. You don't land directly from DH. You may need to circle the airport all the way around to make a normal landing. Or make a "base entry." The DH is well above normal pattern altitudes, so you can fly a normal pattern from there.
 
aterpster said:
If you decided to go missed at the FAF you would have to continue to descend.
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You have to get down to at least 5000 because that's the altitude at the MA holding fix. Is that what you meant? I don't see any maximum altitudes on that approach, nor any reason you couldn't just level off at 5000.
 
BTW I need my eyes checked. Where the heck is PUGRE, the missed hold point?
 
azure said:
You have to get down to at least 5000 because that's the altitude at the MA holding fix. Is that what you meant? I don't see any maximum altitudes on that approach, nor any reason you couldn't just level off at 5000.
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Yes, Chart Reading 101. :) The FAF minimum altitude is 6,100.
 
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aterpster said:
Yes, Chart Reading 101. :) The FAF minimum altitude is 6,100.
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The minimum altitude was obvious... the need to descend further to go missed is what took a couple of seconds of thought. Just wasn't sure why you mentioned it. :)
 
azure said:
The minimum altitude was obvious... the need to descend further to go missed is what took a couple of seconds of thought. Just wasn't sure why you mentioned it. :)
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Because ATC would expect you to be at 5,000 feet prior to PUGRE. If you arrived in the vicinity of PUGRE higher than 5,000 you could cause a loss of separation. It's easy to overlook IAPs that require a descent to the missed approach fix if the decision to miss is made at the FAF (lots of missed approaches occur at the FAF for configuration issues, etc.)
 
aterpster said:
Because ATC would expect you to be at 5,000 feet prior to PUGRE. If you arrived in the vicinity of PUGRE higher than 5,000 you could cause a loss of separation. It's easy to overlook IAPs that require a descent to the missed approach fix if the decision to miss is made at the FAF (lots of missed approaches occur at the FAF for configuration issues, etc.)
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Well, you do have to observe the holding altitude, and briefing the MA is part of briefing the chart. If I was flying that approach and decided to miss at CELVU I'd continue my descent but level off at 5000. Then from over RW32, direct PUGRE at 5000.
 
aterpster said:
A bit southwest of SLK VOR.
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Seems unusual to me that a pilot would have no clue if that is 10mi or 100mi away. (I know there are ways to 'glean' that...seems like that info is usually more readily available)
Unless I am not seeing something on that iap.
 
azure said:
Well, you do have to observe the holding altitude, and briefing the MA is part of briefing the chart. If I was flying that approach and decided to miss at CELVU I'd continue my descent but level off at 5000. Then from over RW32, direct PUGRE at 5000.
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Exactly.
 
Let'sgoflying! said:
Seems unusual to me that a pilot would have no clue if that is 10mi or 100mi away. (I know there are ways to 'glean' that...seems like that info is usually more readily available)
Unless I am not seeing something on that iap.
Click to expand...

It is shown in the database for the IAP.

The puzzle is not complete without both the chart and the database.
 
aterpster said:
Because ATC would expect you to be at 5,000 feet prior to PUGRE. If you arrived in the vicinity of PUGRE higher than 5,000 you could cause a loss of separation. It's easy to overlook IAPs that require a descent to the missed approach fix if the decision to miss is made at the FAF (lots of missed approaches occur at the FAF for configuration issues, etc.)
Click to expand...

If you make the decision to miss while above 5000, you defiantly have to descend to 5000. But shouldn't you get to 5000 by the MAP, RW32? (Lol. I,m going to leave that typo for entertainment purposes. Definitely, not defiantly)
 
labbadabba said:
Talk about a step down.

You clear the final ridge 3.1 NM out and then drop 1,240 to the DH. That's pushing the nose over pretty good. Gotta be a spooky feeling in the soup to nose over like that knowing what's all around you. Even after the DH you still have another 1,500 ft to the runway.

That's losing 2,800 ft of altitude in 3.1 NM. Yikes.
Click to expand...

DH ??
 
luvflyin said:
If you make the decision to miss while above 5000, you defiantly have to descend to 5000. But shouldn't you get to 5000 by the MAP, RW32? (Lol. I,m going to leave that typo for entertainment purposes. Definitely, not defiantly)
Click to expand...

That would be the best way.
 
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