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![]() "Steven P. McNicoll" wrote: wrote in message ... As a matter of definition a feeder route is not a segment of an IAP (but if it looks like a duck, walks like a duck, and quacks like a duck...). As a matter of regulation, it is a component of an IAP, which is by procedure design an evaluated and designed segment, just like the four set forth in the definition. What regulation? FAR 97.2X, the "X" varying with the type of IAP that is issued under Part 97. Further, you can find it on any Part 97-issued Form 8260 -3 or -5 that has a feeder route and you can find it in TERPs Paragraph 220: 220. FEEDER ROUTES. When the IAF is part of the enroute structure there may be no need to designate additional routes for aircraft to proceed to the IAF. In some cases, however, it is necessary to designate feeder routes from the enroute structure to the IAF. Only those feeder routes which provide an operational advantage shall be established and published. These should coincide with the local air traffic flow. The length of the feeder route shall not exceed the operational service volume of the facilities which provide navigational guidance unless additional frequency protection is provided. Enroute airway obstacle clearance criteria shall apply to feeder routes. The minimum altitude established on feeder routes shall not be less than the altitude established at the IAF. Based on that it appears to be more closely related to enroute airways than IAPs. A feeder route is, indeed, constructed to airway criteria, except the descent gradient limitations have to be calculated in accordance with initial approach segment criteria. Further, in non-DMAs there is absolutely no difference in any aspect of a feeder route or initial approach segment for ground-based IAPs. Also, airways are issued under Part 95 and feeder routes are issued under Part 97. |
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