Why publish a plate for an OTS approach?

A good example of why one should always check the FDC NOTAMS for this
kind of information.

Having an approach chart does not mean the approach is authorized.

Why the controlling facility (who should have been aware) issued the
approach clearance is a reasonable question.



On Sun, 27 May 2007 22:20:13 +0000 (UTC),
(Paul Tomblin) wrote:

I'm just reading IFR Refresher, and it has a report on an accident that
happened after a King Air was cleared for an SDF approach at KSME.
According to the article, at the time the A/FD and NTAP listed the SDF as
"Out of Service (OTS) - Indefinitely", and had been for four years, but
the plate was still being published with no mention that the SDF was OTS.
Why the hell would they continue to publish an approach plate in a
situation like that?

In a previous article, said:
A good example of why one should always check the FDC NOTAMS for this
kind of information.

And the whole process of moving 56 day old NOTAMs off the normal NOTAM
list onto that $115 publication that nobody subscribes to is just
incredibly stupid.

Keep in mind that this navaid had been OTS for 4 years at the time of the
accident.


--
Paul Tomblin http://blog.xcski.com/
I mean, if went 'round saying I was a perl hacker, just because some
moistened bint lobbed a "Perl for Dummies" at me, they'd put me away!
-- Randy the Random

On Mon, 28 May 2007 14:27:22 +0000 (UTC),
(Paul Tomblin) wrote:

In a previous article, said:
A good example of why one should always check the FDC NOTAMS for this
kind of information.

And the whole process of moving 56 day old NOTAMs off the normal NOTAM
list onto that $115 publication that nobody subscribes to is just
incredibly stupid.

Keep in mind that this navaid had been OTS for 4 years at the time of the
accident.


Here are all the kentucky NOTAMS.

Looked them up in two minutes. Free.

I'll say it again. Anyone who is not aware of a NOTAM deauthorizing
an approach has not performed adequate preflight.





ASHLAND

Ashland Rgnl

FDC 6/9264 DWU FI/T ASHLAND REGIONAL, ASHLAND, KY. VOR OR GPS RWY 10,
AMDT 10A...TERMINAL ROUTE: ECB VORTAC TO YRK VORTAC MINIMUM ALTITUDE
3300. HOLD IN LIEU OF PT MINIMUM ALTITUDE 3300. MISSED APPROACH:
CLIMBING LEFT TURN TO 3300 DIRECT YRK VORTAC AND HOLD. MINIMUM SECTOR
ALTITUDE WITHIN 25NM OF YRK VORTAC 3300.

FDC 6/9263 DWU FI/T ASHLAND REGIONAL, ASHLAND, KY. SDF RWY 10, AMDT
6A...MINIMUM SECTOR ALTITUDE WITHIN 25NM OF YRK VORTAC 3300.

CAMPBELLSVILLE

Taylor County

FDC 6/2912 AAS FI/T TAYLOR COUNTY, CAMPBELLSVILLE, KY. VOR/DME OR
GPS-A, AMDT 5A...CIRCLING CAT A/B/C MDA 1480/HAA 559.

COVINGTON

Cincinnati/Northern Kentucky Intl

FDC 7/5621 CVG FI/T CINCINNATI/NORTHERN KENTUCKY INTL, COVINGTON, KY.
ILS OR LOC RWY 36L, ORIG-A...JIMUR FIX MINIMUMS: DME REQUIRED.

FDC 7/1437 CVG FI/P CINCINNATI/NORTHERN KENTUCKY INTL, COVINGTON, KY.
ILS OR LOC RWY 27 AMDT 16...DELETE ALL REFERENCE TO MM. THIS IS ILS OR
LOC RWY 27, AMDT 16A.

FDC 6/9638 CVG FI/T CINCINNATI/NORTHERN KENTUCKY INTL, COVINGTON, KY.
RNAV (GPS) RWY 36C, ORIG-A...LNAV/VNAV DA 1345/HAT 494 ALL CATS, VIS 1
1/4. CIRCLING VIS CAT ABC 1 3/4.

FDC 5/1862 CVG FI/T CINCINNATI/NORTHERN KENTUCKY INTERNATIONAL,
COVINGTON, KY. RNAV (GPS) RWY 9, ORIG....PROCEDURE NA.

FDC 5/0055 CVG FI/T CINCINNATI/NORTHERN KENTUCKY INTL, COVINGTON, KY.
RNAV (GPS) RWY 18L, ORIG. RNAV (GPS) RWY 18C, ORIG. TERMINAL ROUTE
CHARZ TO CEDOM NA.

FORT CAMPBELL/HOPKINSVILLE

Campbell AAF (Fort Campbell)

FDC 4/3865 HOP FI/T CAMPBELL AAF, FORT CAMPBELL, KY. RADAR-2,
ORIG...PAR-36 DA 808/HAT 250 ALL CATS ASR-5 VIS CATS D, E 1 1/4.
CEIL-VIS (400-1 1/4) ASR-23 CEIL-VIS CAT C/D/E (500-1 1/4) FIELD ELEV
571.

FRANKFORT

Capital City

FDC 6/2301 FFT FI/T CAPITAL CITY, FRANKFORT, KY. LOC RWY 24 AMDT
1...CIRCLING MINIMUMS: MDA 1260/HAA 454 CAT A.

HOPKINSVILLE

Hopkinsville-Christian County

FDC 6/2535 HVC FI/T HOPKINSVILLE-CHRISTIAN COUNTY, HOPKINSVILLE, KY.
LOC RWY 26 AMDT 3...NDB OR GPS RWY 26 AMDT 6...RADAR REQUIRED.

LEXINGTON

Blue Grass

FDC 6/8332 LEX FI/T LEXINGTON/BLUEGRASS, LEXINGTON, KY. RNAV (GPS) RWY
8, ORIG...RNAV (GPS) RWY 26, ORIG...LNAV MDA NA. CIRCLING TO RWY 8/26
NA.

FDC 6/1735 LEX FI/T BLUE GRASS, LEXINGTON, KY. ILS OR LOC RWY 4, AMDT
17...RNAV (GPS) RWY 4, AMDT 1...RNAV (GPS) RWY 22, AMDT 1...ILS RWY
22, AMDT 19...VOR A, AMDT 9...CIRCLING TO RWY 8/26 NA.

LOUISVILLE

Louisville Intl-Standiford Field

FDC 6/0291 SDF FI/T LOUISVILLE INTL-STANDIFORD FLD, LOUISVILLE, KY.
ILS RWY 17L, AMDT 2...DME MINIMUMS: S-LOC-17L MDA 960/HAT460 ALL CATS.
VIS CAT C RVR 4000. VIS CAT D RVR 5000. TEMPORARY CRANE 656 MSL 5365
FEET NNW OF RWY 17L THLD AND 1302 LEFT OF CENTERLINE.

FDC 6/0290 SDF FI/T LOUISVILLE INTL-STANDIFORD FLD, LOUISVILLE, KY.
TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES...TAKE-OFF RWY
35R: 300-2 1/2 OR STANDARD WITH A MINIMUM CLIMB OF 390 FPM TO 900.
TEMPORARY CRANE 656 MSL 5365 FEET NNW OF RWY 17L THLD AND 1302 FEET
LEFT OF CENTERLINE. NOTE: RWY 35R, TEMPROARY CRANE 5365 FEET FROM
DEPARTURE END OF RUNWAY. 1302 FEET LEFT OF CENTERLINE 170 FEET AGL/656
FEET MSL.

MOUNT STERLING

Mount Sterling-Montgomery County

FDC 6/6719 IOB FI/T MOUNT STERLING-MONTGOMERY COUNTY, MOUNT STERLING,
KY. NDB OR GPS RWY 3, AMDT 1C...MINIMUM SAFE ALTITUDE WITHIN 25 NM
3600.

PIKEVILLE

Pike County-Hatcher Field

FDC 5/9844 PBX FI/T PIKE-COUNTY-HATHCER FILED, PIKEVILLE, KY. ILS RWY
27, ORIG. RNAV (GPS) RWY 9, ORIG. RNAV (GPS) RWY 27, ORIG. STRAIGHT-IN
MINIMA NA, ONLY CIRCLING MINIMA AUTHORIZED.

wrote:

Here are all the kentucky NOTAMS.

Looked them up in two minutes. Free.

I'll say it again. Anyone who is not aware of a NOTAM deauthorizing
an approach has not performed adequate preflight.

Does your list include the NOTAMS that are more than 56(?) days old but
are still in force, or is this just a DUAT dump?

DB

They are out of the online version of the Notices to Airmaen
Publication (faa.gov/ntap)



On Tue, 29 May 2007 13:51:59 -0400, Dave Butler wrote:

wrote:

Here are all the kentucky NOTAMS.

Looked them up in two minutes. Free.

I'll say it again. Anyone who is not aware of a NOTAM deauthorizing
an approach has not performed adequate preflight.

Does your list include the NOTAMS that are more than 56(?) days old but
are still in force, or is this just a DUAT dump?

DB

On 2007-05-27 15:20:13 -0700, (Paul Tomblin) said:

I'm just reading IFR Refresher, and it has a report on an accident that
happened after a King Air was cleared for an SDF approach at KSME.
According to the article, at the time the A/FD and NTAP listed the SDF as
"Out of Service (OTS) - Indefinitely", and had been for four years, but
the plate was still being published with no mention that the SDF was OTS.
Why the hell would they continue to publish an approach plate in a
situation like that?

The FAA did not remove the approach from the database because Pulaski
County, which controls the field, did not ask them to. FAA requires
that the controlling agency ask them to remove an IP. Pulaski County
did not want to remove the procedure because if they ever wanted to
reactivate the approach they would have had to go through the entire
approval and certification process of a new approach if the old one was
removed. Another example of this is the VOR at McChord AFB which was
OTS for several years.

I suppose one could question whether it is a good idea to make
recertification so onerous that it becomes a safety hazard because of
OTS navaids and procedures still being in the database for years, but
that is the current state of affairs.

From the accident report:

ADDITIONAL INFORMATION

The investigation revealed that Somerset
Airport and its instrument approaches were under the control of Pulaski
County, Commonwealth of Kentucky. FAA procedures required that any
request for removal of the instrument approach be initiated by the
controlling agency for the instrument approach. Once the instrument
approach was removed from the system, it could not be reinstated
without going through the same procedure required for the certification
of a new approach. In case the instrument approach did not pass a
flight check, and it was not desired to permanently remove it, a NOTAM
would be issued indicating it was out of service. Once the NOTAM had
been in effect through one complete cycle (56 days), it was removed
from the list of active NOTAMS, and the data transferred to the airport
facility directory, also on a 56-day cycle. Even though the SDF RWY 4
approach was carried as out of service in the airport facility
directory, no warning or advisory was printed on the approach procedure
to indicate that status, nor was it required. If the approach had been
returned to service, a NOTAM would have been issued, and the NOTAM
would have been carried until the airport facility directory had been
changed. 

A flight check was conducted of the instrument approaches at
Somerset. The flight check crew reported that no signal was received
when they tuned their navigation radios to the listed frequency for the
SDF RWY 4 approach. However, signals were received for the other
approaches, and they passed the flight check.

According to the
Aeronautical Information Manual (AIM): Section 1-1-12:

"During periods
of routine or emergency maintenance, coded identification (or code and
voice, where applicable) is removed from certain FAA
NAVAID's."

"Removal of identification serves as a warning to pilots
that the facility is officially off the air for tune-up or repair and
may be unreliable even though intermittent or constant signals are
received."

--
Waddling Eagle
World Famous Flight Instructor

I remember this sad incident -
An, older, experienced pilot, whose medical had lapsed.
He was cleard to a de-commissioned approach - a mistake recognized in the
accident report, but not the cause of the accident, which was a sadder, more
typical loss of situational awareness. The pilot simply didn't know where he
was (several miles away form the cleared approach, de-commiossioned or not)
when he hit the TV antenna - end of sad story. . .