crazy approaches

vincent p. norris wrote:
Look up Hong Kong. There is, or used to be, a unique approach.

vince norris

They moved to a better airport a few years back.

Look up Hong Kong. There is, or used to be, a unique approach.

vince norris

They moved to a better airport a few years back.

I sure hope someone saved one of the old approach plates. It would be
a shame if that were lost to history.

vince norris

"vincent p. norris" wrote in message ...
Look up Hong Kong. There is, or used to be, a unique approach.

vince norris

They moved to a better airport a few years back.

I sure hope someone saved one of the old approach plates. It would be
a shame if that were lost to history.

vince norris


Descriptions of the Rwy 13/31 approaches are on Wikipedia.
http://en.wikipedia.org/wiki/Kai_Tak...tional_Airport

Roger, A DME arc to a final approach course isn't unusual. What's unusual
about the approach I mentioned is that the arc is the final approach course
right to the runway! Check out the approach at this link. Doc

http://204.108.4.16/d-tpp/0610/05222VDTZ15.PDF



"Roger (K8RI)" wrote in message
...
On Sun, 8 Oct 2006 09:12:22 -0400, "Doc" wrote:

That would be the VOR/DME TACAN Z RWY 15 approach for Baltimore/Martin
State
(MTN) no straight segments in approach at all!


"Sam Spade" wrote in message
news:qH5Wg.27163$tO5.11415@fed1read10...
buttman wrote:
My flight school, got a new Frasca simulator which has every airport in
the world in it's database. I want to be able to make my students fly
all sorts of weird/unusual/difficult approaches, but the only
approaches that I am familiar with are the ones around here.

There was this one my instructor gave me when I was getting my
instrument which had a DME arc to the MAP, then the missed approach
procedure was a climbing right turn to a VOR radial to track, then a
hold at an intersection nonstandard turns. I have no idea which
approach it was, but it was very crazy. What are some interesting
approaches I can throw at my students?

Sounds like that one-of-a-kind DME ARC approach somewhere in Maryland.

As I recall, TVC (Traverse City MI) has/had a DME ARC to the ILS with
a climbing left turn on the missed to the VOR 5 mi south.

Not weird, just not common around here



Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

Aspen, CO.

Do it in various aircraft.

vincent p. norris wrote:
Look up Hong Kong. There is, or used to be, a unique approach.

Wait until you think you're gonna hit the mountain.

Wait.

Keep waiting.

OK, now turn.

One of the guys I taught as an instrument student handed me
the Sept 25, 2006 issue of Aviation Week and told me to check
out the instrument approach to Linzhi, China on page 54. This
has to be one of the most unusual approaches ever. The entire
flight path looks like it was drawn with a twisted French Curve,
including the missed approach track. It basically follows a river
canyon through the Himalayan mountains. The airport elevation
is 9670', the IAP altitude is 25,200' and the missed approach hold
point altitude is 19,700' feet. There is an additional engine-out missed a
pproach hold point to cover the event that you are unable to climb to
19,700' for the MAHP hold. This point ends with a hold at a point
145 nm from the airport.

A dual-redundant avionics suite is required, including 2 flight management
systems, 2 GPS receivers, 2 flight director displays, etc, etc, etc.

Not your average instrument approach.

Here's a link to the article:

http://www.aviationnow.com/avnow/sea...aw092506p1.xml

"Sam Spade" wrote in message
news:8AXWg.32359$tO5.28698@fed1read10...
vincent p. norris wrote:
Look up Hong Kong. There is, or used to be, a unique approach.

vince norris

They moved to a better airport a few years back.

Ronnie wrote:
One of the guys I taught as an instrument student handed me
the Sept 25, 2006 issue of Aviation Week and told me to check
out the instrument approach to Linzhi, China on page 54. This
has to be one of the most unusual approaches ever. The entire
flight path looks like it was drawn with a twisted French Curve,
including the missed approach track. It basically follows a river
canyon through the Himalayan mountains. The airport elevation
is 9670', the IAP altitude is 25,200' and the missed approach hold
point altitude is 19,700' feet. There is an additional engine-out missed a
pproach hold point to cover the event that you are unable to climb to
19,700' for the MAHP hold. This point ends with a hold at a point
145 nm from the airport.

A dual-redundant avionics suite is required, including 2 flight management
systems, 2 GPS receivers, 2 flight director displays, etc, etc, etc.

Not your average instrument approach.

Those are showing up around here. They're called RNAV (RNP) IAPs with
Special Aircrew and Aircraft Authorization Required (SAAAR).

There are perhaps a dozen of them published by the FAA, with 25-50 per
year on the schedule to be added.

Check PSP Runway 13R.

I'd not seen an approach like that in the US. Thanks
for pointing me to the Palm Spring 13R RNAV plate.

Ronnie

"Sam Spade" wrote in message
...
Ronnie wrote:
One of the guys I taught as an instrument student handed me
the Sept 25, 2006 issue of Aviation Week and told me to check
out the instrument approach to Linzhi, China on page 54. This
has to be one of the most unusual approaches ever. The entire
flight path looks like it was drawn with a twisted French Curve,
including the missed approach track. It basically follows a river
canyon through the Himalayan mountains. The airport elevation
is 9670', the IAP altitude is 25,200' and the missed approach hold
point altitude is 19,700' feet. There is an additional engine-out missed
a
pproach hold point to cover the event that you are unable to climb to
19,700' for the MAHP hold. This point ends with a hold at a point
145 nm from the airport.

A dual-redundant avionics suite is required, including 2 flight
management
systems, 2 GPS receivers, 2 flight director displays, etc, etc, etc.

Not your average instrument approach.

Those are showing up around here. They're called RNAV (RNP) IAPs with
Special Aircrew and Aircraft Authorization Required (SAAAR).

There are perhaps a dozen of them published by the FAA, with 25-50 per
year on the schedule to be added.

Check PSP Runway 13R.