Once this is determined, the pilot may safely descend from the altitudes specified for an airway to the minimum altitude specified for the sector in which the aircraft is positioned. When an MSA transition is used for the initial segment of the approach, the pilot must first determine that the aircraft is positioned with the specified 25 NM radius-using GPS or DME data, a position fix, or radar services. In the case of MSAs, however, the radius of minimum sector altitudes extends outward 25 NM, and are based on a specified published navigation aid-typically the Final Approach Fix, where this exists for an approach. They are based on data provided in a format similar to Obstruction Clearance Circles in the Canada Flight Supplement, providing minimum obstacle and terrain clearance altitudes within specified sectors surrounding the airport. MSA transitions are provided for in all published approach procedures. Where a specified transition exists, the 1000’ minimum clearance extends 4 NM on either side of the published track. The standard for published initial segment altitudes is 1000’ clearance over obstacle and terrain. The initial segment may contain a specified transition, an arc, or it may simply be based on the published Minimum Sector Altitude (MSA). It is during the initial segment that the aircraft departs the en route structure and begins to manoeuvre the aircraft into the intermediate segment. The initial segment connects the published approach the en route structure (airways). Each of these segments has a standard with respect to obstacle and ground clearances. A fifth element is typically included in published approach procedures, and this is referred to as the circling element, which may for practical purposes be regarded as a feature of the final segment. There are two types of precision approaches-the ILS and Precision Approach Radar (PAR) 1-and three primary non-precision approaches-NDB, VOR, Localizer (including Localizer Backcourse), and GPS.Īll approaches are composed of four segments-the initial, the intermediate, the final, and the missed approach. There are two broad categories of instrument approaches-precision approaches and non-precision approaches. In Canada, instrument approaches are developed by Transport Canada in accordance with the publication Criteria for the Development of Instrument Procedures (TP 308), and are published in the government publication Canada Air Pilot, as well as privately in the Jeppesen Airways Manual. Pressure Considerations and Temperature Corrections.IFR Procedures at Airports in Uncontrolled Airspace.Position Reporting at Controlled and Uncontrolled Airports.Intermediate Segments-Intermediate Fixes.And while I haven't tested every airport, it happens at almost every airport that I fly to, especially in the Q400.IFR Arrivals: Rules and Procedures Content Please let me know how I can fix this, if there's an easy fix or if it's something I need to change for each airport's runways. The Airbus 320/321 does a better job of landing properly, but still is sometimes off course.īoth the A320/321 and the Q400 have the latest Navigraph cycle installed, or second latest. I've tested to make sure it's not the winds by setting the winds to calm or 000/00. I landed to the right of that runway and almost in the water, before the runway, thus proving the g/s wasn't working properly. This is a big difference since I didn't actually land on the runway and can cause damage to the plane.Īnother example, the Q400 on the ILS 08 at CYTZ (City Centre at TORONTO), the glide slope and LOC are messed up. When flying the Majestic Q400, the Airbus Extended 320/321, or really any other aircraft, there are lots of problems when landing an ILS.įor example, yesterday on final with the Q400, established on the ILS 06L at CYYZ (Toronto Pearson), I actually ended up landing on the green grade between 06L and taxiway C. A few months ago I got into Prepar3D and this issue has been more and more predominant lately.
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