NJA KASE apporach question...

[FLYLOW22]

Flying into KASE is easy at NJA.

Fly to DBL.

Be configured by DBL.

Descend on profile.

At ALLIX, if you see the runway... land. If not, fly the missed.

There ya go. All the secrets of the universe right here in this thread.

 

[gunfyter]

How do we fly from DBL to ALLIX if we are cat D? I mean accept the approach?

 

[gutshotdraw]

If you're IMC and you want to be legal, you don't.

By the way, Flylow has it right. Allix on profile, configuration, and speed for the straight in or hello RIL.

 

[gunfyter]

Thanks. That was my point.

 

[CL60]

If on your "missed segment" you category is in a Category not authorized (you are already D, so its not), you cannot fly the approach, since the MISSED APPROACH PROCEDURE is PART OF the overall INSTRUMENT APPROACH PROCEDURE.

Ie, terrain clearance based on speed, etc.

Lets RE-QOUTE THE AIM again

So if you are CAT C but on the missed you are CAT D, you cannot shoot this approach.

lets look at the actual chart

http://myairplane.com/databases/approach/pdfs/05889VDGC.PDF

see the missed approach path depicted? See the terrain? The TERPS people have decided that "hey planes at XXX speed just safely cannot do this approach" and thus CAT-D is not approved. This includes the "Missed Approach" portion, which must be flown should landing not be possible.

Other factors to consider:

AIM 5-4-20, b, 1, (Circle)

1. Circling approach protected areas are defined by the tangential connection of arcs drawn from each runway end. The arc radii distance differs by aircraft approach category. Because of obstacles near the airport, a portion of the circling area may be restricted by a procedural note: e.g., "Circling NA E of RWY 17-35." Obstacle clearance is provided at the published minimums for the pilot that makes a straight-in approach, side-steps, circles, or executes the missed approach. Missed approach obstacle clearance requirements may dictate the published minimums for the approach.

Final Approach Obstacle Clearance
"C" 1.7NM
"D" 2.3NM

AIM 5-4-21 (Missed)

b. Protected obstacle clearance areas for missed approach are predicated on the assumption that the missed approach is initiated at the decision height (DH) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published on the approach chart.

(The approach plate indicates a Takeoff Minimum and [Obstacle] Departure prodedure is published. 460'/NM to 14,000' is the requirement in this procedure. According to the AIM, you'll need to have the ability to SE climb about 3,800 feet at 460'/NM on the missed).

g. Missed approach obstacle clearance is predicated on beginning the missed approach procedure at the Missed Approach Point (MAP) from MDA or DA and then climbing 200 feet/NM or greater. Initiating a go-around after passing the published MAP may result in total loss of obstacle clearance. To compensate for the possibility of reduced obstacle clearance during a go-around, a pilot should apply procedures used in takeoff planning. Pilots should refer to airport obstacle and departure data prior to initiating an instrument approach procedure. Such information may be found in the "TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES" section of the U.S. TERMINAL PROCEDURES publication. ​

 

[CL60]

ASE catalyst

BTW, everything discussed here is being reviewed as a direct result of the ASE GIII crash. Approach categories, a/s or g/s, protected radii, high desity alt effect on turning radii, etc... Specifically, they are focusing on airports surrounded by high terrain and the ambiguous interpretations by many aviation professionals of the subjects discussed here.

See: AIN online;

Aspen crash prompts approach controversy

 

[FL420]

It's posted on the plate whether it's a Pans-Op approach or not. The legend and index info in the front of the Jepps gives the circling and terrain clearance info. You don't have to commit that stuff to memory.

Actually, the design criteria of the IAP may or may not be printed in the lower left corner of the Jepp approach plate. Jeppesen is adding the words TERPS or PANS-OPS as it revises approach plates. Older plates that haven't been revised recently are blank along the margin in the lower left corner. This, of course, is done to save money.