Flight Approach Procedure

Flight Approach Procedures at Eagle County Airport

flight approach map at Eagle Airport

Flight Approach Instruments and Equipment Plus Procedures

EGE has been surrounded by mountains terrain that limits radar coverage of EGE’s Denver Air Route Traffic Control Center (ARTCC) that is the control center where the clearances are issued to all instrument flight rule (IFR) approach. IFR approaches are employed to direct aircraft towards the runway in times that have reduced visibility as well as cloud levels (ceiling) often referred to in the context of Instrument Meteorological Conditions (IMC).

Minimum approach requirements are based on many factors, including obstacles, navigation equipment, approach lighting, and reporting equipment. Because of FAA obstruction clearance regulations, the most significant impact when approaching mountainous terrain affects instrument approaches , which results in higher minimums for approach (ceiling and visible parameters) for EGE. At present, the FAA recognizes three approaches; Precision and approach with vertical Guidance (APV) as well as Non-Precision.

The following below are FAA definitions for the various types of approach 2.11 Precision Approach A precision approach procedure that gives direction and guidance for vertical paths that is in line with International Civil Aviation Organization (ICAO) Annexe 10 requirements. ILS, Precision Approach Radar along with MLS provide examples of precise approaches that are typically mentioned as part of the traditional approach technology through the use of ground-based navigational aids.

Approach Procedure

Approach Procedure that includes vertical Guidance (APV) A type of instrument approach based upon the navigation system. It does not need to be in compliance with the requirements for precision approach in ICAO Annex 10 but provides information on glidepath deviation and course. Baro-VNAV LDA that includes glidepaths, VNAV/LNAV as well as LPV are an example of approaches to APV. The guidance provided for APV approaches through GPS does not require GPS-based navigational aids that are based on the ground. Non-Precision Approach Instrument Approach – A method of approach based on a GPS navigation system that provides the information on course deviation, but not glidepath deviation information. VOR, NDB, LNAV along with circling minimala, are all examples of non-precision methods.

The guidance provided for non-precision approaches through GPS does not need GPS-operated navigation aids on the ground. Instrument Landing Systems (ILS) approaches are classified into 3 categories: II, CAT II, and III that are based on the minimum altitudes that an aircraft can descend. Cat I Systems are among the more commonly used ILS that are found in airports, because CAT II and CAT III systems can be used to lower minimum altitudes and require more airport investment.

It is crucial to note that the making use of these techniques is contingent on the aircraft being equipped, certified and trained aircrew. GPS instrument approaches based on satellites adhere to the same fundamental guidelines as ground-based systems with the minimum acceptable for approaches that use only horizontal guidance of 300-1. With the introduction of vertical guidance via Wide Area Augmentation System (WAAS) or Ground Based Augmentation System (GBAS) The lowest minimums are typically 200-1/2 . The visibility could be decreased by 1/4 mile by installing an approach light system.

Non-precision strategies

At present, Runway 25 has two published non-precision strategies: an RNAV (GPS)-D approach, and an LDA/DME method. In addition to these publicly-published methods, Runway 25 has two approaches that are not published and are referred to under the term “Specials”. These Specials require a special aircraft and aircrew approval through the FAA Flight Standards District Office (FSDO) prior to the use. One special is one that is an ILS also known as Localizer (LOC) with a Distance Measuring Equipment (DME) to approach. A terrain that surrounds it blocks a 3-degree ILS glide slope, resulting in an unstandard ILS glideslope that is 3.8 degrees. Another Special is an LOC Flight Management System (FMS) approach.