IFR Arrival-Enroute Descent vs. Penetration

FLIGHT TRAINING PUBLICATION (FLIP) STUDENT GUIDE

CHAPTER SEVEN

VOR - Very High Frequency Omnidirectional Range

LOC - Localizer

SDF - Simplified Directional Facility

LDA - Localizer Type Directional Aid

ARA - Airborne Radar Approach

All Navy aircraft are capable of flying TACAN and ASR approaches. As in PAR approach,

ASR requires only an operational radio. The T-34C and T-1A are also equipped with a VOR in

addition to the TACAN. Localizer (LOC) and Airport Surveillance Radar (ASR) approaches are

similar in that they use the azimuth portion of related precision approaches. An ILS approach

provides both azimuth and glideslope information to the pilot; a LOC approach provides only the

azimuth half of that system. An ASR approach provides the pilot with the azimuth half of a

PAR. A localizer back course (LOC BC) approach utilizes a localizer signal to a reciprocal

runaway by flying steering commands in reverse down to the missed approach point. Neither

LOC, LOC BC, nor ASR approaches provide an electronic glideslope.

IFR Arrival-Enroute Descent vs. Penetration

Aircrews that are flying in the high altitude structure have a choice of arriving via penetration or

enroute descent. The enroute descent may be requested by the pilot or initiated by the controller,

in which case he must advise the pilot of his intention to provide this service. The pilot may

refuse an enroute descent in favor of a high altitude penetration. The enroute descent, which

may begin more than a hundred miles from the destination airport, is designed to ease the aircraft

from the cruising altitude down to a final approach altitude. The penetration allows an aircraft to

remain at cruising altitude until making a rapid descent near the field on a high altitude

instrument approach procedure.

Penetration and Approach

An approach control facility, after receiving control responsibility from the ARTCC, will issue

the appropriate clearance to execute a specific instrument approach procedure. At first contact,

or at the latest prior to issuing the approach clearance, approach control will transmit the

altimeter setting, wind direction and velocity, runway information, current weather conditions,

and other information as appropriate. If ATIS is available, you are expected to copy this routine

information by tuning in the appropriate frequency and advising approach control on initial

contact that you have received ATIS, thus eliminating the need for the controller to repeat this

information.

Jet aircraft, normally operating in the high altitude structure, will often fly a High Altitude

Instrument Approach Procedure, which consists of a penetration and procedural track. The

penetration track takes an aircraft from the Initial Approach Fix (IAF) to the Final Approach Fix

(FAF) while descending to the minimum penetration altitude at 4000 - 6000 FPM and 250 KIAS.

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