You have - Freedom, frequency, Finance Thing of Rent, Owning, Join a flying Club
There are Owing expenses/Operating Expenses
Aircraft (Select Aircraft based on Price, useful load, seats, speed, equipment, Performance, Range) Hangner cost /month Cost of fuel Insurance 1,500 Anual Subscription 1,000 Oil Changes Engine Reserve for overhaul/ replacement
Purchase price, Airplane year, Engine time, Avionics, Damage history Log review, Pre-Purchase inspection purchase process- change of registration that goes to FAA
Annual (pull out seats, inspection plates, Check all AD, replace oil/Oil filter, check engine compression, log in log book, $1,724
Transponder Certification - $130.
Broken stuff - Nose Sturt Shimmy Damper Front Wheel Break Fluid Tire
Hongdae - Night Life, Art, street show music, Sulbing
Yeonnam-Dong- Cafe
Day 4 (Day out of Seoul)
Nami Island or
Everland Theme Park, 2 hr bus ride from Seoul show rides, Zoo
Day 5
Gangnam - , high end stores, underground shopping mall, COEX Mall
Bongeunsa Temple - Budda statue
South Korea to Busan with Bullet Train KTX cost $60 per person
Busan -Boat Ride 1hr 30min cruse 25,000 Won from Jagalchi Fish Market Pier. Biff Square
Busan's Main Streets- Seomyeon; Gwangbok-ro; Haeundaehaebyeon-rohttps://www.hotels.com/go/south-korea/kr-most-popular-streets-busan
https://www.youtube.com/watch?v=saFn0RUtXjo
T-money card SmartCard (buses, subways, convenience store purchases)
you can but it at the emart24 convenient store T-Money Smart Card cost 2500Won then you have to load it at the Self Serving Ticket Serving Card Recharge station/Kayos
Korean Won
Busan
At many restaurants the silverware/napkins are in a side drawer of your table (some foreigners think the waitress is neglecting them by not bringing them)
Drinking water is often self serve. Walk to the corner of the restaurant and fill a cup from the carafe or dispenser
Waiters will not routinely come check on you. There is a buzzer on the table you press if you need one to come over
Just like in Japan, it's fairly safe to leave your belongings to claim an open table at a coffee shop while you go up to the counter to order
If all your bowls/plates came out on a tray (instead of individually), there's an expectation that you take the used bowls/tray to the counter when done instead of expecting the waitress to come get them. Best tip is watch what other diners are doing.
That thing at a crosswalk that resembles the button you push in the US to make the light turn green isn't that. It's a button to alert someone nearby that a blind pedestrian needs assistance crossing the street
Korea overall isn't as scam-culture as other places (the mental energy I exerted in Paris, Italy, Morocco, etc. to not get scammed at every turn) but what has happened is the growing tourism caused an inflation of prices to match western expectations. So a street snack that used to be $1.75 is now $3 (what an American might expect). Such pricing is most common where the foreigners per capita are. Go to stalls where you only see locals and they're often much cheaper (and better tasting).
Fancy coffee/pastry are two items that's exactly as expensive as they might be in North America, but a lot of other things are cheaper (just not southeast Asia or eastern Europe cheap). You could take a taxi from Seoul Station to Hongdae for about 11,000. But in nightlife districts after midnight (when trains stop running) there will be obscene surge pricing.
When on public transport, don't speak using outdoor voice, or even have a long sustained conversation in indoor voice. Just like in Japan, public space is quieter than in the west. If you read the room you'll find many locals are watching their phones with airpods on or eyes closed because they're tired from work.
Pay attention around cars especially in narrow alleyways. Pedestrians don't have the right of way like in America. It's not like the driver will run over you but they'll angrily honk.
I like your positive attitude in the face of stressful events and look forward to watching future videos.
Class A - 18,000'MSL to 60,000'MSL (Not depicted in Chart) - Requires Instrument Rating - Enter ATC Clearance
Class B
- 3 Solid Blue Rings Shelves Base & Ceiling Top 10,000' MSL - Required -2 way radio, Transponder with Altitude reporting capabilities (call a Mode C Transponder), - ADS-B OUT - Enter ATC Clearance, "Cleared into Bravo" -Visibility- 3SM - Cloud Clearance- Clear of Clouds (CC) 3/CC
Class C
- 2 Solid Magenta Ring (Inner Ring Surface to 4,000' AGL, 5 miles Radius)(Outer ring 12000' to 4,000' 5 miles Radius) - Required -2 way radio, Transponder with Altitude reporting capabilities (call a Mode C Transponder), - Enter Establish 2 way communication with Tower They must use your callsign) -Visibility- 3SM - Cloud Clearance- (3/152) 500' Below, 1,000' above, 2000' away
Class D
- Dash Blue (Surface to 2500'AGL, 5 Miles Radius) - Required -2 way radio, Enter Establish communication with Tower - ADS-B OUT -Visibility- 3SM - Cloud Clearance- (3/152) 500' Below, 1,000' above, 2000' away
Class E
-Controlled Airspace - Support IFR traffic - Required Equipment (Below 10,000' MSL - None, Above 10,000'MSL -Mode C Transponder With Altitude Reporting) ADS-B out - Enter No requirements
Class G (Uncontrolled)
- Staring Ground to 700'AGL, to 1,200'AGL, to 14,500MSL - Required None - Enter No Requirement 18,000 depicted on Sectional Chart. Special Use Airspace - Prohibit, Restricted, Alert, Special Airport Traffic, ADIZ, Mode C, National Security, TRMS Floor, Ceiling, Lateral Limit
Class BRAVO Busy MSL
3SM Solid Blue Bos, NY, LAX, Miami 10,000' to Ground (ceiling/Shelf) Speed Limit
Class CHARLIE Charter Jet
3SM 4000'AGL x 5MN (MN800' longer than Statu Mile) ATC Permission Solid Magenta
Class DELTA 3SM Dimention: Surface to 2,500' x 4.3NM
A - Altitude - Maintain _______ expect ____________ (5 or 10 depending on departure)
F - Departure Frequency _______
T - Transponder SQUACK _________
----- TRANSITION FROM TOWER TO DEPARTURE -----
Cessna 34Y, Turn left heading 360 - Left 360 , 34Y Cessna 34Y,, Turn left heading 090 - Left 090 , 34Y Cessna 34Y, You are 11 miles from RUKIY Turn right heading 160 Maintain 3,000 until established on localizer Clear ILS Runway 18 approach - Right 160, - maintain 3,000 until establish on localizer - Clear ILS Runway 18 approach 34Y
Cessna 34Y, Contact Tower, 119.3 Have a good day - Tower 119.3 34Y good day
----- TRANSITION FROM APPROACH TO TOWER -----
----- TRANSITION FROM TOWER TO GROUND -----
Bug - Final Approach course on HSI Descend Checklist (Weather, NOTAMS, Approach Tower Ground
CLEARED (type) APPROACH.
CLEARED APPROACH. (To authorize a pilot to execute his/her choice of instrument approach), CLEARED (specific procedure to be flown) APPROACH. (Where more than one procedure is published on a single chart and a specific procedure is to be flown), CLEARED (ILS/LDA) APPROACH, GLIDESLOPE UNUSABLE. (To authorize a pilot to execute an ILS or an LDA approach when the glideslope is out of service) CLEARED LOCALIZER APPROACH (When the title of the approach procedure contains “or LOC”) CANCEL APPROACH CLEARANCE (additional instructions as necessary) (When it is necessary to cancel a previously issued approach clearance)
Clearances authorizing instrument approaches are issued on the basis that, if visual contact with the ground is made before the approach is completed, the entire approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a visual approach, or cancels their IFR flight plan.
Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” or “Procedure not authorized at night” or Snowflake icon with associated temperature.
In some cases, the name of the approach, as published, is used to identify the approach, even though a component of the approach aid, other than the localizer on an ILS is inoperative.
Where more than one procedure to the same runway is published on a single chart, each must adhere to all final approach guidance contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC.
The use of alphabetical identifiers in the approach name with a letter from the end of the alphabet; for example, X, Y, Z, such as “HI TACAN Z Rwy 6L or RNAV(GPS) Y Rwy 04”, denotes multiple straight-in approaches to the same runway that use the same approach aid.
Alphabetical suffixes with a letter from the beginning of the alphabet; for example, A, B, C, denote a procedure that does not meet the criteria for straight-in landing minimums authorization.
14 CFR Section 91.175(j) requires a pilot to receive a clearance to conduct a procedure turn when vectored to a final approach course or fix, conducting a timed approach, or when the procedure specifies “NO PT.”
An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; that is, “proceed direct to....” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route.
Approach name items contained within parenthesis; for example, RNAV (GPS) Rwy 04, are not included in approach clearance phraseology.
Pilots are required to advise ATC when intending to apply cold temperature compensation to instrument approach segments. Pilots must advise ATC of the amount of compensation required for each affected segment on initial contact or as soon as possible. Pilots are not required to advise ATC when correcting on the final segment only. Controllers may delay the issuance of an approach clearance to comply with approved separation requirements when informed that a pilot will apply cold temperature compensation (CTC). Pilots will not apply altitude compensation, unless authorized, when assigned an altitude prior to an approach clearance. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible. This eliminates pilots having to climb once on the approach.
REFERENCE-
FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS). P/CG Term - COLD TEMPERATURE COMPENSATION. AIM, Para 5-1-17, Cold Temperature Operations. AIM, Para 5-5-4, Instrument Approach.
There are some systems, for example, Enhanced Flight Vision System (EFVS), which allow pilots to conduct Instrument Approach Procedures (IAP) when the reported weather is below minimums prescribed on the IAP to be flown.
REFERENCE-
14 CFR § 91.175(l). P/CG Term - EFVS.
For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is:
Established on a segment of a published route or instrument approach procedure, or (See FIG 4-8-1)
EXAMPLE-
The aircraft is established on a segment of a published route at 5,000 feet. “Cleared V‐O‐R Runway Three Four Approach.”
There’s little that’s more essential to an instrument pilot than the approach clearance. We controllers issue them all day long. I fully expect much of my frequency time to be spent issuing approach clearances for either training flights or weather-related needs.
Routine or not, an approach can have a lot of nuances. Its sole purpose is to safely get an aircraft from the air to the ground in bad weather. The pilot is busy managing everything to fly that approach. My job as a radar controller is to make your job as successful and effortless as possible. After all, you’re the one in the soup, not me….
When I first started training on radar, my instructors beat a simple acronym into my head: PTAC, pronounced “P-tack.” That little term reminded me of all the required core elements in a good approach clearance: position, turn, altitude, and clearance. Each of those components and ATC regulations contribute to getting you to the runway via a stable approach.
Close Enough
The “position” part is easiest: issue the pilot’s distance from a point on the approach. That fix could be an IAF, FAF, a navaid used for the approach, or the airport itself.
Keep in mind that we’re usually “eyeballing” this distance. While our radar does have tools allowing us to measure precise distances, we often simply don’t have time to use them. We rely instead on mileage “tick marks” drawn on our radar maps. Each mark is either a mile or half a mile, depending on the facility.
Over time, we develop an eye for it, but it’s still an estimate. We’re gauging moving objects, affected by varying winds, tracked by radar that’s a few seconds behind. So, if you’re showing you’re 3.6 miles from the FAF, and ATC says, “three miles from [FAF name],” it’s okay. Obviously, if it’s off by a significant amount, or they say the wrong fix, question it.
I’ll add that this particular rule was written long before GPS. The fact is, with the tools in modern cockpits you probably know exactly where you are. However, we still give the distance to enhance situational awareness for those without the fancy toys.
Terminal Arrival Areas (TAA)
Terminal Arrival Areas (TAAs) make a controller’s life a bit easier, and can greatly simplify the clearance. In the TAA, the PTAC “T” is a clearance direct to the IAF. The “A” is built right into the chart. So, according to the 7110.65 paragraph 5-9-4 (e), the controller just needs to give a position and issue the clearance.
In this example image from FAA Order 7110.65, we have three aircraft to clear via TAAs. Assume they’ve already been cleared direct to their relevant fix and their turn to final isn’t over 90 degrees. Aircraft 1: “Proceed direct CENTR. Seven miles from CENTR. Cleared RNAV Runway one eight approach.” Aircraft 2: “One five miles from LEFTT. Cleared RNAV Runway one eight approach.” Aircraft 3: “Thirty-six miles from RIGHT. Cleared RNAV Runway one eight approach.”
Per the Instrument Procedures Handbook, “Once cleared for the approach, pilots may descend in the TAA sector to the minimum altitude depicted within the defined area/subdivision, unless instructed otherwise by air traffic control. Pilots should plan their descent within the TAA to permit a normal descent rate from the IF/IAF to the FAF.”
This TAA is specified by the three arcs extending 30 miles from each fix. Once cleared for the approach, the pilot is expected to maintain any previously assigned altitude until inside that arc. Aircraft 1 and 2 could start their descent immediately to the TAA sector’s altitude, 3000 feet in this case. Aircraft 3 would have to wait until it’s inside 30 miles from RIGHT.
TAAs have caused confusion for both pilots and controllers. A little extra verbiage might ease the mind. If there’s traffic or another concern below Aircraft 3 prior to it entering the sector, a controller may emphasize, “Maintain 4000 until inside the TAA.” It wouldn’t be a bad idea for the pilot to state, “Leaving 4000 for 3000,” when starting descent. The Handbook has a lot more info on TAAs.
Turn it Up
Now we’ve got an idea of your position. How are you getting from there to the approach? ATC can either clear you via an initial approach fix, or via radar vectors to a portion of the approach. Those direct “fix” clearances or headings must, again, be issued in compliance with ATC rules.
For “fix” clearances via an IAF, we must first tell you to proceed direct to the fix in question and issue an altitude to maintain until you cross that fix. “Seven miles from FIXXX. Proceed direct FIXXX. Cross FIXXX at 3000, cleared RNAV Runway 18 approach.” However, ATC must remain cognizant of the kind of turn you must make when you hit that fix and need to turn towards the approach. Some approaches have procedure turns built-in, allowing you to hit that fix from any angle, make the PT, and come back in on the approach.
However, if we’re expecting you to proceed directly to the IAF and turn on to the approach straight-in we must ensure that turn to the approach course is no more than 90 degrees. Just the hard 90-degree turn on its own can be tough for some pilots to manage, resulting in spill-outs and corrections. Making a sharp U-turn isn’t at all conducive to a stable approach.
That same desire for a stabilized approach guides the FAA’s controller regulations for issuing vectors to final. Whereas clearances via IAFs have 90 degrees of leeway, vectors to a final approach course have much tighter tolerances, since you may be joining well inside any IAFs.
These vectors are based on an imaginary point called the “approach gate.” Take a look at any final approach fix. The approach gate is one mile out from the FAF. Per the Pilot/Controller Glossary: “The gate will be established along the final approach course 1 mile from the final approach fix on the side away from the airport and will be no closer than 5 miles from the landing threshold.” That’s a mile from the FAF or five miles from the threshold, whichever’s further out.
If our vector has you intercepting between zero and two miles from the gate (i.e. within three miles of the FAF), we can’t use more than a 20-degree intercept angle. For an ILS whose localizer is 090 degrees, intercept headings are between 070 and 110. For an intercept over two miles from the gate, we can use up to 30 degrees (060-120 in the example), since you have more time to get established.
In some cases we aren’t allowed to intercept inside two miles from the gate. Weather is one. We must add the extra mileage if the ceiling is less than 500 feet from our Minimum Vectoring Altitude or the visibility is less than three miles—getting extra time to get stabilized is helpful. Also, vectors to final for an RNAV approach gets the added distance, in part to allow the GPS time to verify it’s captured the approach properly and increase sensitivity.
Can you be vectored closer than the approach gate? Yes, but you need to ask for it. In section 5-9-1 (a) of the 7110.65—it says: “If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.” Basically, if you ask for it, I can vector you directly at the FAF. This doesn’t apply to RNAV approaches for the reason listed earlier.
Confirm the Concrete
Does the runway always have to be part of an approach clearance?
Not necessarily. Given that an approach’s purpose is to get you to a runway, shouldn’t ATC always specify that runway in the clearance? Actually, the 7110.65 allows us to skip saying the runway if there’s no runway ambiguity.
For instance, if an airport has an ILS Runway 9 approach, but three RNAV approaches to other runways, I don’t have to state “Runway niner” if I clear you for the ILS—position, turn, altitude, and “Cleared ILS approach.” If there’s only one ILS, logically that’s the only one you can fly. However, I’d need to define the runway if I clear you for an RNAV approach, since there are three possible choices.
If I’m feeling especially carefree, I don’t even have to say the approach name. “N123AB, one zero miles from [airport]. Cleared approach.”
Per the Pilot/Controller Glossary, “cleared approach” grants “ATC authorization for an aircraft to execute any standard or special instrument approach procedure for that airport.” You have permission to fly any approach you want to that airport. Want an ILS? An RNAV? An NDB? Do what you want.
AIM 5-4-7 (e) provides more guidance: “…pilots must execute the entire procedure commencing at an IAF or an associated feeder route as described on the IAP chart unless an appropriate new or revised ATC clearance is received, or the IFR flight plan is canceled.”
Now, the glossary does throw some cold water on the proceedings: “Normally, an aircraft will be cleared for a specific instrument approach procedure.” In the real world, most controllers simply have too much traffic to write a blank check and let the pilot go nuts. But, it can happen if it’s quiet out there. —TK
Keeping Your Lunch
Obviously, we can’t let you descend before it’s safe. Per 7110.65 5-9-4 (c) we must, “Issue approach clearance only after the aircraft is … assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.”
The route of an instrument approach has been checked and ensured to be clear of obstacles and terrain. However, until you are established on that approach, ATC must ensure you stay above those threats.
So, we assign an altitude equal to or above the IAF’s altitude, which you are expected to maintain until established on the approach. “Maintain 3000 until established on the localizer.” Or, “Cross FIXXX at or above 3000.” Once you meet those conditions, you’re safely in TERPS-designed territory and can descend on the approach profile.
That “at or above” restriction must consider aircraft performance and permit a stabilized approach. Expecting a pilot to drop 5000 feet in five miles won’t work. Controllers have to plan ahead and—like the turns to final—descend the aircraft early enough to put it in good position for the approach.
Altitude is also used for traffic separation. Imagine you’re holding over an airport’s VOR at 3000 feet, requesting a VOR approach with a full procedure turn. Traffic is inbound, descending out of 2000 on the same approach. I can tell you, “Proceed outbound on the VOR approach; maintain 3000,” without an approach clearance. You’re cleared for the approach’s plan view, but not the vertical profile, instead holding 3000.
You’re outbound at 3000. The other guy is inbound at 2000 on final. If you start your descent now, you’ll drop right into him. But, you’re outbound for the procedure turn. As long as you don’t descend before then, you’ll both be safe. So, I’ll just say, “Maintain three thousand until procedure turn inbound. Cleared VOR Runway one eight approach.” Using good timing and altitude control, we can work traffic more efficiently.
Commencing Clearance
We’re now left with the clearance itself. Naturally, the clearance has multiple parts. We start with the word “cleared.” This is followed by the approach’s title, the runway (if applicable), the word “approach,” and then any circling instructions. We’ll only state the approach’s title that’s outside parentheses, so no “GPS” for an “RNAV (GPS)” approach.
We’ll also include the term “straight-in” if we don’t want you to fly any published procedure turn. Any time the intercept angle is 90 degrees or less, we’ve got to say “straight-in” if we don’t want a course reversal. This is important.
There’s often other traffic, and if you unexpectedly fly a procedure turn, things could get ugly. Here’s a tip: unless you and the controller have already, explicitly discussed the procedure turn or used the term “full approach,” confirm with ATC. “Approach, do you want a straight-in approach, or a procedure turn?” At times, procedure turns are prohibited (“NoPT”).
Of course, there are approaches with no straight-in runway and no runway in their title. They have only circling minimums and are named with a letter (VOR-A, RNAV-B, etc.). Commonly, the approach isn’t aligned within 30 degrees of a runway. It might require an unusually high descent rate, or the runway lacks sufficient marking or differentiation to meet straight-in requirements.
With a standard circling approach, the circling instruction will be the approach clearance’s final instruction: “Cleared VOR Runway two seven approach, circle Runway one eight.” For a “letter” approach, instead of stating a runway associated with the approach—since there isn’t any—we’ll just state the runway of intended landing. “Cleared RNAV B approach, Runway one eight.”
So, let’s fire off some PTAC. Requesting an ILS to Runway 9? “N782RT, six miles from [FAF]. Fly heading 130. Maintain 2500 until established on the localizer. Cleared ILS Runway niner approach.” Requesting the RNAV (GPS) Runway 18 with a circle to Runway 9? Oh, and the RNAV has a published procedure turn? “Eight miles from [IAF]. Proceed direct [IAF]. Cross [IAF] at or above 3000. Cleared straight-in RNAV Runway one eight approach. Circle to Runway niner”.
While there are other nuances, beginning with effective use of the basic pieces—position, turn, altitude, and clearance—ATC can help you safely and comfortably get down to the ground.
