Hi friends,can anyone explain how should i fly this non precision approach coming from north on a B737 flight?Thanks in advanceLuigi ;-)http://forums.avsim.net/user_files/92242.jpg

First I would get a real and current chart, they're free here, bottom of the page https://164.214.2.62/products/digitalaero/index.cfmThan I would intercept the LPD 10 DME arc and descend to 1700' turn inbound crossing the 069 radial, at 5 DME descend to the MDA.http://forums.avsim.net/user_files/92260.gif

Thanks for helping and also for the great link.Forgive my ignorance... so i should cross LPD(12)Arc at 6500 fts on the R.337, then intercepting LPD(10)Arc i should fly at pilot discretion until crossing R.069 at 1700 fts and fly the final heading 261

What puzzles me is why there is a published 6500 foot minimum at the arc entry when the 25 nm region centered on the VOR has an MSA of 2100. Perhaps this is for noise abatement or perhaps there is something high right at that boundary, or even lower altitude VOR accurate reception problems? I wonder what a topo would show there. When I get home I'll have to check it out.The 12 DME arc entry does coincide with the border of the 2100 MSA region. Then inbound you can drop to 1700 (by 5 dme). I would assume you can descend on the arc as well. If not, that's 4000 feet (aaprox) to drop starting on the inbound turn by reaching dme 5 at 1700, a distance of 5 nm for the initial descent. Deoending on ground speed, that part can be a very fast descent rate slowing to half that rate for 5 dme to the MAP (at which point you must go visual anyway since you are on top of the VOR).Luigi, taking the DME arc is at your choice so you do not have to fly over the VOR and then go outbound on one of the two teardrop procedure turns (which one depending on your category as determined by your speed and manuverability class). If you elect to enter at the VOR then at the VOR outbound you would cross at 3000 doing a slow descent to 1700 and hold that minimum until crossing the VOR inbound at which point you can descend to 500 for straight in to runway 26.The heavy closed arrows (barbs) on the arc or procedure turns means that one of those paths is mandatory. I also note that there is no arc entry from the SE area. Perhaps this might have to do with VOR nav weaknesses in these areas or other causes.Interesting.

Luigi,Download the entire U.S. AIR FORCE INSTRUMENT FLIGHT PROCEDURES MANUAL,it's free herehttp://www.e-publishing.af.mil/afpubs.aspenter INSTRUMENT FLIGHT PROCEDURES in the "LONG TITLE" search box and save both of the files below, they cover everything you need to know about instrument flying.AFMAN11-217V1AFMAN11-217V2

I agree with everything you said except this:" slow descent to 1700 and hold that minimum until crossing the VOR inbound at which point you can descend to 500 for straight in to runway 26."According to the approach depicted above, this is incorrect. You would hold 1700 until 5 DME (FAF) and decend as quickly as practical to the MDA.CraigEDIT: One more thing I forgot to add....crossing the VOR inbound is the MAP.

Yep. Stand corrected. Thanks.

http://web.tiscali.it/lampedusa/has aerial photos of main parts of the island including three of the airport with one from the south. The southern view to the north of the airport does show some obstacles which at close range low altitudes might intefere with VOR line of site reception although they are quite low. Basicly the strip is surrounded by water on the north east and west sides.It is too small an island to show any topo features on my air atlas. I would guestimate its location about 120 nm WSW of Malta.It is interesting to compare the pix with the chart to see why the final approach is preferred from the east and the arc is from the north.

Hi,downloading that manual as posting.Thanks a lotLuigi ;-)

hey 737 Pilot, that's a great link! I downloaded the files and lots of info. That link should almost be put in tips and tricks, it's great. Thanks!billg