[Note: This is one of my ambitious posts, that I've been meaning to do for a while. If interested, please read the text, or jump to the B737-200 images below...]

I have been lately reading about the "proprietary" and "un-published" (but "approved") IFR approaches developed by certain airlines, exclusively for their own use. For example, Alaska Airlines has pioneered many RNP approaches into its regional airports, been forced to do so, due to inherent geographical terrains and weather factors that preclude normal IFR approaches into such airports and runways. I also recall now, from years ago, reading, in the Airways magazine, interesting accounts of the (first ever) such (regulatory certification) activities, by Alaska Airlines pilots. One good example of it is the (atypical) Rwy 26 approach to PAJN (Juneau International), the normal approach to PAJN being from the West to Rwy 08 (in the SIM, I recall flying the "LDA X Runway 08" approach into PAJN, a couple of times, - LDA, here, meaning "Localiser Type Directional Aid"). 

Prior to the development of such procedures, operations even into the PAJN Rwy 08 frequently had been interrupted or delayed because of low visibility and ceilings. When the wind shifted, making operations on runway 08 difficult or impossible, the opposite runway, Rwy 26, was unusable because it lacked an approach landing aid and associated procedures. At that time, no precedent or/and guidelines had been set for using the RNP technology to achieve specific such (economic and safety) benefits. Determined to improve reliability and safety at Juneau, Alaska Airlines, with the assistance of Boeing navigation system and performance experts, used its knowledge of the RNP technology, airplane performance (mostly 737s), and flight operations to design and gain operational approval of an RNP 0.15 RNAV approach to Rwy 08 (in addition to the "LDA X Rwy 08").

Next, the team developed also an RNP RNAV approach to the (much more challenging) Rwy 26, providing the first instrument approach available to that runway, from the east i.e., from the forbidding (inland) mountain side. Because that (non-linear) final approach literally wound its way down a mountain valley, a novel and innovative combination of Earth-referenced waypoints, on-board navigation technology, and the (GPS) satellite network, had to be used for designing the new (RNP) procedure. Subsequent RNP RNAV procedures have been developed and approved for Sitka, Ketchikan, Wrangell, Petersburg, Cordova, and Kodiak. If one today looks up IAPs (Instrument Approach Procedures) for PAJN, one would commonly find two approaches for Rwy 08 (alluded to above), and also listed below, but none for Rwy 26, at least, that you and I could simulate.

1. PAJN Approach - LDA X Runway 08
2. PAJN Approach - RNAV (GPS) V Runway 08 

In this post, for a bit of "virtual" fun...🙂...and purely as a casual simmer, my "layman" objective and exercise (one that I've meant to do for a while) is to attempt to (manually) land an early-version 737 on (PAJN) Rwy 26 (here, I've used the CS 737-200 model, in the nostalgic old color of Continental; Alaska Airlines had actually also used (early model) 737s, in its very first exploration and certification of such procedures). There are a few (though limited) discussions of this atypical PAJN Rwy 26 approach, available, on-line, if one's interested, but, my own simple flightplan is guided by a tip that "MARMN" intersection could be used as a good starting point for the Rwy 26 Approach. So, lifting off from (nearby) PAWG (Wrangell) airport (~!50 nms to the south), I've headed straight north to MARMN intersection. Additionally, my GTN750 offered a "Visual" Approach option to PAJN Rwy 26, by providing one additional Fix "V3NM", located 3 NMs out along the extension of Rwy 26. Beyond 3 NMs, of course, the mountains dominate...!!

So, throughout this Rwy 26 approach, one has to be mindful of the dangerous terrain. Without having (privileged) access to any of the FMS guided (sophisticated) RNP RNAV approach waypoints, I've followed a "home-made" (simplified) altitude profile, as follows. BTW, I practiced this (below) sequence, once, in advance, on my GTN750 Trainer (see the first 4 screenshots, below), prior to taking command of the 737-200...🙂...so, I was already familiar with my (self-fabricated) approach path and minimum altitude requirements beforehand (thanks to the simulated setup (and excellent situational awareness) of the Garmin Trainer...a simulation of my intended simulation, in this case...). The subsequent CS B737-200 flight was certainly more serious stuff than the practice run on the Trainer...and, kept me on the edge of my (pilot's) seat...🙂...all the way to touchdown...

Here is my (fictitious) Rwy 26 Approach sequence (please refer to the GTN750 Map overlays in my screenshots, below):

1. Lift off PAWG and climb to 10,000 ft (DIR->To MARMN intersection).
2. Descend gradually to ~5,000 feet at MARMN intersection.
3. From MARMN, while in DIR->To V3NM Fix, descend, further, in steps (5,000 ft -> 3,500 ft -> 2,500 ft -> ~1,500 ft), up north along the narrow valley. This segment is tricky, requiring vigilance, because of dangerous terrain, being overflown and present nearby.
4. From V3NM Fix, descend sharply, straight in, to land on Rwy 26.

Since my CS 737-200, here, is equipped with neither FMS nor GPS, I've myself added a 2D pop-up of my (trusty) GTN750, and, for simplicity, have just (manually) followed the "magenta line" of my flightplan route [PAWG->MARMN->V3NM->Rwy26].

As customary, for me, whenever I happen to go back to such classic planes (after a long break), I have performed, a Cold & Dark Engine Start-up of the 737-200, on the ramp, at Wrangell (PAWG) airport. 

Hope you enjoy these pictures of this Classic Boeing in the Classic Continental Airline color (1968–1991 "meatball" logo), or/and also this account of my challenging and nerve-racking...🙂...approach/landing into Rwy 26 of Juneau. I did make it safely to the Rwy Threshold (see images). And, though, it was far from perfect, I learned a few lessons, and there are aspects that can be improved (especially) in the final 3 NMs...(if/when I get to do it all over again)...

Thanks for your interest...!!

Happy Thanksgiving to the folks in U.S. and a good weekend to all...!

[CS (737-200), Orbx (SAK)]

Nice set of shots! 🙂 

Great set of shots, and to say i love that classic Birds !

cheers 😉

Alaska738, pmplayer and folks: Thanks very much...!!

(pmplayer: I'm with you for such Classic Birds...🙂...)

 

Aaahh, haven't seen that bird in a long time. Thanks for bringing it back to us, P_7878!

That Livery brings back Memories ...Great Shots!!

Great shots and example of building an approach to an airport. 

Interesting on the Juneau approach.  Back in 1969 I worked the tower at PAJN and got my intstrument rating.  Been away from all of that for several years now but remember the old LDA approach using radials from 'Sisters' VOR as step down fixes.  Killed that Alaska 727 - stepped too soon.  They've come a long way from the days when airlines to Juneau landed at Gustavus  (had an ILS) and passengers enjoyed the completion of their trip on an Alaska Coastal 'Goose'.

Edited December 1, 20214 yr by olderndirt

Bernd, Patrick, duesenwerni, OnD:

Appreciated the additional comments...🙂...!!

 

22 hours ago, olderndirt said:

Interesting on the Juneau approach.  Back in 1969 I worked the tower at PAJN and got my instrument rating.  Been away from all of that for several years now but remember the old LDA approach using radials from 'Sisters' VOR as step down fixes.  Killed that Alaska 727 - stepped too soon.  They've come a long way from the days when airlines to Juneau landed at Gustavus  (had an ILS) and passengers enjoyed the completion of their trip on an Alaska Coastal 'Goose'.

How far they have come...how true...especially having pioneered the use of newer technologies in such dangerous (but beautiful) regions...

Thanks for the recollection...!