Chart Wise: Kitchener/Waterloo, Ontario ILS Rwy 26

The notes on this chart indicate that the pilot is required to either be flying the approach while in contact with ATC receiving RADAR vectoring services or have a suitable (GPS) RNAV GNSS system. If the pilot is not in ATC contact or does not have a suitable IFR-capable RNAV GPS system, this approach would not be authorized.

A note on the chart indicates that the “localizer is reliable only within 10 degrees of either side of centerline.” A pilot would do well to keep on the course, or risk inaccurate course deflection depictions as they try to re-establish your course.

In a modern integrated IFR navigation system, the pilot with an aircraft equipped with IFR-capable GPS can choose to fly the approach using GPS-based waypoints. They might choose to use either the MAPEM or OMTED waypoints for example to feed themselves to the LIBIL intermediate fix and then transition to using the ILS frequency and localizer course to fly the approach inbound to the airport. An approach such as this can leverage multiple navigation sources to conduct an approach more accurately and efficiently.

If a pilot is using DME on this approach not derived from their GPS, but from the more traditional VHF frequency source, they should note that the Localizer and the DME frequency sources are different frequencies. The LOC is tuned to 110.7 while the DME source is from the YWT VOR on 115.0. The distance difference may be negligible, but make sure your DME reference point is from the correct frequency.

On this approach a special procedure is offered for a lost communication scenario that has the pilot fly 255 degrees while climbing to 4,000 feet msl and then intercept the 262 radial degrees to the YYZ VOR 25 DME point at the LIBIL waypoint. It is important that the pilot follow these directions and not just hit “GPS Direct” to the LIBIL waypoint. The pilot is supposed to intercept the 262 radial and fly to the northeast along that radial inbound to toward the YYZ VOR (112.15) until they reach the 25 DME point from that VOR where they would hold inbound on the localizer at LIBIL for “five minutes before executing the approach procedure again” or following alternate ATC instructions. It’s important that the pilot takes the time to properly program navigation sources and select headings and courses when flying this complex missed approach procedure.

This feature first appeared in the October Issue 951 of the FLYING print edition.