KHQM: RNAV Approach and Landing

I took advantage of a CAVU day in the Pacific Northwest and flew the A36 Bonanza from Boeing Field (KBFI) in Seattle to Hoquiam, WA (KHQM). To practice using the avionics, I flew the RNAV RWY 06 approach in VFR conditions.

Here’s video of the descent, approach, and landing.

Descent and approach to RWY 06 at KHQM

Beautiful Day in the PNW

Here’s video from a short flight on a beautiful autumn afternoon in the A36 Bonanza from Boeing Field (KBFI) to Tacoma Narrows (KTIW) for a late lunch at the Hub restaurant. Enjoy the scenery.

Wingtip View


Here’s video from a recent IFR proficiency flight in my Beechcraft A36, a 1989 model with updated avionics, including a Garmin G500 PFD/MFD and Garmin GTN 750.

Video of an approach at KSHN

I departed Boeing Field (KBFI) in Seattle for the quick hop to Sanderson Field in Shelton, WA (KSHN).

The basic route on a VFR chart

This video picks up after Seattle Approach cleared me to HOOME, an IAF for the RNAV (GPS) RWY 23 approach.

My avionics are capable of flying this procedure to LPV (localizer performance with vertical guidance) minimums. In other words, this RNAV (GPS) procedure offers approved vertical guidance–a GPS-derived glidepath. Flying to LPV minimums effectively uses the same techniques as flying an ILS.

Note, however, that this procedure includes two lines of LPV minimums. The decision altitude (DA) for the first line is 523 ft with a visibility requirement of 3/4 sm.

The second LPV line has higher minimums: 667 ft and 1-1/4 sm.

Why the difference? Note the # next to the DA in the first line. It leads you to a note in the description near the top of the chart:

#LPV missed approach requires minimum climb of 244 feet per NM to 1700.

To use the minimums of DA of 523 and 3/4 sm visibility, you must be able to climb at 244 feet per NM during the initial stages of the missed approach. That’s a slightly higher climb gradient than the standard 200 feet per NM.

Note that the climb requirement is for a climb gradient in feet per NM, not a rate of climb in feet per minute. To determine if your aicraft is capable of achieving the required climb gradient, you must check the Climb/Descent Table in the supplement to the Terminal Procedures Publication or calculate the climb gradient that corresponds to your groundspeed and rate of climb when you fly the missed approach portion of the procedure.

In my A36, climbing out at 110 KIAS, with a groundspeed of about 100 KIAS given the headwind component, and an initial (conservative) climb rate of about 600 fpm, my climb gradient is about 300 ft/nm, so I can use the lower DA and visibility when flying this approach.

You can find more videos from this IFR flight at my YouTube channel, BruceAirFlying.

Twighlight Takeoff

A nice twilight view of a takeoff from runway 32L at Boeing Field (KBFI) in Seattle. I was headed out to log night takeoffs and landings at Arlington, WA (KAWO), north of Seattle. Although runways 14 were in use, the tower offered an opposite-direction departure from runway 32L to speed my on my way.

As I depart, you can see a “string of pearls,” the lights of airliners inbound to land on runways 16 at Seattle-Tacoma International Airport (KSEA).

Videos: A Couple of Instrument Approaches

I took my A36 Bonanza out for some instrument practice. Here are a couple of longish videos, with ATC, that show the RNAV (GPS) RWY 20 approach at Bremerton National (KPWT) and the ILS RWY 14R at Boeing Field (KBFI).

The aircraft is equipped with a Garmin G500 PFD/MFD and GTN 750 WAAS navigator. I use ForeFlight on an iPad Mini 5 for flight planning, charts, ADS-B weather (FIS-B) and traffic (TIS-B). A good source of information about using tablets in the cockpit is iPad Pilot News.

You can find the videos on my YouTube channel, BruceAirFlying, or watch them via the direct links below.

An RNAV Approach at Walla Walla

Here’s video of the RNAV (GPS) RWY 20 approach at Walla Walla, WA (KALW). Because my A36 Bonanza is equipped with WAAS-capable Garmin GTN 750, I can fly to the ILS-like LPV (localizer performance with vertical guidance) minimums. Given the choice between an ILS and an RNAV procedure with LPV minimums, I usually choose the RNAV approach. It’s easier to set up with no CDI switching required.


Here’s video from a recent IFR flight in the Bonanza from Boeing Field (KBFI) in Seattle, WA to Aurora, OR (KUAO) just south of Portland, OR.

I was in visual meterological conditions (VMC) for almost all of the trip, but the destination was shrouded in low fog when I departed Seattle. I arrived just as the mist was clearing.

I flew the NRVNA ONE departure procedure from KBFI and flew via the preferred low-altitude IFR route to the Portland area (OLM V165 UBG). At KUAO, I flew the RNAV RWY 35 approach, which provides LPV minimums for WAAS-capable aircraft like my A36, which is equipped with a Garmin GTN 750 navigator and G500 PFD/MFD. (To experiment with these avionics, you can download the free Garmin simulators for Windows.)

I also use the free Beechcraft Performance app for iOS to confirm takeoff and landing data and other important details.

Throughout this 20-minute video, I tried to verbalize my intentions, procedures, checklists to help you understand how I try to conduct a flight.