A COMPLICATED SIMPLE PROCEDURE
Milwaukee ILS/LOC Rwy 1L, a complicated simple approach
A. SIDESTEP MINIMUMS
This approach to Runway 1L offers special minimums for a "sidestep" maneuver to Milwaukee’s parallel Runway 1 Right. Essentially that means flying the approach to Runway 1L, breaking out of the clouds and making a turn off course to actually land on Runway 1R. This maneuver is recommended only for aircraft capable of landing on Runway 1R’s short 4,183-foot surface. Note that a sidestep doesn't bring the aircraft down to the lowest ILS minimums, but it does allow a pilot to descend lower than circle-to-land minimums. Sidestep is sometimes used when a slower aircraft is being overtaken by a faster aircraft, and allows ATC to create greater separation between aircraft using the same ILS procedure. Two different touchdown zone elevations (TDZE) are noted in the profile view. Runway 1 Left is 708 feet msl, and Runway 1 Right is 678 feet msl.
B. TWO POTENTIAL MISSEDAPPROACH PROCEDURES
The primary missed approach calls for the pilot to proceed to Badger (BAE) VOR and hold, using either a VOR or IFR GPS. But an "alternate" missed approach also exists that uses the Falls (FAH) VOR and Timmerman (LJT) VOR. This second MAP might be used when BAE is inoperative or when ATC needs to send multiple aircraft to holds and prefers separate locations to send them to. As always, check notams for updates because more and more VORs are being removed from service across the country.
C. INNER MARKER
Some pilots today might not remember that IM refers to an inner marker beacon that functions as a distance marker. The inner marker is located about 200 feet from the runway threshold and is used only on Cat II and III procedures. The pilot will see a white flashing light on the marker beacon display when crossing the inner marker, as well as hear an audio signal in their headphones.
D. LOC MISSEDAPPROACH POINTS
Note that the missed-approach point when executing a localizeronly approach, either by choice or because the glideslope has become unusable, is different from when flying it as a full ILS. In this case, DME and time identify the missed-approach point for a pilot flying the localizer procedure. Because the actual DME transmitter is not co-located with the end of the runway, cockpit equipment should indicate 2.0 DME when over the runway end. The DME is available through the same frequency as the localizer, noted by the "IMKE" indication under the DME ILS/DME along the approach path.
"D-ATIS" indicates this is a digital ATIS. That translates into a computer voice broadcasting the weather details, not a human air traffic controller, so be prepared for a voice that sounds like the HAL 9000 computer from 2001: A Space Odyssey.
F. WANT LOWER APPROACH MINIMUMS?
Aircraft equipped with a head-up display, a flight director or an approach-capable autopilot may take advantage of reduced approach minimums, numbers less than the standard 2,400-foot runway visual range. That equipment allows for a touchdown in a 1,800-foot RVR, equivalent to about three-eights of a mile visibility.
G. PARALLEL RUNWAYS AND TWO LIGHTING SYSTEMS
The primary approach Runway 1L uses an ALSF-II runway light system combined with a PAPI. Notes beneath the missedapproach description indicate that Runway 1R uses a REIL system to point out the runway’s end. Pilots must exercise caution in low visibility or night conditions to ensure they’re heading for the correct runway. This could be a serious problem since Runway 1R is much shorter than 1L. Approach minimums for "ALS out" are different as well, increasing if any of the ALS system components are inoperative.
Note this procedure is not authorized for aircraft arriving in the Milwaukee area from the BAE VOR airway radials R085 clockwise to R191. Moving clockwise, that eliminates aircraft arriving on V30, V170, V191 and V227.