Sunriver, Oregon (S21) RNAV (GPS) Rwy 18

Not far south of Bend, Oregon, a pilot just might find themselves flying into the airport at Sunriver, Oregon, to access nearby biking, hiking, stargazing at a nearby observatory, or snow riding at nearby Mount Bachelor in the winter. With only one approach to choose from, the RNAV GPS-based approach to Runway 18 is the way to get in when the weather is less than VFR.

A) Avoid the Hold by Using IAF DSD

Both the TUPSE waypoint and the DSD VOR are listed as Initial Approach Fixes (IAFs) where a pilot can begin this approach. Starting at the TUPSE waypoint requires them to utilize the hold for a course reversal before proceeding inbound, but if they begin the approach at the Deschutes VOR (DSD) instead, NoPT is noted, and they can transition from here flying the 8.2 nm to TUPSE and continue straight in. This would typically be utilized when transitioning from the enroute environment using the low altitude chart to the approach plate.

B) NA on Some Airways Arrival

While the DSD VOR may be used to get established onto the approach, there is a note that lists that this may not be done if the pilot is arriving on “airway radials 247 CW 263 and on airway radial 092.” This means a pilot arriving on airways that are “clockwise” between 247 and 263, to the west of the VOR and the single radial, 092 to the east, would have to start the approach at a different point. In these areas, going to TUPSE would be a suitable alternative way to get established onto the approach.

C) DRACK, OCTA, AND URBIA

Three waypoints are shown that could be used as transitional fixes to then fly to the TUPSE waypoint. If a pilot digs a little deeper, these waypoints are not just on the approach plate, as they also appear on the low-altitude enroute chart along Victor airways that come to the DSD VOR. A pilot could choose to transition from the en route environment to the approach environment using these waypoints if they were following the Victor airways.

D) Thread the Terrain Needle

Descending from a minimum crossing altitude of 7,000 feet msl at TUPSE, a pilot then goes down to 6,000 feet msl at the FAF HESKI, 5,120 feet msl at GAPEY, and a potential minimum altitude of 4,431 feet msl if they are using the LPV minimums at the missed approach point of the runway. Terrain to the east and west of this approach path is significantly higher, so expect to be below it if you happen to be flying this approach with visual conditions. Stay on the course or execute the climb for the missed approach immediately if you stray outside of the approach path at all.

E) No Course Listed to the Missed Point

An interesting quirk is that the missed approach procedure does not list a heading or course that will be followed to the SSTRS missed approach point waypoint. The pilot is instructed to first climb to 6,000 feet msl and then turn right to the waypoint while continuing to climb to 9,400 feet msl. The specific course or track is not listed because the exact track you follow will be dependent on your climb rate and when you reach 6,400 feet msl before starting the right turn directly to that waypoint.

F) VDP at 1.5 nm to Rwy 18

A Visual Descent Point (VDP) is listed at 1.5 nm from the end of Runway 18. This is a defined point on the final approach course of a non-precision, straight-in instrument approach procedure from which pilots can commence a stabilized, normal-rate descent to the runway touchdown zone, provided the runway threshold, approach lights, or other identifiable markings are clearly visible. If the pilot does not have these runway area items in sight by this point, they risk an unstabilized or excessively steep approach and may want to consider going missed.

This column first appeared in the March Issue 968 of the FLYING print edition.