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The approach to an airport is often the most critical phase of the flight. The controller not only
keeps the terminal area safe, but provides the pilot with crucial information needed to execute
the approach safely
Purpose: This lesson will provide an overview of the Instrument Approach Procedures (IAPs),
identify the types of approaches available to pilots and the charts used to depict these
approaches
Lesson Objectives 1.On an End-of-Lesson Test identify types of approaches, and the
purpose, contents, and specific items and information (e.g., minimum altitudes, courses,
missed approaches, etc.) of an Instrument Approach Procedure (IAP) Chart. 2.Given an IAP
Chart, and in accordance with a U.S. Terminal Procedures Chart, you will identify the contents
and geographical features.
ATB21-4
FOUR SEGMENTS OF AN INSTRUMENT APPROACH
FOUR SEGMENTS OF AN
INSTRUMENT APPROACH
IAF
FORISTELL 1 4
.. .
110.8 FTZ .. INITIAL MISSED
Chan 45
R-
12
8 759
076
3
256
1
1
21
2 FINAL
03
INTERMEDIATE
10 NM
ATB21-9B
The FINAL APPROACH SEGMENT is the part of the approach where the aircraft is
navigating from the final approach fix to the airport.
Ends at a point from which a safe landing can be made, or at the beginning of a missed
approach procedure
The MISSED APPROACH SEGMENT is a procedure used when the pilot is unable to
establish visual contact with the airport or runway at the end of the approach procedure.
Consists of a climb to a safe altitude, and usually a turn or a heading to a point where
the aircraft will enter holding.
General Information
There are several types of Instrument Approach Procedures.
Each is designed for use with a specific type of navigational system and named after
the NAVAID they use and, in most cases, the primary runway they serve.
The types of approaches available at a specific airport are dependent on the size and
complexity of the airport.
A large airport serving thousands of flights each day will have many types of Instrument
Approach Procedures.
APPROACH CATEGORIES
Glideslope information is precise altitude guidance allowing the aircraft to descend closer
to runway elevation.
The chart below shows the various types of IAPs
TYPES OF IAPs
Precision Nonprecision
LOC
ILS VOR
MLS VOR/DME
PAR TACAN
WAAS /LPV/RNP GPS
NDB
ASR
http://www.faa.gov/about/office_org/headquarters_offices/at
o/service_units/techops/navservices/gnss/library/factsheets/
Approach of choice when the ceilings and visibility are very low.
Basic components:
Localizer
Provides horizontal guidance
Glideslope
Approach lights
Optional components:
Compass locators
If the glideslope component of an ILS approach is inoperative, the remainder of the procedure
is classified as a Localizer approach.
Further implementation has been put on hold since Global Positioning System
(GPS) was developed.
More accurate than the VOR approach because of the range guidance provided by the
DME.
Usually allows for lower minimum altitudes using step-down fixes along the final
approach course
Provides a nondirectional signal that a pilot uses to fly a course to the airport.
RESPONSE ITEM
RESPONSE ITEM
An approach is termed precision because it
A. lines the aircraft up with the active runway.
B. provides electronic glideslope information.
C. allows the aircraft to descend through the overcast safely.
IAP CHARTS
Purpose The purpose of an IAP chart is to portray the aeronautical data which is required
to execute instrument approach procedures to airports. IAP charts are commonly referred
to as Approach Plates.)
Layout
All IAPs except the PAR and ASR (radar approaches) are depicted using the same general
format.
Symbols used on the IAP can be found, with accompanying explanations, in the Legend.
Like SIDs and STARs, IAPs are listed alphabetically in the U.S. Terminal Procedures
Volumes, first under city, then under airport.
Margin Information
Pilot Briefing Information
Planview
Airport Diagram
Missed Approach Icons
Profile View
Minimums Section
MARGIN INFORMATION
PILOT BRIEFING
INFORMATION
PLANVIEW
AERODROME
MISSED APPROACH
ICONS
PROFILE
MINIMUMS
MARGIN INFORMATION
ATB21-9
Each section of the IAP chart has information needed for the approach
Margin Information The city, state, airport name, and procedure name are identified
in several ways in the top and bottom margins.
MARGIN INFORMATION
CITY AND
STATE PROCEDURE
TOP MARGIN NAME
ST. LOUI S, MI SSOURI
AL-5400 (FAA)
Rwy ldg 7245
LOC I-SUS APP CRS TDZE 462 ILS RWY 8R
111.9 076
Apt Elev 463 ST. LOUIS/SPIRIT OF ST. LOUIS (SUS)
ATB21-10
When the procedure identifier includes /DME, or when there is a note stating that DME is
a requirement, operative DME receivers and ground equipment are required to execute the
IAP.
Example: An approach labeled VOR/DME Rwy 26 requires the aircraft to have
operative DME receivers and the ground DME equipment must be operational.
Approach Name: The name of the approach, as published, is used to identify the
approach, even though a component of the approach is inoperative.
Examples: ILS Runway 9, VOR Runway 17, LOC Runway 25 Right
Exceptions: Localizer on an ILS or the azimuth on an MLS
Numbers, or letters from the end of the alphabet, appearing in the approach name, denote
approaches to the same runway using the same approach aid.
Examples: Hi TACAN 1 Runway 6L or Hi TACAN 2 Runway 6L;
RNAV (GPS) Z Runway 4 or RNAV (GPS) Y Runway 4
Letters from the beginning of the alphabet, that are used as a suffix to the approach name,
denote procedures that do not meet the criteria for a straight-in approach (final approach
course aligned within 30 degrees of the runway heading).
Examples: VOR-A, GPS-B
Pilot Briefing Information Consists of three horizontal rows of boxes that contain
information specific to the approach procedure on the chart. Provides a quick reference of
vital approach data for the pilot.
PILOT BRIEFING INFORMATION
PILOT BRIEFING INFORMATION
A MALSR
MISSED APPROACH: Climb to 1500 then climbing left turn
A5 to 2400 direct FTZ VORTAC and hold .
ATIS ST. LOUIS APP CON SPIRIT TOWER GND CON CLNC DEL ST. LOUIS CLNC DEL ST. LOUIS RADIO
134.8 126.5 254.3 124.75 (CTAF) 257.2 121.7 126.65 126.65 122.6
(w hen tow er cl osed)
ATB21 -11
SADEN
2300
(15.8)
2400
183
250
1251
0 3100
04
2 400
(1 24
2
8)
8.
IAF
FORISTELL 1128
110.8 FTZ
.. . ST. LOUIS
.. 970 117.4 STL . ..
PLANVIEW
682
R-280 2400 NoPT to LOM 810 673
100 128 (6.4) and
925
LOC (5) MM
280
R-
12 751
8
759
LOCALIZER 111.9
076 ..
I-SUS ..
256
211
031
LOM/IAF
SNOOP 1070
326 SU ..
RADAR
10 NM
ATB21-12
Distance circle
All information inside this solid ring is to scale
Usually 10-NM radius
Altitude
Mileage information
NOTE: DME arcs are not easy to fly. Pilots may refuse to accept a DME arc transition to an
IAP.
Approach NAVAID
Localizer Course
Outbound course
Procedure turn
Inbound course
IAP notes
Obstructions (height always given in MSL)
MINIMUM ALTITUDE
0
IN THE SOUTHERN
04 3100
PORTION OF THE
AREA
ATB21-13A
AIRPORT DIAGRAM
AIRPORT ELEV 463 Rwy 8R ldg 7245
ELEVATION Rwy 26L ldg 7004
APPROACH NOTES
LIGHTING
SYMBOLS
AIRPORT DIAGRAM
26R
5000 x 75 A5
P
581
TOUCHDOWN
8L
26L
V
ZONE A5 7485 x 15
0
ELEVATION
V
8R
TDZE 624
462
OBSTRUCTIONS
076 5.2 NM 747
from FAF
RUNWAY
LIGHTING AIDS DISPLACED
AVAILABLE MIRL Rwy 8L-26R L THRESHOLD
HIRL Rwy 8R-26L L
FAF DISTANCE
FAF to MAP 5.2 NM
TIME/SPEED Knots 60 90 120 150 180
TABLE Min:Sec 5:12 3:28 2:36 2:05 1:44
Icons shown are in addition to the full text found in the pilot briefing information
section.
110.8
ATB21-15
Up to four icons provide the essential steps in visual form and may include any or all of the
following:
Terms
The Decision Height (DH) is the height at which a decision must be made during a
precision approach to either continue the approach or execute a missed approach.
The Minimum Descent Altitude (MDA) is the lowest altitude to which descent is
authorized on final approach where no electronic glideslope is provided (non-precision
approach).
NOTE: The pilot MUST have either the approach lights or the runway environment in sight
before descending below a DH or an MDA.)
ALTITUDE MISSED
PROCEDURE OF FINAL APPROACH
TURN MINIMUM GLIDESLOPE APPROACH ICONS
ALTITUDE AT LOM FIX
COURSES
LOM
1500 2400 FTZ
RADAR
Remain
within 10 NM
6 2197 110.8
25
MM MIDDLE
MARKER
2400 076
GS 3.00 2400
TCH 56
4.7 NM 0.5
The following items are shown in the Profile View of a Precision Approach:
Courses of the IAP to be flown
Maximum distance of procedure turn
Minimum altitudes
Procedure turn altitude
Glideslope intercept altitude
Altitude of the glideslope at the LOM
Final Approach Fix (FAF)
Depicted by a Lightning Bolt ( ) when flown as a full ILS approach with glideslope
Depicted by a Maltese Cross ( ) when flown as a localizer approach (when the
glideslope is inoperative)
Glideslope descent angle in degrees
Threshold crossing height (TCH) in feet AGL
Glideslope
Distance from:
Runway threshold to the middle marker
Middle marker to locator outer marker
Middle marker
Missed approach information
Missed approach icons
Missed approach track shown as a dashed line. Missed Approach Point (MAP) for an
ILS approach is at the Decision Height (DH).
PROFILE VIEW - NONPRECISION APPROACH
PROCEDURE MISSED
TURN MINIMUM RADIALS APPROACH
ALTITUDE APPROACH ICONS
OR
NAVAID
BEARINGS
The following items are shown in the Profile View of a Nonprecision approach:
NAVAID used to conduct the approach
Radials or bearings of the IAP to be flown
Maximum distance of procedure turn from the NAVAID
Minimum altitudes
Procedure turn altitude
Minimum altitude over FAF
Final Approach Fix (FAF)
Depicted by a Maltese Cross ( )
Final approach angle in degrees (used for programming vertical navigation guidance into
onboard flight computers)
Threshold crossing height (TCH) in feet AGL
Missed Approach Point (MAP) is timed from the FAF using the Time/Speed Table in the
Airport Diagram.
Missed approach Icons
Missed approach track shown as a dashed line
RESPONSE ITEM
RESPONSE ITEM
There are three types of precision approaches: ILS, MLS and PAR.
A. True
B. False
Minimums Section
The Minimums Section describes:
The lowest altitude the approaching aircraft may descend to in IFR conditions before
the missed approach procedure must be executed
CATEGORY A B C D
S-ILS 8R 662/24 200 (200-)
ATB21-21
Circling - when aircraft must circle to another runway because of wind direction and/or
velocity, or runway restrictions
Decision Height (DH)
Visibility
Used for straight-in approach only because the landing runway is known and glideslope
is operational.
Used for Localizer approach because runway is known, but glideslope is inoperative.
Used for circling version because runway is not known and glideslope is inoperative.
MDA for the circling version of the approach is the highest of all the minimum altitudes.
Military minimums
NONPRECISION MINIMUMS SECTION CONTENTS
CATEGORY A B C D
S-12R
1100-1
1100-1 540 (600-1) 540 (600-1)
ATB21-22
Aircraft categories
CATEGORY A B C D
S-ILS 29 1071/24 200 (200-)
ATB21 -23
Minimums for S-ILS29 are the same for aircraft of all categories.
Compare:
RESPONSE ITEM
A. True
B. False
OTHER APPROACHES
A Visual Approach is conducted on an IFR flight plan. It authorizes the pilot to proceed
visually and clear of clouds to the airport. The pilot must, at all times, have either the
airport or the preceding aircraft in sight. This approach must be authorized and under
the control of the appropriate air traffic control facility. Reported weather at the airport
must be ceiling at or above 1,000 feet and visibility of 3 miles or greater.
May be initiated by controller or pilot when: