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Chapter6ApproachChartsChapter6ApproachCharts§6.1Introduction§6.2LayoutandInformation§6.3Non-PrecisionApproaches§6.4PrecisionApproac

h§6.5Straight-InApproaches§6.6ApproacheswithReversals§6.7RacetrackProcedure§6.8CirclingApproaches§6.9MissedApproaches§6.

10RNAVApproachesChapter6ApproachChartsApproachchartsaregraphicrepresentationsofinstrumentapproachesthatareavailableatagivenairport.Thestandardsused

indesigningtheseinstrumentapproachesaregovernedbyeachcountry’scontrollingcivilaviationadministration(CAA):•TERPS•PANS-OPS•JAROPS§6.1In

troductionWithbothpilotsandtheairplaneprepared,pilotscanbeginthepre-approachbriefing.Whenflyingwithacrew,thisbriefingaccomplishes

atleastthreegoals:•Youinformyourfellowcrewmembersofhowyouplantoconducttheapproachandwhattheirexpectedresponsibi

litiesare;•Yougivethemachancetoprovideinputintoyourplan,catchingthingsyoumayhaveoverlooked,oraddingresponsibil

ities;•Thebriefingcanbeusedasachecklisttomakesureradios/navaids/constraintshavebeenproperlyprogrammedintotheaircraft.Andifyouflys

ingle-pilot,itisalsoarequirementtoreviewthechart,especiallyforsituationalawareness.§6.2LayoutandInformationJeppesen’sapproachchartsaredesigne

dbypilotsforpilots.ThedataplacementwithinJeppesenapproachchartsisbasedonobservedpilot-usagepatternsandincorporateshumanfactorsresearch,asta

ndardpre-approachbriefingsequenceofinformation,andcrewresourcemanagement(CRM)techniques.Takeacloserlookatatyp

icalJeppesenapproachcharttoseewhatinformationisprovided.•TheHeading•ThePlanView•ProfileView•LandingMinimumsHeadingProfileViewPlanViewLan

dingMinimum§6.2.1HeadingThetopofaJeppesenapproachchartpresentsbasicapproachinformationinthesameorderinwhichyouwouldnor

mallybrieftheprocedurepriortoflyingit.TheformatisreferredtoastheBriefingStripformat.Developmentofthebriefingstr

ipconceptbeganin1993,andisnowahighlyrefinedvariationoftheoriginalclassicformat.Themainfeatureofthebriefingstriparra

ngementistoplacebasicinformationinacommonlocationformoreconvenientuseduringthepre-approachbriefing.Theinformationinchartheadingincludes:•

HeadingBorderData•CommunicationRow•Pre-ApproachBriefingStrip&MSA§6.2.1.1HeadingBorderDataHeadinginformation,locatedonthetopborderofeachJeppesenapproa

chchart,containsstandardinformationtohelpyouquicklyidentifyandretrievetheapproachtobebriefedandflown.•LocationName•Procedur

eIdentifier•ChartIndexNumber•ChartDate•AirportIdentifierandAirportNameThelocationnameisthebasisforfilingthechartinalphabeticalsequenceinyourAirway

Manual,andisthefirstinformationaccessedtoselectthecorrectchartfromthebinder.Thegeographicallocationnameusedisg

enerallythemajorcityservedbythecivilairport.LocationNameTheprocedureidentifierisacommonreferenceusedbyboththecontrollerandthepilottoensur

ebothunderstandwhatinstrumentapproachprocedureisexpected.ProcedureIdentifierLocationNameProcedureIdentifierOn

JeppesenCharts,theprocedureidentifiersisnamedaccordingtotheNavaidswhichprovidesfinalapproachnavigationguidance.LocationNam

eProcedureIdentifierApproachchartsaresequencedbythechartindexnumberfortherespectiveairport.Thisnumberensuresthat

allproceduretypesaregroupedtogetherforeachairport.Withinagroupofsimilarproceduretypes,briefingstripchartsaresequencedaccordingtorunway

number,lowesttohighest.ChartIndexNumberThechartindexnumberisusuallyathree-orfour-digitnumberenclosedinanoval

atthetopofthechart.•TheFirstDigitrepresentstheairportnumberandisanarbitraryassignment.•TheSecondDigitrepresentst

hecharttype:0-Area,DP,SID,STAR,ClassB,etc.1-ILS,LOC,MLS,LDA(Localizer-typeDirectionalAid),SDF(SimplifiedDirectionalFacility)2-RNAV3-V

OR,VOR/DME4-TACAN5-RESERVED6-NDB7-Reserved8-PAR,ASR(airport/airfieldsurveillanceradar),Stand-AloneGPS9-VORDMERN

AV,ChartedVisualFlightProcedures(CVFP)Thechartdatemaybeusedtoensurethatthechartselectediscorrectandcurrent.Eachcharthasachartdateand,additionally,may

haveaneffectivedate.Datesareexpressedintheformatofday,month,year.ChartDateRevisionDateEffectiveDateThefour-letterairportidentifieri

sacombinationofanICAOregionaldesignationandairport’sgoverningagencydesignation.Thetree-letteridentifierisacombinationofanIATA.T

henameoftheairportmaybeshortenedandcommonprefixesandsuffixesdeleted.AirportIdentifierandNameAirportIdentifierAirpo

rtName§6.2.1.2CommunicationsRowThefirstcommunicationbox(es)containsthefrequencyforobtainingnoncontrolairport

informationand/orweatherinformationfromsuchfacilitiesasATIS,ASOS,orAWOS.“D”indicatesthattheATISisadigitaltransmission.Note

aasterisk(*)indicatesthattheATISisoperationalonapart-timebasisonly.Directionaloraltitudelimitationsmayalsobeplacedontheuseofthefrequency.Forexample

,ifthefrequencyuseisdefinedbyaVORradialormagneticbearing,youmustonlyusethatfrequencywhenflyinginthespecifiedarea.§6.2.

1.3Pre-flightApproachBriefingStrip&MSAThenextrowofinformationintheheadingareaarethepre-ApproachBriefingStripandMSAinformationrows.Theserowsincludeth

e:•Primarynavigationaid•Finalapproachcoursebearing•Checkaltitudebox•Lowestminimumaltitude.DA(H)orMDA(H)•Airportelevation•MinimumSafeAltitud

e(MSA)graphic•Missedapproachinstructions•Additionalnotes/AltimetersettinginformationPrimaryNavigationAidFinalA

pproachCourseBearingCheckAltitudeBoxLowestMinimumAltitudeAirportElevationMSAMissedApproachAdditionalNotesChec

kAltitudeBoxThecontentofthecheckaltitudeboxvariesdependingonthetypeofapproachyouareflying:•Onprecisionapproaches,itprovidesthecrossingaltitudeo

ftheglideslopeattheOM.•Onnon-precisionapproaches,itcontainsthealtitudeattheFAF.LowestMinimumAltitudeThisaltitudemaybeexpressedasaDAorMD

A,dependingonthetypeofapproach:•Foraprecisionapproach,thisboxcontainsthelowestDA(H),generallybasedonastraight-in

landingwithallequipmentoperation.•Foranon-precisionapproach,itcontainsthelowestMDA(H)forthestraight-inlanding.Theairportelevationi

sthehighestpointofanairport’susablerunways,whiletheTDZEisthehighestelevationinthefirst3,000feetofthelandingsurface.TerpsPa

ns-opsAirportElevationTheMSAindicatestheminimumaltitudeyoucanflythatwillprovideyouwithatleast1,000feetofobstructionclearan

cewithinthegivenradiusofthefixorfacilitydesignatedbelowtheMSAcircle(whennotspecified,theradiusis25nauticalmiles).MSAm

ayalsoserveasahintforasafealtitudeincaseofanenginefailureduringtakeoffordepartureprocedures.MSAThecenteroftheMSAisnormallythelocatoronILSor

localizerapproaches,theVORonVORorVOR/DMEapproaches,andtheNDBonNDBapproaches.OnGPSapproaches,theMSAistypicallycenteredonthelandingrunwaythreshol

d.TheMSAisnotmeantfornavigationpurposes.Itprovidesonlyobstructionclearancewithinthesectoranddoesnotguaranteenavigationnorcommunicationcoveragea

ttheMSAwithinthatarea.ItisdesignedforuseonlyinanemergencyorduringVFRflight,suchasduringaVFRapproachatn

ight.MissedApproachInstructionsThereareatleastthreeplacesontheapproachinformationcanbefound.Thefulltextualdescriptionofthemissedapproac

hprocedureisplacedinthepre-approachbriefingstriparea,sincetheentiremissedapproachprocedureshouldbereviewedduringthepre-approachbriefing

.Thisinformationcouldincluderequirementsforaltimetersettingunits,avionics,groundinstallationsystems,crewtraining

,andmanyandvariedotherrequirementsuniquetoanapproachprocedure.AdditionalNotes/AltimeterSettingInformation§6.2.2Pl

anViewTheplanviewoftheinstrumentapproachchartisagraphicoverviewoftheapproachprocedure.Itisplacedontheapproachchartundertheheadingsecti

onforyoutouseasavisualplanningaid.Thesymbologyofplanviewhasbeendividedintofourmajorcategories:•Scale,TerrainandElevationsymbols•Navaidsymbols•Fli

ghttracksymbols•Airspacefixsymbols§6.2.2.1Scale,Topographical,andElevationSymbolsScaleElevationMan-madestructureElevationNavaidSymbo

logyMissedApproachTrackContourProhibitiveArealongitudelatitudeApproachTrackFixScaleTheplanviewisdepictedtoscale.Tohelpyoumeasured

istance,amileagescaleislocatedalongtheleftsideofthechart.Normally,thisscaleisoneinchequalsfivenauticalmi

les(1inch=5nm).However,occasionallythelengthoftheapproachmayrequireadifferentscalefactortobeused.Theinstrumentapproachplanviewincludessome,b

utnotall,orientationdetails.Lakesorlargewaterareas,rivers,andaeronauticallights/beaconsareallexamplesoforientationdetailsfoundintheplanview

.TerrainSymbolsTerrainandMan-madestructures•Aboldarrowindicatesthehighestportrayedterrainhighpointorman-madestructuredepictedintheplanview.•Th

eelevationofthedepictedterrainhighpointsandman-madestructuresisreportedinfeetabovemeansealevelintheplanview.•Aninverted“”symbolwithadotrepresentsanun

identifiedman-madestructure.•Whenman-madeobjectsareknown,theyaredepictedwithspecificsymbolssuchasatowerorabuilding.TheIFRairporto

flandingisdepictedwithadiagramofitsrunwaysaccordingtoscale.Otherairportsthatfallwithintheplanviewandunderliet

heinstrumentapproacharealsodepicted,asfollows:Airport§6.2.2.2NavaidSymbology•Navaidfacilities•Markerbeacons•Facilityinformatio

nboxesNavigationFacilities•Frontcourse:TheInstrumentLandingSystem(ILS),Localizer(LOC),Localizer-typeDirctionalAid(LDA),SimplifiedDire

ctionalFacility(SDF),andMicrowaveLandingSystem(MLS)areallshownwithahalf-featheredarrowatrightsidealongtheappro

achdirection.•BackCourseAlocalizerbackcourseapproachisindicatedbyahalf-solidarrowatleftsidealongtheapproachdirection.Thebackcourseisanaviga

tionsignaltransmittedintheoppositedirectionofthefrontcourse.•OffsetFacility:Anoffsetfacilityisdepictedwhenthelocalizerisnotalignedwiththerun

way.ItisoftenshownonSDForLDAapproachcharts.VOR&NDBMarkerBeaconsFacilityInformationBoxesInformationbox(es)withshadowmeansthatitisusedasthemai

nnavaidwhenactingfinalapproach.§6.2.2.3FlightTrackSymbolsFlighttracksymbolsareusedtodepictthe:•Instrumentapproachprocedureflighttrack,inc

ludingthemissedapproachtrack;•Radials,includingleadradialsandcrossradials;•Bearingandcourses;•Approachtransitions,feederroutes,and/orarriva

lroutes,includingdistancesandaltitudes;•Coursereversals,includingprocedureturns;•Holdingpatterns.FlightTrackAp

proachprocedureflighttrackMissedapproachtrackVisualflighttrackHighleveltrackMagneticBearingsandCoursesTr

ueCourseMagneticHeading(Routeswithoutradioaidsguidance)MagneticCourseRadialRadialRadialRadialApproachTransitionsApproachtrans

itionsprovideguidancetonavigatefromtheenrouteairwaysystemtotheinstrumentapproach.ApproachTransitionistool

ongortoocomplexDMEArc&RNAVTransitionsMSAMSANoProcedureTurnRNAVTransitionMagneticBearingChangeRestrictionwithanIntersectionOffsetApproachTransition

Iftransitionrouteistooshorttodenote,therelatedinformationisnotedwithinformationboxTooinformationtodenote,transitionroutenote

dwithnumber.Checkthedetailsinthespecificplace.CourseReversalsandProcedureTurnsHoldingPattern§6.2.2.4AirspaceFixesFixes,reportingpointsandwaypo

intsareallgeographicalpositionsorlocationsthatmaybeusedfornavigationpurposesonanapproachprocedurecourse.•FixesandReportingPoints•Waypoints•Comput

erNavigationFixes(CNFs)andDatabaseIdentifiersTherearebasicallytwocategoriesoffixes,reportingpoints,and/orwaypoints:FixesandReportingPointsDM

EFixesWaypointsAwaypointisapredeterminedgeographicalpositionusedforroute/instrumentapproachdefinition,

progressreports,publishedVFRroutes,visualreportingpoints,orpointsfortransitioningand/orcircumnavigatingcontrolledand/orspecialuseairspace.W

aypointsaredefinedrelativetoaVORTAC,VOR/DME,orGPS,orintermsoflatitude/longitudecoordinates.ComputerNavigationFixes(CNFs)andDatabaseIdentifiersApo

intusedforthepurposeofdefiningthenavigationtrackforanairbornecomputersystem(e.g.,GPSorFMS)iscalledaComputerNavigationFix(CNF).Beg

inningin1998,theUnitedStatesandmanyothercountriesbeganassigningfive-letterCNFnamestopreviouslyunnamedairspacefixesandmileagebreakpointsonDPs(d

epartureprocedures),enrouteandarea,andstandardterminalarrivalcharts.§6.2.3ProfileViewTheprofileviewschematicallyportraysasidevi

ewoftheapproachprocedureflightpath.Itbeginsatthesamelocationastheplanviewandcontainsmanyofthesamesymbols;however,itisnotdrawntoscale.The

symbolsinprofileviewinclude:•Flighttracks,includingbearings,distances,times,missedapproachpoints,coursereversals,stepdownfixes,visualde

scentpoints,andVNAVconstantrateofdescent•Navaidsandwaypoints,includingmakersandfixes•Altitudes,includingtherecommendedaltitude/heightdescentt

able•Conversiontable•Lightingandmissedapproachicons§6.2.3.1DescentFlightTracks(non)PrecisionApproachGlideS

lopeMLSGlidePathNon-precisionGlideSlopeHighlevelapproachtrackVisualflighttrackOutboundlimitedbyDMEOutboundlimitedbyTime§

6.2.3.2AirspaceFixesTheflighttrackfromintermediateapproachcoursetofinalapproachcourseisdefinedbyMarkerBeacons,Fixes

,WaypointsandNavaidsontheprofileview.FAF/FAPFixNavaidMAPForanonprecisionapproachprocedure,theFAFisindicatedonthep

rofileviewbyaMalteseCross,ifspecifiedbythestatesource.FAF/FAPForaprecisionapproachprocedure,thefinalapproachsegmentstartsatthepointonthelocali

zercoursewheretheglideslope/pathistobeinterceptedattheprescribedglideslopeinterceptionaltitude.ThispointiscalledtheFAFintheUnited

StatesandCanada,andtheFAPunderICAOapplications.Again,theFAPisnotdepictedontheapproachchart.StepdownFixesManyappro

achesincorporateoneormorestepdownfixesalongapproachsegmentstoallowyoutodescendtoaloweraltitudeafteryouoverflyvariousobstales.Whenyo

ucannotidentifyastepdownfix,youmustleveloffattheminimumaltitudespecifiedforthatfix.Onlyonestepdownfixn

ormallyispermittedbetweenthefinalapproachfixandthemissedapproachpoint.TheMAP(MissedApproachPoint)isapointprescribedineachinst

rumentapproachprocedureatwhichamissedapproachproceduremustbeexecutediftherequiredvisualreferencehasnotbeenachiev

ed.MAPPrecisionApproachMAPNonprecisionApproachMAPForprecisionapproaches,theMAPisthepointwhereyoureachtheDA(H),whilede

scendingontheglideslope.Youmustexecutethemissedapproachprocedureiftherequiredvisualreferencetocontinuetheapproachhasnotbeenestablished.Fornonpre

cisionapproaches,theMAPoccurseitheratafixdefinedbyanavaid,orafteraspecifiedperiodoftimehaselapsedsinceyoucrossedthefinalapproa

chfix.TheconversiontableatthelowerleftcornerofthechartwillspecifytheMAPand,ifapplicable,thetimeatvariousspeedsfromthefinalapproachfi

xtotheMAP.AVDP(Visualdescentpoint)depictedbytheletterVintheprofileview,representsthepointfromwhichyoucanmakeanormaldes

centtoalanding,providedyouhavetheapproachendoftherunwayinsightandyouareattheminimumdescentaltitude(MDA).AdescentbelowtheMDAshouldnotbest

artedpriortoreachingtheVDP.VDP§6.2.3.3AltitudesTheprofileviewshowsminimumaltitudesalongtheflighttrack.Allaltitudesaregivenabov

eQNHinfeet,followedbyaparentheticalnumberwhichshowstheHAT(Heightabovetouchdownzoneorthreshold).WhenaTDZE(Touchdownzoneelevation)isnotgiven,thenum

bersrepresentheightabovetheairportelevation(HAA).AllaltitudesareMINIMUMaltitudeunlessspecificallylabeledotherwise,suchas“MANDATORY”、“MAXIMUM”、“

RECOMMENDED”.•“MANDATORY”meansthealtitudeshownisrequiredatthefixorglideslopeintercept.•Maximumaltitudesarelabeled“MAXIMUM”andmaybeabbre

viated“MAX”.•Recommendedaltitudesarelabeled“RECOMMENDED”.•TDZEisthehighestelevationinthefirst3,000feetofthe

landingsurface.•TCH(ThresholdCrossingHeight)isatheoreticalheightabovetherunwaythresholdwhenyouareestablishedon

theglideslopedescentpath.TCHhasbeentraditionallyusedinprecisionapproachesastheheightoftheairborneglideslopeantennaewhenpassi

ngabovetherunwaythreshold.§6.2.3.4ConversionTables•Foraprecisionapproach,thetableliststheglideslopeangleangroundspeedto

therateofdescentfortheILSglideslope(descentinfeetperminute).•Fornonprecisionapproaches,thetablerelatesgroundsp

eedtothedistancefromtheFAF(theLOMorsimilarfix)andshowsthetimeinminutesandsecondstoflyfromFAForotherspecifiedfixtoMAP.•ForcombinedILSand

LOCapproaches,onlyonedescenttableisprovidedwhentheILSglideslopeangleandthedescentgradientoftheLOCapproacharecoincidental.§6.2.

3.5LightingIconsPAPI:PrecisionApproachPathindicatorStandard2-barVASIVASI:VisualapproachslopindicatorMissedApproachIcons§6.2.4LandingMinim

umsThelandingminimumstable,foundatthebottomoftheJeppesenapproachchart,containstwotypesofminimumsthatmustbothbemetinordertolega

llycompletetheapproachtolanding:•DA(H)/MDA(H)•VIS/RVR§6.2.4.1TypeofProcedureLandingminimumsareaffectedbyanyorallofthefollowing

factors:•Straight-inStraight-inlandingminimumsnormallyaredepictedwhenthefinalapproachcourseispositionedwithin30°oftherunw

ayalignment.•SidestepAsidestepmaneuverisaprocedureinwhichyouareclearedforanapproachtoonerunwaywithaclearan

cetolandonaparallelrunway.ThistypeofapproachprocedureisrarelyfoundoutsidetheU.SandCanada.•Circle-to-LandAcirclingapproachisaprocedurethatinvolvesexe

cutinganapproachtoonerunwayandthenlandingonanother.Becausecircle-to-landproceduresdonotspecifyaspecificrunway,theheights

inparenthesesareabovetheairport,ratherthanrunwayelevation.§6.2.4.2TypeofApproachAnotherdifferentiationmadeint

helandingminimumstableisthetypeofapproach.•CategoryIPrecisionInaprecisionapproach,theminimumaltitudeshownonthechartiscalledtheDA.Duringt

hetimeyoumakethisdecision,youarecontinuingtodescend,soifyouexecuteamissedapproach,youwillpassslightlythroughthisaltitude.•Categor

yII/IIIPrecisionForaCategoryIIprecisionapproach,theminimumaltitudesshownonthechartaredecisionaltitudes,aspreviouslydescribedintheCateg

oryIPrecisiondiscussion.CategoryIIdecisionaltitudesaretypicallyaccompaniedbyaRAheightminimum.CategoryIIIprecisio

napproachestypicallydonothaveadecisionaltitudeandrequirespecialcertificationfortheoperatorandtheindividualpi

lot.•NonprecisionInanonprecisionapproach,theminimumaltitudeshownonthechartiscalledtheMDAbecauseitisthelowestaltitudetowhichyoumayd

escenduntilyouhaveestablishedtherequiredvisualreferencerequirementsandareinapositiontoland.•MultipleApproachTypesOccasionally,achartpor

traysmorethanonetypeofapproachprocedureonthesamechart.Inthatcase,multiplesetsofstraight-inminimumsareprovided.§6.2.4.3Airc

raftApproachAtegoryThetypeofaircraftaffectsthelandingminimums.Thelandingminimumstableincludesdivisionsforea

choffouraircraftcategories.Eachaircraftisplacedintoanaircraftapproachcategorybasedonitscomputedapproachsp

eed.Thisspeedequals130%oftheaircraft’sstallspeedinthelandingconfigurationatthemaximumcertificatedlandingweight.§6.2.4.4Inope

rativeComponentsorVisualAidsLandingminimumsusuallyincreasewhenarequiredradionavigationcomponentorvisualaidbecom

esinoperative.Regulationpermityoutomakesubstitutionsforcertaincomponentswhenthecomponentisinoperative,orisnotutilizedduringan

approach.Forexample,onanILSapproach,acompasslocatororprecisionradarmaybesubstitutedfortheoutermarkerwheresodepictedintheprofileview.Whe

ntheILSglideslopeisinoperative,theprocedurebecomesanonprecisionlocalizerapproach,raisingtheminimumaltitudetowhichyo

ucandescend,andchangingtoaminimumdescentaltituderatherthanadecisionaltitude.GlideSlopeSometimeslowerminimumsareallowedwhenyoucanidentifyaparti

cularfixinanonprecisionfinalapproachsegment.AlthoughDMEmaynotberequiredtoflythespecificapproachprocedure,theabilitytoidentifyaDMEf

ixprovideslowerminimums.DMEFixesWhetherornotcertainlightingsystems(typicallyapproachlights,centerlinelights,ortouchdownzonelights)areworking

affectsthevisibilityrequirementsfortheapproachprocedure.LightingMiddleMarkerAlthoughintheU.S,theFAAhaseliminatedthepenaltyforanino

perativemiddlemarker,afewcountries(suchasBrazil,ChainTaipei)continuethepenalty.AltimeterSettingWhenanaltimetersettingisderivedfromaremotesource

morethan5milesfromtheairportreferencepoint,ratherthanalocalaltimeter,theDA(H)orMDA(H)isincreasedbyafactorthatconsidersbot

htheremotealtimeteraswellastheelevationdifferencebetweenthelandingairportandtheremotealtimeterairport

.§6.2.4.5AirportOperatingSpecificationsAlthoughcontinuouseffortsarebeingmadetostandardizeairportoperatingspecifications

aroundtheworld,thereremainsignificantdifferencesbetweengoverningspecifications,especiallyintheareaoflandingandtakeoffminimums.Therearethreeprima

ryspecificationsthatJeppesenapplieswhendeterminingminimums:•ICAODocument9365,ManualofAll-WeatherOperations•JointAviationRegul

ationsOperations(JAROPS-1SubpartE)•FAAHandbook8260.3BTERPS§6.2.4.6OtherFactorsInadditiontothosefactorscoveredin

thislesson,manyotherfactorsmayaffectlandingminimums,especiallythoseinthecircle-to-landcolumn.Frequently,thesere

strictionsareduetocriticalterrainorobstacles,prohibitionstooverflynearbyresidenceareas,orfornoiseabatement.TimeofDayDirectionRunwayT

errain§6.3NonprecisionApproachesAnonprecisionapproachprovideslateralcourseguidancewithnoelectronicglideslopeinformation.Themostcommo

nofthenonprecisionapproachesandthenavigationaidsandsystemsuponwhichtheyarepredicatedinclude:•VOR•NDB•LOC•GPSSo

meotheruncommonnonprecisionapproach:•LOCBackCourseApproaches•LDAApproach•SDFApproach§6.3.1EffectsofNavaidLocationRegardlessofthetypeofnavaid,itslo

cationinrelationtotherunwaycansignificantlyaffecttheapproach.Therearetwobasictypesofnonprecisionapproaches:thoseth

atuseanavaidlocatedbeyondtheairportboundaries,andthosewiththenavaidlocatedontheairport.Anon-airportfacilityisonethatislocatedwithin

1mileofthenearestportionofthelandingrunwayforastraight-inapproach,orwithin1mileofthenearestportionoftheusa

blelandingsurfaceforacirclingapproach.On-AirportFacilityOff-AirportFacilityYoumightnoticetheeffectsofthenavai

dlocationinotherpartsoftheapproachchartaswell:•Finalapproachcourse•Coursereversal•PresenceofanFAF•TimingfromFAFtoMAP•MAP§6.3.2FinalApp

roachCourseEvenonnonprecisionapproachestothesamestraight-inrunway,youmayneedtoflyadifferentfinalapproachcourseduetothelocationofannon-airp

ortnavaid.ThisdifferenceisevenmorepronouncedinAndoya,Norway.CourseReversalWithanon-airportnavaid,youmayhavetoexecuteaprocedureturnwhereyoumi

ghtnotneedtoiftheapproachwherebasedonanoff-airportnavaid.Thisisbecauseyoumayneedtoestablishyourpositionpriortodescending,byflyingfirsttot

henavaidattheairportandthenperformingaprocedureturntocompletetheapproach.PresenceofanFAFWhentheprimarynavaidisnotlocatedontheairport(f

orexample,onthefinalapproachcourse),itoftenservesasboththeinitialapproachfix(IAF)andthefinalapproachfix(FAF).Whenthenavaidison

theairport,noFAFisdesignatedunlessDMEoranothermeansisavailableforidentifyingsuchafix.Instead,afinalapproachpoint(

FAP)isdesignatedandservesastheFAF.FAFNothaveFAFThelocationoftheFAPisdefinedasthebeginningofthefinalapproachsegment.Thi

spointiswheretheaircraftisestablishedinboundaftercompletinganyrequiredprocedureturn.Sincethiscouldbeadifferentpointforeachair

craftthatfliestheapproach,theFAPisdynamic,ratherthanstaticlikeanFAF.TimingfromFAFtoMAPTheconversiontablema

yincludetheapproximatelengthoftimeitwilltaketoflyfromthefinalapproachfix(FAF)orequivalenttothemissedapproachpoint(MAP)foragivengroundspeed.•IfDMEis

requiredfortheapproach,timingdataisfrequentlynotprovided,becausethepilotisexpectedtoidentifytheMAPfromtheMDEreference.•GPSappr

oachesdonotprovidetimingdatabecausethepilotdeterminestheMAPfromthespecificwaypointprogrammedintotheGPSsystem.•Whenth

enavaidisontheairport,itfrequentlyservesastheMAP.Youwouldnotrequiretimingdatabecauseyouknowwhenyouhavereachedthen

avaidand,therefore,theMAP.MAPFornonprecisionapproaches,themissedapproachpoint(MAP)occurseitheratafixdefinedbyanavaid,orafteraspecifiedpe

riodoftimehaselapsedsinceyoucrossedthefinalapproachfix(FAF).Theexactlocationofthemissedapproachpoint(MAP)dependsonobsta

clesinthemissedapproacharea,aswellaswhetherthenavaidisonofftheairport:•Foroff-airportfacilities,theMAPcannotbefurtherfromthefinalapp

roachfix(FAF)thantherunwaythresholdforstraight-inapproaches,orfromthefirstusableportionofthelandingareaforcirclingapproaches.•Foron-airportf

acilities,theMAPisthenavaidfacility.Example§6.4PrecisionApproachTheinstrumentlandingsystem(ILS)isaprecisionapproachnavigationalaidt

hatprovideshighlyaccuratecourse,glideslope,anddistanceguidancetoagivenrunway.TherearethreegeneralclassificationsofILSapp

roaches-CategoryI,CategoryII,andCategoryIII.ToflyabasicILSapproach(CategoryI),youmustbeinstrumentrated,c

urrent,andyouraircraftmustbeequippedappropriately.ILSapproachesmayalsobeCategoryIIorIII;theseapproachestypicallyhavelowerminimumsandrequirespecialc

ertificationforoperators,pilots,aircraft,andair/groundequipment.TheILScanbethesaferapproachalternativeinpoorwe

atherconditionsforseveralreasons:•Itprovidesverticalcourseguidanceinadditiontolateralguidance.•Itisamoreaccurateappr

oachaidthananyotherwidelyavailablesystem.•Theincreasedaccuracyandtheverticalguidancethroughtheglideslopegenerallyallowsfora

pproachminimums.•ThelowerminimumscanmakeitpossibletoexecuteanILSapproachandlandatanairportwhenitwouldnotha

vebeenpossibleusinganonprecisionapproach.Example§6.5Straight-inApproachesStraight-inlandingminimumsnormallyareusedwhenthefinalapproachcourseisposi

tionedwithin30°oftherunwayandaminimumofmaneuveringisrequiredtoaligntheairplanewiththerunway.However,theoffsetshouldnotbemorethan1

5°fromtherunwaycenterlineforCategoryCandDaircraft.Incontrasttoastraight-inlanding,thecontrollerterminology“clearedforstraight-inapproach…”mean

sthatyoushouldnotperformacoursereversal,butdoesnotreferencelandingminimums.Forexample,youcouldbe“clearedforstraight-inILSRunway25approach,ci

rcletolandRunway34.”Inthiscase,youwouldnotflyacoursereversal,andyouwouldberequiredtoremainatthehighercircle-to-landMDA(H)mi

nimumsuntilyoubeginyourfinaldescent.Ifyouarenotbeingradarvectored,generallyyoubeginastraight-inapproachatanoutlyin

ginitialapproachfix(IAF),andthenflytheinitialandintermediatesegments,whichplacesyouonthefinalapproachse

gment.Example§6.6ApproachwithReversalAcoursereversalisprescribedwhenitisnecessarytoreversedirectiontoestablis

hyouraircraftinboundonanintermediateorfinalapproachcourse.Whencharted,itisarequiredmaneuver,exceptunderthefollowingconditions:•Radarvec

toringisprovided.Radarvectorstothefinalapproachcourseprovideamethodofinterceptingandproceedinginboundonthepublishe

dinstrumentapproachprocedurewithoutthepublishedcoursereversal.•Thesymbol“NoPT”(noprocedureturn)isshownonthechart,.Ifyouareflying

anarrivalorfeederroutethatislabeledwithNoPT,youarenotauthorized,nordoesATCexpectyou,toperformthecoursereversal.•Youaretra

nsitioningfromanarrivalroute,feederroute,orinitialapproachsegmentfromwithinaTerminalArrivalArea(TAA)straig

ht-inarea.ThisareaistypicallynotedasNoPTontheTAAchart.Acoursereversalmaybedepictedintwotypesprocedureformats(ProcedureTurnandTeardrop/Bas

eTurn)intheplanviewsection.§6.6.1ProcedureTurnWhenacoursereversalisshownasaprocedureturn,thepointatwhichthestartedanth

etypeandrateofturnusuallyarelefttothediscretionofthepilot.Jeppesenapproachchartsshowprocedureturnswith45/180or80/260degreeangles.Note:Proceduredesign

rulesappliedbystatesusingICAOstandardsrequireyoutoflythecourse,heading,speed,andtimingasshownontheapproachchartinordertoremainwithin

therelevantairspaceandtoensuretherequiredobstacleclearance.Fortheairspacedesign,itisassumedtheturnsareatamaximumbankangleof25°,orarateof3°/second,w

hicheverisless.Example§6.6.2BaseTurnWhenacoursereversalisshownasateardroporbaseturnpattern,youmustflythecourser

eversalasshownonthechart.Inthiscase,theheadings,leglengths,anddirectionofturnsaremandatory,andarefoundintheplanviewandpr

ofileviews.Example§6.7RacetrackorHoldingPatternCourseReversalsWhenaholdingorracetrackpatternispublishedasacoursereversal,youmustmakethepropere

ntryandfollowthedepictedpatterntoestablishyouraircraftontheinboundcourse.Again,theinformationyouneedaboutthecourserever

salcanbefoundintheplanviewandprofileviewsectionsoftheapproachchart.Example§6.8CirclingApproachAcirclingapproachisaproced

urethatinvolvesexecutinganapproachtoonerunwayandthenlandingonanother.Severalsituationsanyrequireyoutoexecuteacirclingapproach.Thecirclingapproachis

notasimplemaneuver;youarerequiredtoflyatalowaltitudeatafairlyshowairspeedandyourattentionmaybedivertedoutsidetheaircraftmorethanusual.Atthesametime

,youmustensurethatyoudonot:•DescendbelowtheMDAimproperly;•Flyoutsidetheprotectedarea;•Losesightoftherunwayenvironment.§6.8.1

CirclingManeuversInsimpleterms,thecirclingapproachprocedureinvolvesflyingtheapproach,establishingvisualcontactwiththerunwayenvi

ronment,andthenpositioningtheaircraftonafinalapproachtotherunwayonwhichyouintendtoland.Thecirclingapproachallowsyoutolandonanyappro

priaterunwaynotsubjecttoadditionalchartedrestrictions.Note:Circlingapproachcanbeextremelyhazardous,es

peciallywhencombinedwithsuchfactorsaslowvisibility,mountainousterrain,and/ornightoperations.Manycommercialoperatorsarenotautho

rizedtoflycirclingapproaches,orifso,arerequiredtomakespecializedtraining.Circle-to-landminimumsareincludedonmostapproachplatesas

apartoftheprocedureminimumsinformationband.Circle-to-landminimumsareexpressedwithanMDA,eventhoughaglideslopemaybeusedtodescendtothatcirclingMDA.Th

ecircle-to-landMDAisusuallyhigherthanthestraight-inlandingMDAs.§6.8.2RestrictionsofCircle-to-LandRestrictedbyDir

ectionRestrictedbyAvailableEquipmentorNavaidsRestrictedbyTimeorWeatherRestrictedbyAircraftCategoriesLimitedProtected

Area§6.9MissedApproachProceduresThemissedapproachproceduremustbeflownwheneveryoureachthemissedapproachpoint(MAP)an

dcannotestablishtherequiredvisualreferences,orwhenyouarenotinapositiontolandsafely.Amissedapproachprocedurealsomayberequiredduringacirclingapproa

chwhenvisualcontactwiththerunwayenvironmentislost.Everyinstrumentapproachhasamissedapproachsegmentwithappropriateheading

,course,andaltitudeinformationprovided.Thepurposeofthissegmentistoallowyoutosafelynavigatefromthemissedapproachpointtoapointwhereyoucan

attemptanotherapproach,orcontinuetoanotherairport.ThemissedapproachsegmentbeginsattheMAPandendsatadesignatedpoint,suc

hasaninitialapproachorenroutefix.TheactuallocationoftheMAPdependsuponthetypeofapproachyouareflying.E

xample§6.10RNAVApproachRNAVequipmentcancomputetheairplaneposition,actualtrack,andgroundspeed,andthenprovidemeaningfulinfor

mationrelativetotheselectedrouteofflight.RNAVproceduresinclude:•VORDMERNAV•GPSOverlay•GPSorGNSS(ICAO)•RNAV•RNAV(GPS)§6.10.1VOR/DMERNAV

Charts§6.10.2GPSOverlaysProperlyinstalledandcertifiedGPSequipmentcanbeusedtoflymanynonprecisionapproachesbasedonconventi

onalnavaids,ifsospecifiedintheapproachprocedureidentification.TherearetwotypesofGPSoverlays:•Thefirstrequirestheunde

rlyinggroundnavaidsandassociatedaircraftnavigationequipmenttobeoperational,butnotmonitoredbythecrewduringtheapproachaslongastheGPSmeetsRAIMaccur

acyrequirements.Theseproceduresareindicatedbyasmall,italic(GPS)infrontoftheprocedureidentifier.•Thesecondeliminate

stherequirementforconventionalnavigationequipmenttobeoperatingduringtheapproach,althoughthatequipmentmayberequiredforotherportionsoftheIFRflight.Th

eseapproachchartscanbeidentifiedbythewords“orGPS”intheprocedureidentifier.Example§6.10.3RNAV(GPS)Chart

sRNAV(GPS)chartscombineunaugmentedGPSandaugmentedGPS,alongwithFMS-basedRNAV,approachesontoasinglechart.WithinU.S,augmentedGPS,approacheswillbebasedo

nWAASandLAAS.AGPSstandaloneapproachprocedureisdesignedsolelyforusewithGPSandoffersmoreefficientroutingthanispossiblewithsomeconventionalappro

aches.Youmusthaveconventionalnavigationequipmentaboardyouraircraftasabackup.Example