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Chapter6ApproachChartsChapter6ApproachCharts§6.1Introduction§6.2LayoutandInformation§6.3Non-PrecisionApproaches§6

.4PrecisionApproach§6.5Straight-InApproaches§6.6ApproacheswithReversals§6.7RacetrackProcedure§6.8CirclingApproaches§6.9MissedApproaches§

6.10RNAVApproachesChapter6ApproachChartsApproachchartsaregraphicrepresentationsofinstrumentapproachesthat

areavailableatagivenairport.Thestandardsusedindesigningtheseinstrumentapproachesaregovernedbyeachcountry’scontrollingcivi

laviationadministration(CAA):•TERPS•PANS-OPS•JAROPS§6.1IntroductionWithbothpilotsandtheairplaneprepared,pilotscanbeginthepre-approachbriefing.W

henflyingwithacrew,thisbriefingaccomplishesatleastthreegoals:•Youinformyourfellowcrewmembersofhowyouplantoconducttheapproach

andwhattheirexpectedresponsibilitiesare;•Yougivethemachancetoprovideinputintoyourplan,catchingthingsyoumayhaveoverlooked,oraddingresponsibilit

ies;•Thebriefingcanbeusedasachecklisttomakesureradios/navaids/constraintshavebeenproperlyprogrammedintothea

ircraft.Andifyouflysingle-pilot,itisalsoarequirementtoreviewthechart,especiallyforsituationalawareness.§6.2LayoutandInformationJeppesen’sapproachchar

tsaredesignedbypilotsforpilots.ThedataplacementwithinJeppesenapproachchartsisbasedonobservedpilot-usagepatternsandincorporateshumanfa

ctorsresearch,astandardpre-approachbriefingsequenceofinformation,andcrewresourcemanagement(CRM)techniques.TakeacloserlookatatypicalJeppesenapproachc

harttoseewhatinformationisprovided.•TheHeading•ThePlanView•ProfileView•LandingMinimumsHeadingProfileViewPlanViewLandingMi

nimum§6.2.1HeadingThetopofaJeppesenapproachchartpresentsbasicapproachinformationinthesameorderinwhichyouwouldnormall

ybrieftheprocedurepriortoflyingit.TheformatisreferredtoastheBriefingStripformat.Developmentofthebriefingstripconceptbeganin199

3,andisnowahighlyrefinedvariationoftheoriginalclassicformat.Themainfeatureofthebriefingstriparrangementistopla

cebasicinformationinacommonlocationformoreconvenientuseduringthepre-approachbriefing.Theinformationincharthead

ingincludes:•HeadingBorderData•CommunicationRow•Pre-ApproachBriefingStrip&MSA§6.2.1.1HeadingBorderDataHeadinginformation,locatedonthetopborderof

eachJeppesenapproachchart,containsstandardinformationtohelpyouquicklyidentifyandretrievetheapproachtobebriefedandflown.•LocationName•Pr

ocedureIdentifier•ChartIndexNumber•ChartDate•AirportIdentifierandAirportNameThelocationnameisthebasisforfilingthechartinalphabeticalsequen

ceinyourAirwayManual,andisthefirstinformationaccessedtoselectthecorrectchartfromthebinder.Thegeographicallocationnameusedisgenera

llythemajorcityservedbythecivilairport.LocationNameTheprocedureidentifierisacommonreferenceusedbyboththec

ontrollerandthepilottoensurebothunderstandwhatinstrumentapproachprocedureisexpected.ProcedureIdentifierLocation

NameProcedureIdentifierOnJeppesenCharts,theprocedureidentifiersisnamedaccordingtotheNavaidswhichprov

idesfinalapproachnavigationguidance.LocationNameProcedureIdentifierApproachchartsaresequencedbythechartindexnumb

erfortherespectiveairport.Thisnumberensuresthatallproceduretypesaregroupedtogetherforeachairport.Withinagroupofsimilarproced

uretypes,briefingstripchartsaresequencedaccordingtorunwaynumber,lowesttohighest.ChartIndexNumberThechartindexnumberisusuallyathree-orf

our-digitnumberenclosedinanovalatthetopofthechart.•TheFirstDigitrepresentstheairportnumberandisanarbitraryass

ignment.•TheSecondDigitrepresentsthecharttype:0-Area,DP,SID,STAR,ClassB,etc.1-ILS,LOC,MLS,LDA(Localizer-typeDirectionalAid),SDF(Simpli

fiedDirectionalFacility)2-RNAV3-VOR,VOR/DME4-TACAN5-RESERVED6-NDB7-Reserved8-PAR,ASR(airport/airfieldsurveillanceradar),St

and-AloneGPS9-VORDMERNAV,ChartedVisualFlightProcedures(CVFP)Thechartdatemaybeusedtoensurethatthechartselec

tediscorrectandcurrent.Eachcharthasachartdateand,additionally,mayhaveaneffectivedate.Datesareexpressedintheformatofda

y,month,year.ChartDateRevisionDateEffectiveDateThefour-letterairportidentifierisacombinationofanICAOregionaldesignationandairport’sgoverningag

encydesignation.Thetree-letteridentifierisacombinationofanIATA.Thenameoftheairportmaybeshortenedandcommonprefixes

andsuffixesdeleted.AirportIdentifierandNameAirportIdentifierAirportName§6.2.1.2CommunicationsRowThefirstcommunicationbox(es)containsthefrequ

encyforobtainingnoncontrolairportinformationand/orweatherinformationfromsuchfacilitiesasATIS,ASOS,orAWOS.“D”indicates

thattheATISisadigitaltransmission.Noteaasterisk(*)indicatesthattheATISisoperationalonapart-timebasisonly.Directionaloralti

tudelimitationsmayalsobeplacedontheuseofthefrequency.Forexample,ifthefrequencyuseisdefinedbyaVORradial

ormagneticbearing,youmustonlyusethatfrequencywhenflyinginthespecifiedarea.§6.2.1.3Pre-flightApproachBriefingStrip&MSAThenextrow

ofinformationintheheadingareaarethepre-ApproachBriefingStripandMSAinformationrows.Theserowsincludethe:•Primarynavig

ationaid•Finalapproachcoursebearing•Checkaltitudebox•Lowestminimumaltitude.DA(H)orMDA(H)•Airpo

rtelevation•MinimumSafeAltitude(MSA)graphic•Missedapproachinstructions•Additionalnotes/AltimetersettinginformationPrimaryNaviga

tionAidFinalApproachCourseBearingCheckAltitudeBoxLowestMinimumAltitudeAirportElevationMSAMissedApproachAdditionalNotesCheckAlt

itudeBoxThecontentofthecheckaltitudeboxvariesdependingonthetypeofapproachyouareflying:•Onprecisionappro

aches,itprovidesthecrossingaltitudeoftheglideslopeattheOM.•Onnon-precisionapproaches,itcontainsthealtitudeattheFAF.LowestMinimumAltitudeThisaltitude

maybeexpressedasaDAorMDA,dependingonthetypeofapproach:•Foraprecisionapproach,thisboxcontainsthelowestDA(H),generallybasedonastraight-inlandingwithall

equipmentoperation.•Foranon-precisionapproach,itcontainsthelowestMDA(H)forthestraight-inlanding.Theairportelevationisthehighestpointofanair

port’susablerunways,whiletheTDZEisthehighestelevationinthefirst3,000feetofthelandingsurface.TerpsPan

s-opsAirportElevationTheMSAindicatestheminimumaltitudeyoucanflythatwillprovideyouwithatleast1,000feetofobstructionclearancewithinthegivenradiusof

thefixorfacilitydesignatedbelowtheMSAcircle(whennotspecified,theradiusis25nauticalmiles).MSAmayalsoserveasahintfora

safealtitudeincaseofanenginefailureduringtakeoffordepartureprocedures.MSAThecenteroftheMSAisnormallythelocatoronILSorlocalize

rapproaches,theVORonVORorVOR/DMEapproaches,andtheNDBonNDBapproaches.OnGPSapproaches,theMSAistypicallycenteredonthelandingrunwaythresho

ld.TheMSAisnotmeantfornavigationpurposes.Itprovidesonlyobstructionclearancewithinthesectoranddoesnotguaranteenavigationnorcommunicationc

overageattheMSAwithinthatarea.ItisdesignedforuseonlyinanemergencyorduringVFRflight,suchasduringaVFRapproachatnight.MissedApproachInstructionsTherear

eatleastthreeplacesontheapproachinformationcanbefound.Thefulltextualdescriptionofthemissedapproachprocedureisplacedinthepre-approachbriefing

striparea,sincetheentiremissedapproachprocedureshouldbereviewedduringthepre-approachbriefing.Thisinformationc

ouldincluderequirementsforaltimetersettingunits,avionics,groundinstallationsystems,crewtraining,andmanyandvariedo

therrequirementsuniquetoanapproachprocedure.AdditionalNotes/AltimeterSettingInformation§6.2.2PlanViewTheplan

viewoftheinstrumentapproachchartisagraphicoverviewoftheapproachprocedure.Itisplacedontheapproachchartundertheheadingsectionforyouto

useasavisualplanningaid.Thesymbologyofplanviewhasbeendividedintofourmajorcategories:•Scale,TerrainandElevationsymbols•Navaidsymbols•Flighttracksymbo

ls•Airspacefixsymbols§6.2.2.1Scale,Topographical,andElevationSymbolsScaleElevationMan-madestructureElevationNavaidSymbologyMissedApproachTrackCo

ntourProhibitiveArealongitudelatitudeApproachTrackFixScaleTheplanviewisdepictedtoscale.Tohelpyoumeasuredis

tance,amileagescaleislocatedalongtheleftsideofthechart.Normally,thisscaleisoneinchequalsfivenauticalmiles(1inch=5nm).However,occasi

onallythelengthoftheapproachmayrequireadifferentscalefactortobeused.Theinstrumentapproachplanviewincludessome,butnotall,orienta

tiondetails.Lakesorlargewaterareas,rivers,andaeronauticallights/beaconsareallexamplesoforientationdetailsfoundintheplanv

iew.TerrainSymbolsTerrainandMan-madestructures•Aboldarrowindicatesthehighestportrayedterrainhighpointorm

an-madestructuredepictedintheplanview.•Theelevationofthedepictedterrainhighpointsandman-madestructuresisreportedinf

eetabovemeansealevelintheplanview.•Aninverted“”symbolwithadotrepresentsanunidentifiedman-madestructure.•Whenman-madeobjectsareknown,the

yaredepictedwithspecificsymbolssuchasatowerorabuilding.TheIFRairportoflandingisdepictedwithadiagramofitsrunwaysac

cordingtoscale.Otherairportsthatfallwithintheplanviewandunderlietheinstrumentapproacharealsodepicted,asfollows:Airport§6.2.2.

2NavaidSymbology•Navaidfacilities•Markerbeacons•FacilityinformationboxesNavigationFacilities•Frontcourse:TheInstrumentLandingSystem

(ILS),Localizer(LOC),Localizer-typeDirctionalAid(LDA),SimplifiedDirectionalFacility(SDF),andMicrowaveLandingSystem(MLS)areallshownwithahal

f-featheredarrowatrightsidealongtheapproachdirection.•BackCourseAlocalizerbackcourseapproachisindicatedbyahalf-solidarr

owatleftsidealongtheapproachdirection.Thebackcourseisanavigationsignaltransmittedintheoppositedirectionofthefrontcourse.•OffsetFacility:Anof

fsetfacilityisdepictedwhenthelocalizerisnotalignedwiththerunway.ItisoftenshownonSDForLDAapproachcharts.

VOR&NDBMarkerBeaconsFacilityInformationBoxesInformationbox(es)withshadowmeansthatitisusedasthemainnavaidwhenactingfinalapproach.§6.2.2.3Flig

htTrackSymbolsFlighttracksymbolsareusedtodepictthe:•Instrumentapproachprocedureflighttrack,includingt

hemissedapproachtrack;•Radials,includingleadradialsandcrossradials;•Bearingandcourses;•Approachtransitions,feederroutes,a

nd/orarrivalroutes,includingdistancesandaltitudes;•Coursereversals,includingprocedureturns;•Holdingpatterns.FlightTrackApproachprocedureflighttrac

kMissedapproachtrackVisualflighttrackHighleveltrackMagneticBearingsandCoursesTrueCourseMagneticHeading(Routeswithoutradioaidsguidance)Magn

eticCourseRadialRadialRadialRadialApproachTransitionsApproachtransitionsprovideguidancetonavigatefromtheenrout

eairwaysystemtotheinstrumentapproach.ApproachTransitionistoolongortoocomplexDMEArc&RNAVTransitionsMSAMSANoProcedureTur

nRNAVTransitionMagneticBearingChangeRestrictionwithanIntersectionOffsetApproachTransitionIftransitionrouteistooshorttodenote,ther

elatedinformationisnotedwithinformationboxTooinformationtodenote,transitionroutenotedwithnumber.Checkthedetailsinthespecificplace.C

ourseReversalsandProcedureTurnsHoldingPattern§6.2.2.4AirspaceFixesFixes,reportingpointsandwaypointsareallgeographicalpositionsorlocationsthatmaybeuse

dfornavigationpurposesonanapproachprocedurecourse.•FixesandReportingPoints•Waypoints•ComputerNavigationFixes(CNFs)andDatabaseIdentifiersThere

arebasicallytwocategoriesoffixes,reportingpoints,and/orwaypoints:FixesandReportingPointsDMEFixesWaypointsAwaypointisapredeterminedgeo

graphicalpositionusedforroute/instrumentapproachdefinition,progressreports,publishedVFRroutes,visualreportingpoints,orpoin

tsfortransitioningand/orcircumnavigatingcontrolledand/orspecialuseairspace.WaypointsaredefinedrelativetoaVORT

AC,VOR/DME,orGPS,orintermsoflatitude/longitudecoordinates.ComputerNavigationFixes(CNFs)andDatabaseIdentifiersApointusedforthepurposeo

fdefiningthenavigationtrackforanairbornecomputersystem(e.g.,GPSorFMS)iscalledaComputerNavigationFix(CNF).Begin

ningin1998,theUnitedStatesandmanyothercountriesbeganassigningfive-letterCNFnamestopreviouslyunnamedairspacefixesandmileagebreakp

ointsonDPs(departureprocedures),enrouteandarea,andstandardterminalarrivalcharts.§6.2.3ProfileViewTheprofileviewschematicallyportraysasideviewofthe

approachprocedureflightpath.Itbeginsatthesamelocationastheplanviewandcontainsmanyofthesamesymbols;however,itis

notdrawntoscale.Thesymbolsinprofileviewinclude:•Flighttracks,includingbearings,distances,times,missedapproachpoints,coursereversals,stepdownf

ixes,visualdescentpoints,andVNAVconstantrateofdescent•Navaidsandwaypoints,includingmakersandfixes•Altitudes,includingtherecommendedalti

tude/heightdescenttable•Conversiontable•Lightingandmissedapproachicons§6.2.3.1DescentFlightTracks(non)PrecisionA

pproachGlideSlopeMLSGlidePathNon-precisionGlideSlopeHighlevelapproachtrackVisualflighttrackOutboundlimitedbyDMEOutboundlimitedbyTime§6.2.3.

2AirspaceFixesTheflighttrackfromintermediateapproachcoursetofinalapproachcourseisdefinedbyMarkerBeacons,Fixes,WaypointsandNavaidsontheprofileview.

FAF/FAPFixNavaidMAPForanonprecisionapproachprocedure,theFAFisindicatedontheprofileviewbyaMalteseCross,ifspecifiedbythestatesource.FAF/FAPForapre

cisionapproachprocedure,thefinalapproachsegmentstartsatthepointonthelocalizercoursewheretheglideslope/pathistobeintercepted

attheprescribedglideslopeinterceptionaltitude.ThispointiscalledtheFAFintheUnitedStatesandCanada,andtheFAPunderICAOapplications.Again,th

eFAPisnotdepictedontheapproachchart.StepdownFixesManyapproachesincorporateoneormorestepdownfixesalongapproachsegmentstoallowyoutodescendtoalowera

ltitudeafteryouoverflyvariousobstales.Whenyoucannotidentifyastepdownfix,youmustleveloffattheminimumaltitudespecifie

dforthatfix.Onlyonestepdownfixnormallyispermittedbetweenthefinalapproachfixandthemissedapproachpoint.TheMAP(MissedApproachPoint)isapointprescr

ibedineachinstrumentapproachprocedureatwhichamissedapproachproceduremustbeexecutediftherequiredvisualreferencehasnotbeenachieved.MAPPrecisionAp

proachMAPNonprecisionApproachMAPForprecisionapproaches,theMAPisthepointwhereyoureachtheDA(H),whiledescendingontheglideslope.Youmustexecutethe

missedapproachprocedureiftherequiredvisualreferencetocontinuetheapproachhasnotbeenestablished.Fornonprecisio

napproaches,theMAPoccurseitheratafixdefinedbyanavaid,orafteraspecifiedperiodoftimehaselapsedsinceyoucrossedthefinalapproachfix.Theconversiontableat

thelowerleftcornerofthechartwillspecifytheMAPand,ifapplicable,thetimeatvariousspeedsfromthefinalapproachfixtotheMAP.AVD

P(Visualdescentpoint)depictedbytheletterVintheprofileview,representsthepointfromwhichyoucanmakeanormaldescenttoalanding,pro

videdyouhavetheapproachendoftherunwayinsightandyouareattheminimumdescentaltitude(MDA).AdescentbelowtheMDAshouldnotbestartedpriortoreachingth

eVDP.VDP§6.2.3.3AltitudesTheprofileviewshowsminimumaltitudesalongtheflighttrack.AllaltitudesaregivenaboveQNHinf

eet,followedbyaparentheticalnumberwhichshowstheHAT(Heightabovetouchdownzoneorthreshold).WhenaTDZE(Touchdow

nzoneelevation)isnotgiven,thenumbersrepresentheightabovetheairportelevation(HAA).AllaltitudesareMINIMUMaltitudeunlessspecificallylabeledotherwi

se,suchas“MANDATORY”、“MAXIMUM”、“RECOMMENDED”.•“MANDATORY”meansthealtitudeshownisrequiredatthefixorglideslopeintercept.•Maximumaltitudesarela

beled“MAXIMUM”andmaybeabbreviated“MAX”.•Recommendedaltitudesarelabeled“RECOMMENDED”.•TDZEisthehighestelevationinthefirst3,

000feetofthelandingsurface.•TCH(ThresholdCrossingHeight)isatheoreticalheightabovetherunwaythresholdwhenyouare

establishedontheglideslopedescentpath.TCHhasbeentraditionallyusedinprecisionapproachesastheheightoftheairborneg

lideslopeantennaewhenpassingabovetherunwaythreshold.§6.2.3.4ConversionTables•Foraprecisionapproach,thetableliststhegl

ideslopeangleangroundspeedtotherateofdescentfortheILSglideslope(descentinfeetperminute).•Fornonprecisionapproaches,thetablerelatesgroundsp

eedtothedistancefromtheFAF(theLOMorsimilarfix)andshowsthetimeinminutesandsecondstoflyfromFAForotherspecifiedfixtoMAP.•ForcombinedILSandLOC

approaches,onlyonedescenttableisprovidedwhentheILSglideslopeangleandthedescentgradientoftheLOCapproachare

coincidental.§6.2.3.5LightingIconsPAPI:PrecisionApproachPathindicatorStandard2-barVASIVASI:VisualapproachslopindicatorMissedApproachIcons§6.2.4L

andingMinimumsThelandingminimumstable,foundatthebottomoftheJeppesenapproachchart,containstwotypesofminimumsthatmustbothbemetinordertolega

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

lowingfactors:•Straight-inStraight-inlandingminimumsnormallyaredepictedwhenthefinalapproachcourseispositionedwith

in30°oftherunwayalignment.•SidestepAsidestepmaneuverisaprocedureinwhichyouareclearedforanapproachtoonerunwaywithaclearance

tolandonaparallelrunway.ThistypeofapproachprocedureisrarelyfoundoutsidetheU.SandCanada.•Circle-to-LandAcirclingappr

oachisaprocedurethatinvolvesexecutinganapproachtoonerunwayandthenlandingonanother.Becausecircle-to-landproceduresdonotspecifyaspecificrunway

,theheightsinparenthesesareabovetheairport,ratherthanrunwayelevation.§6.2.4.2TypeofApproachAnotherdifferentiationmadeinth

elandingminimumstableisthetypeofapproach.•CategoryIPrecisionInaprecisionapproach,theminimumaltitudes

hownonthechartiscalledtheDA.Duringthetimeyoumakethisdecision,youarecontinuingtodescend,soifyouexecuteamis

sedapproach,youwillpassslightlythroughthisaltitude.•CategoryII/IIIPrecisionForaCategoryIIprecisionapproach,theminimumaltitudesshownonthechartare

decisionaltitudes,aspreviouslydescribedintheCategoryIPrecisiondiscussion.CategoryIIdecisionaltitudesaretypicallyaccompaniedbyaRAheightminimum.Categ

oryIIIprecisionapproachestypicallydonothaveadecisionaltitudeandrequirespecialcertificationfortheoperatorandtheindividualpilot.•NonprecisionInanonp

recisionapproach,theminimumaltitudeshownonthechartiscalledtheMDAbecauseitisthelowestaltitudetowhichyoumaydescenduntil

youhaveestablishedtherequiredvisualreferencerequirementsandareinapositiontoland.•MultipleApproachTypesOccasion

ally,achartportraysmorethanonetypeofapproachprocedureonthesamechart.Inthatcase,multiplesetsofstraight-inminimumsa

reprovided.§6.2.4.3AircraftApproachAtegoryThetypeofaircraftaffectsthelandingminimums.Thelandingminimumstableincludesdivisionsforeachoffourairc

raftcategories.Eachaircraftisplacedintoanaircraftapproachcategorybasedonitscomputedapproachspeed.Thisspeedequals130%oftheaircraft’s

stallspeedinthelandingconfigurationatthemaximumcertificatedlandingweight.§6.2.4.4InoperativeComponentsorVisualAi

dsLandingminimumsusuallyincreasewhenarequiredradionavigationcomponentorvisualaidbecomesinoperative.Regulationpermityoutomakesubstitut

ionsforcertaincomponentswhenthecomponentisinoperative,orisnotutilizedduringanapproach.Forexample,onanILSapproach,acompasslocatororprecis

ionradarmaybesubstitutedfortheoutermarkerwheresodepictedintheprofileview.WhentheILSglideslopeisinoperative,theprocedurebecomesanonprecision

localizerapproach,raisingtheminimumaltitudetowhichyoucandescend,andchangingtoaminimumdescentaltituderatherthanadecisionaltitude.GlideSlopeSom

etimeslowerminimumsareallowedwhenyoucanidentifyaparticularfixinanonprecisionfinalapproachsegment.AlthoughDMEmaynotberequiredtoflythespecificapproachp

rocedure,theabilitytoidentifyaDMEfixprovideslowerminimums.DMEFixesWhetherornotcertainlightingsystems(typicallyapproachlights,centerlinelights,orto

uchdownzonelights)areworkingaffectsthevisibilityrequirementsfortheapproachprocedure.LightingMiddleMarkerAltho

ughintheU.S,theFAAhaseliminatedthepenaltyforaninoperativemiddlemarker,afewcountries(suchasBrazil,ChainTaipei

)continuethepenalty.AltimeterSettingWhenanaltimetersettingisderivedfromaremotesourcemorethan5milesfromt

heairportreferencepoint,ratherthanalocalaltimeter,theDA(H)orMDA(H)isincreasedbyafactorthatconsidersboththeremotealtimeteraswellastheelevatio

ndifferencebetweenthelandingairportandtheremotealtimeterairport.§6.2.4.5AirportOperatingSpecificationsAlthough

continuouseffortsarebeingmadetostandardizeairportoperatingspecificationsaroundtheworld,thereremainsignificantdifferencesbetweengoverningspecifi

cations,especiallyintheareaoflandingandtakeoffminimums.TherearethreeprimaryspecificationsthatJeppesenappl

ieswhendeterminingminimums:•ICAODocument9365,ManualofAll-WeatherOperations•JointAviationRegulationsOperations(JAROPS-

1SubpartE)•FAAHandbook8260.3BTERPS§6.2.4.6OtherFactorsInadditiontothosefactorscoveredinthislesson,manyotherfactorsmayaffectlandingminimums,especially

thoseinthecircle-to-landcolumn.Frequently,theserestrictionsareduetocriticalterrainorobstacles,prohibitionstooverflynea

rbyresidenceareas,orfornoiseabatement.TimeofDayDirectionRunwayTerrain§6.3NonprecisionApproachesAnonprecisionappr

oachprovideslateralcourseguidancewithnoelectronicglideslopeinformation.Themostcommonofthenonprecisionapproachesandthenavigationaidsa

ndsystemsuponwhichtheyarepredicatedinclude:•VOR•NDB•LOC•GPSSomeotheruncommonnonprecisionapproach:•LOCBackCourseApproaches•LDAApproach•SDFApproac

h§6.3.1EffectsofNavaidLocationRegardlessofthetypeofnavaid,itslocationinrelationtotherunwaycansignificantlyaffecttheapproach

.Therearetwobasictypesofnonprecisionapproaches:thosethatuseanavaidlocatedbeyondtheairportboundaries,andthosewith

thenavaidlocatedontheairport.Anon-airportfacilityisonethatislocatedwithin1mileofthenearestportionofthelandingrunwayforastraight-inap

proach,orwithin1mileofthenearestportionoftheusablelandingsurfaceforacirclingapproach.On-AirportFacilityOff-A

irportFacilityYoumightnoticetheeffectsofthenavaidlocationinotherpartsoftheapproachchartaswell:•Finalapproachcourse•Coursereversal•Presenceofan

FAF•TimingfromFAFtoMAP•MAP§6.3.2FinalApproachCourseEvenonnonprecisionapproachestothesamestraight-inrunwa

y,youmayneedtoflyadifferentfinalapproachcourseduetothelocationofannon-airportnavaid.Thisdifferenceisevenmorepronounced

inAndoya,Norway.CourseReversalWithanon-airportnavaid,youmayhavetoexecuteaprocedureturnwhereyoumightnotne

edtoiftheapproachwherebasedonanoff-airportnavaid.Thisisbecauseyoumayneedtoestablishyourpositionpriortodescending,byf

lyingfirsttothenavaidattheairportandthenperformingaprocedureturntocompletetheapproach.PresenceofanFAFWhenthep

rimarynavaidisnotlocatedontheairport(forexample,onthefinalapproachcourse),itoftenservesasboththeinitialapproachfix(IAF)andthefinalappr

oachfix(FAF).Whenthenavaidisontheairport,noFAFisdesignatedunlessDMEoranothermeansisavailableforidentifyingsuchafix.Instead,afinalapproachpoint(F

AP)isdesignatedandservesastheFAF.FAFNothaveFAFThelocationoftheFAPisdefinedasthebeginningofthefinalapproachsegment.Thispointiswherethea

ircraftisestablishedinboundaftercompletinganyrequiredprocedureturn.Sincethiscouldbeadifferentpointforeachaircraf

tthatfliestheapproach,theFAPisdynamic,ratherthanstaticlikeanFAF.TimingfromFAFtoMAPTheconversiontablemayincludetheapproxim

atelengthoftimeitwilltaketoflyfromthefinalapproachfix(FAF)orequivalenttothemissedapproachpoint(MAP)foragivengroundspeed.•If

DMEisrequiredfortheapproach,timingdataisfrequentlynotprovided,becausethepilotisexpectedtoidentifytheMAPfromtheMDEr

eference.•GPSapproachesdonotprovidetimingdatabecausethepilotdeterminestheMAPfromthespecificwaypointprogrammedintotheGP

Ssystem.•Whenthenavaidisontheairport,itfrequentlyservesastheMAP.Youwouldnotrequiretimingdatabecauseyouknowwhenyouhavereachedthenavaidand,theref

ore,theMAP.MAPFornonprecisionapproaches,themissedapproachpoint(MAP)occurseitheratafixdefinedbyanavaid,orafteraspec

ifiedperiodoftimehaselapsedsinceyoucrossedthefinalapproachfix(FAF).Theexactlocationofthemissedapproachpoint(MAP)d

ependsonobstaclesinthemissedapproacharea,aswellaswhetherthenavaidisonofftheairport:•Foroff-airportfacilities,theMAPcannotb

efurtherfromthefinalapproachfix(FAF)thantherunwaythresholdforstraight-inapproaches,orfromthefirstusableport

ionofthelandingareaforcirclingapproaches.•Foron-airportfacilities,theMAPisthenavaidfacility.Example§6.4PrecisionApproachTheinstrumentlandingsystem

(ILS)isaprecisionapproachnavigationalaidthatprovideshighlyaccuratecourse,glideslope,anddistanceguidancetoagivenrunway.Therearethreeg

eneralclassificationsofILSapproaches-CategoryI,CategoryII,andCategoryIII.ToflyabasicILSapproach(Categor

yI),youmustbeinstrumentrated,current,andyouraircraftmustbeequippedappropriately.ILSapproachesmayalsob

eCategoryIIorIII;theseapproachestypicallyhavelowerminimumsandrequirespecialcertificationforoperators,pilots,aircraft,andair/g

roundequipment.TheILScanbethesaferapproachalternativeinpoorweatherconditionsforseveralreasons:•Itprovidesverticalcourseguidanceinadditi

ontolateralguidance.•Itisamoreaccurateapproachaidthananyotherwidelyavailablesystem.•Theincreasedaccuracyandthev

erticalguidancethroughtheglideslopegenerallyallowsforapproachminimums.•ThelowerminimumscanmakeitpossibletoexecuteanILSap

proachandlandatanairportwhenitwouldnothavebeenpossibleusinganonprecisionapproach.Example§6.5Straight-inApproachesStr

aight-inlandingminimumsnormallyareusedwhenthefinalapproachcourseispositionedwithin30°oftherunwayandaminimumofmaneu

veringisrequiredtoaligntheairplanewiththerunway.However,theoffsetshouldnotbemorethan15°fromtherunwaycenterlineforCategoryCandDaircra

ft.Incontrasttoastraight-inlanding,thecontrollerterminology“clearedforstraight-inapproach…”meansthatyoushouldnotperformacoursereversal,butdoesno

treferencelandingminimums.Forexample,youcouldbe“clearedforstraight-inILSRunway25approach,circletolandRunway34.”I

nthiscase,youwouldnotflyacoursereversal,andyouwouldberequiredtoremainatthehighercircle-to-landMDA(H)minimumsuntilyoubegin

yourfinaldescent.Ifyouarenotbeingradarvectored,generallyyoubeginastraight-inapproachatanoutlyinginitiala

pproachfix(IAF),andthenflytheinitialandintermediatesegments,whichplacesyouonthefinalapproachsegment.Example§6.6ApproachwithReversalAcourserev

ersalisprescribedwhenitisnecessarytoreversedirectiontoestablishyouraircraftinboundonanintermediateorfinalapproachcourse.Whenc

harted,itisarequiredmaneuver,exceptunderthefollowingconditions:•Radarvectoringisprovided.Radarvectorstothefinalapproachcourseprovideameth

odofinterceptingandproceedinginboundonthepublishedinstrumentapproachprocedurewithoutthepublishedcoursereversal.•Thesymbol“NoPT”(n

oprocedureturn)isshownonthechart,.IfyouareflyinganarrivalorfeederroutethatislabeledwithNoPT,youarenotauthorized,nordoesATCexpectyou,toperformthecours

ereversal.•Youaretransitioningfromanarrivalroute,feederroute,orinitialapproachsegmentfromwithinaTerminalArrivalArea(TAA)straight-inarea.Thisa

reaistypicallynotedasNoPTontheTAAchart.Acoursereversalmaybedepictedintwotypesprocedureformats(ProcedureTurnandTeardrop/BaseTurn)intheplanvi

ewsection.§6.6.1ProcedureTurnWhenacoursereversalisshownasaprocedureturn,thepointatwhichthestartedanthetypeandrateofturnu

suallyarelefttothediscretionofthepilot.Jeppesenapproachchartsshowprocedureturnswith45/180or80/260degreeangles

.Note:ProceduredesignrulesappliedbystatesusingICAOstandardsrequireyoutoflythecourse,heading,speed,andtimingasshownontheapproachc

hartinordertoremainwithintherelevantairspaceandtoensuretherequiredobstacleclearance.Fortheairspacedesign,itisassumedth

eturnsareatamaximumbankangleof25°,orarateof3°/second,whicheverisless.Example§6.6.2BaseTurnWhenacoursereversalisshownasateardropo

rbaseturnpattern,youmustflythecoursereversalasshownonthechart.Inthiscase,theheadings,leglengths,anddirectionofturnsaremandatory,anda

refoundintheplanviewandprofileviews.Example§6.7RacetrackorHoldingPatternCourseReversalsWhenaholdingorracetrackpat

ternispublishedasacoursereversal,youmustmaketheproperentryandfollowthedepictedpatterntoestablishyouraircrafton

theinboundcourse.Again,theinformationyouneedaboutthecoursereversalcanbefoundintheplanviewandprofileviewsectionsoftheapproachchart.

Example§6.8CirclingApproachAcirclingapproachisaprocedurethatinvolvesexecutinganapproachtoonerunwayandthenlandingonanother.Severa

lsituationsanyrequireyoutoexecuteacirclingapproach.Thecirclingapproachisnotasimplemaneuver;youarerequiredtoflyatalowaltitudeatafai

rlyshowairspeedandyourattentionmaybedivertedoutsidetheaircraftmorethanusual.Atthesametime,youmustensurethatyoudonot:•Descendbelowth

eMDAimproperly;•Flyoutsidetheprotectedarea;•Losesightoftherunwayenvironment.§6.8.1CirclingManeuversInsimplet

erms,thecirclingapproachprocedureinvolvesflyingtheapproach,establishingvisualcontactwiththerunwayenvironment,andthenpo

sitioningtheaircraftonafinalapproachtotherunwayonwhichyouintendtoland.Thecirclingapproachallowsyoutolandonanyappropriater

unwaynotsubjecttoadditionalchartedrestrictions.Note:Circlingapproachcanbeextremelyhazardous,especiallywhencombinedwithsuchfactorsasl

owvisibility,mountainousterrain,and/ornightoperations.Manycommercialoperatorsarenotauthorizedtoflycirclingapproaches,orifso,arerequiredtomakespec

ializedtraining.Circle-to-landminimumsareincludedonmostapproachplatesasapartoftheprocedureminimumsinformationband.Circle-

to-landminimumsareexpressedwithanMDA,eventhoughaglideslopemaybeusedtodescendtothatcirclingMDA.Thecircle-to-l

andMDAisusuallyhigherthanthestraight-inlandingMDAs.§6.8.2RestrictionsofCircle-to-LandRestrictedbyDirectionRestrictedbyAvailableEquipmentorNav

aidsRestrictedbyTimeorWeatherRestrictedbyAircraftCategoriesLimitedProtectedArea§6.9MissedApproachProceduresThemissedapproachproceduremustbeflo

wnwheneveryoureachthemissedapproachpoint(MAP)andcannotestablishtherequiredvisualreferences,orwhenyouar

enotinapositiontolandsafely.Amissedapproachprocedurealsomayberequiredduringacirclingapproachwhenvisualcontactwithther

unwayenvironmentislost.Everyinstrumentapproachhasamissedapproachsegmentwithappropriateheading,course,andaltit

udeinformationprovided.Thepurposeofthissegmentistoallowyoutosafelynavigatefromthemissedapproachpointtoapoint

whereyoucanattemptanotherapproach,orcontinuetoanotherairport.ThemissedapproachsegmentbeginsattheMAPandendsatadesignatedpoint,suchasaninitia

lapproachorenroutefix.TheactuallocationoftheMAPdependsuponthetypeofapproachyouareflying.Example§6.10RNAVApproachRNAVequipmentcancompute

theairplaneposition,actualtrack,andgroundspeed,andthenprovidemeaningfulinformationrelativetotheselectedrouteofflight.R

NAVproceduresinclude:•VORDMERNAV•GPSOverlay•GPSorGNSS(ICAO)•RNAV•RNAV(GPS)§6.10.1VOR/DMERNAVCharts§6.10.2GPSOverlaysProperlyinstalledandcertifiedGPS

equipmentcanbeusedtoflymanynonprecisionapproachesbasedonconventionalnavaids,ifsospecifiedintheapproachprocedureidentification.Therearetwotype

sofGPSoverlays:•Thefirstrequirestheunderlyinggroundnavaidsandassociatedaircraftnavigationequipmenttobeoperational,bu

tnotmonitoredbythecrewduringtheapproachaslongastheGPSmeetsRAIMaccuracyrequirements.Theseproceduresareindicatedbyasmall,ital

ic(GPS)infrontoftheprocedureidentifier.•Thesecondeliminatestherequirementforconventionalnavigationequipmenttobeoperatingduringtheapproach,although

thatequipmentmayberequiredforotherportionsoftheIFRflight.Theseapproachchartscanbeidentifiedbythewords“orGPS”intheprocedureidentifier.

Example§6.10.3RNAV(GPS)ChartsRNAV(GPS)chartscombineunaugmentedGPSandaugmentedGPS,alongwithFMS-basedRN

AV,approachesontoasinglechart.WithinU.S,augmentedGPS,approacheswillbebasedonWAASandLAAS.AGPSstandaloneappro

achprocedureisdesignedsolelyforusewithGPSandoffersmoreefficientroutingthanispossiblewithsomeconventionalapproaches.Youmusthaveconventiona

lnavigationequipmentaboardyouraircraftasabackup.Example