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

hes§6.4PrecisionApproach§6.5Straight-InApproaches§6.6ApproacheswithReversals§6.7RacetrackProcedure§6.8Circling

Approaches§6.9MissedApproaches§6.10RNAVApproachesChapter6ApproachChartsApproachchartsaregraphicrepresentationsofinstrumentappro

achesthatareavailableatagivenairport.Thestandardsusedindesigningtheseinstrumentapproachesaregovernedby

eachcountry’scontrollingcivilaviationadministration(CAA):•TERPS•PANS-OPS•JAROPS§6.1IntroductionWithbothpilotsandtheair

planeprepared,pilotscanbeginthepre-approachbriefing.Whenflyingwithacrew,thisbriefingaccomplishesatleastthreegoals:•Youinformyourfel

lowcrewmembersofhowyouplantoconducttheapproachandwhattheirexpectedresponsibilitiesare;•Yougivethemachancet

oprovideinputintoyourplan,catchingthingsyoumayhaveoverlooked,oraddingresponsibilities;•Thebriefingcanbeusedasa

checklisttomakesureradios/navaids/constraintshavebeenproperlyprogrammedintotheaircraft.Andifyouflysingle-

pilot,itisalsoarequirementtoreviewthechart,especiallyforsituationalawareness.§6.2LayoutandInformationJeppesen’sapproachchartsared

esignedbypilotsforpilots.ThedataplacementwithinJeppesenapproachchartsisbasedonobservedpilot-usagepatternsandincorporateshuman

factorsresearch,astandardpre-approachbriefingsequenceofinformation,andcrewresourcemanagement(CRM)techniques.Takeacloserlookatatypi

calJeppesenapproachcharttoseewhatinformationisprovided.•TheHeading•ThePlanView•ProfileView•LandingMinimum

sHeadingProfileViewPlanViewLandingMinimum§6.2.1HeadingThetopofaJeppesenapproachchartpresentsbasicapproachinformationinthesameorderinwhichy

ouwouldnormallybrieftheprocedurepriortoflyingit.TheformatisreferredtoastheBriefingStripformat.Developm

entofthebriefingstripconceptbeganin1993,andisnowahighlyrefinedvariationoftheoriginalclassicformat.Themainfeatureofthebriefings

triparrangementistoplacebasicinformationinacommonlocationformoreconvenientuseduringthepre-approachbriefing.Theinformationincharth

eadingincludes:•HeadingBorderData•CommunicationRow•Pre-ApproachBriefingStrip&MSA§6.2.1.1HeadingBorderDataHeadinginformation,locatedonthetopborder

ofeachJeppesenapproachchart,containsstandardinformationtohelpyouquicklyidentifyandretrievetheapproachtobebriefedandflown.•Loca

tionName•ProcedureIdentifier•ChartIndexNumber•ChartDate•AirportIdentifierandAirportNameThelocationnameistheba

sisforfilingthechartinalphabeticalsequenceinyourAirwayManual,andisthefirstinformationaccessedtoselectthecorrectchartfromthebinder.Thegeo

graphicallocationnameusedisgenerallythemajorcityservedbythecivilairport.LocationNameTheprocedureidentifierisacommonreferenceuse

dbyboththecontrollerandthepilottoensurebothunderstandwhatinstrumentapproachprocedureisexpected.ProcedureIdentifierL

ocationNameProcedureIdentifierOnJeppesenCharts,theprocedureidentifiersisnamedaccordingtotheNavaidswhichprovidesfina

lapproachnavigationguidance.LocationNameProcedureIdentifierApproachchartsaresequencedbythechartindexnumberfortherespectiveair

port.Thisnumberensuresthatallproceduretypesaregroupedtogetherforeachairport.Withinagroupofsimilarproceduretypes,briefingstripchartsaresequencedaccor

dingtorunwaynumber,lowesttohighest.ChartIndexNumberThechartindexnumberisusuallyathree-orfour-digitnumbe

renclosedinanovalatthetopofthechart.•TheFirstDigitrepresentstheairportnumberandisanarbitraryassignment.•T

heSecondDigitrepresentsthecharttype:0-Area,DP,SID,STAR,ClassB,etc.1-ILS,LOC,MLS,LDA(Localizer-typeDirectionalAid),SD

F(SimplifiedDirectionalFacility)2-RNAV3-VOR,VOR/DME4-TACAN5-RESERVED6-NDB7-Reserved8-PAR,ASR(airport/airfieldsurveillance

radar),Stand-AloneGPS9-VORDMERNAV,ChartedVisualFlightProcedures(CVFP)Thechartdatemaybeusedtoensurethatthechartselectediscorrectandcurrent.Eachchart

hasachartdateand,additionally,mayhaveaneffectivedate.Datesareexpressedintheformatofday,month,year.ChartDateRevisionDateEffectiveDateThefour-letter

airportidentifierisacombinationofanICAOregionaldesignationandairport’sgoverningagencydesignation.Thetree-letteridentifierisacombinationof

anIATA.Thenameoftheairportmaybeshortenedandcommonprefixesandsuffixesdeleted.AirportIdentifierandNameAirpor

tIdentifierAirportName§6.2.1.2CommunicationsRowThefirstcommunicationbox(es)containsthefrequencyforobtainingnoncontrolairportinforma

tionand/orweatherinformationfromsuchfacilitiesasATIS,ASOS,orAWOS.“D”indicatesthattheATISisadigitaltrans

mission.Noteaasterisk(*)indicatesthattheATISisoperationalonapart-timebasisonly.Directionaloraltitudelimitationsmaya

lsobeplacedontheuseofthefrequency.Forexample,ifthefrequencyuseisdefinedbyaVORradialormagneticbearing,you

mustonlyusethatfrequencywhenflyinginthespecifiedarea.§6.2.1.3Pre-flightApproachBriefingStrip&MSAThenextrowofinform

ationintheheadingareaarethepre-ApproachBriefingStripandMSAinformationrows.Theserowsincludethe:•Primarynavigationaid•F

inalapproachcoursebearing•Checkaltitudebox•Lowestminimumaltitude.DA(H)orMDA(H)•Airportelevatio

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

tionAidFinalApproachCourseBearingCheckAltitudeBoxLowestMinimumAltitudeAirportElevationMSAMissedApproachAdditionalNotesCheckAlti

tudeBoxThecontentofthecheckaltitudeboxvariesdependingonthetypeofapproachyouareflying:•Onprecisionapproaches,i

tprovidesthecrossingaltitudeoftheglideslopeattheOM.•Onnon-precisionapproaches,itcontainsthealtitudeattheFAF.LowestMini

mumAltitudeThisaltitudemaybeexpressedasaDAorMDA,dependingonthetypeofapproach:•Foraprecisionapproach,thisboxcontainsthelowestDA(H),gen

erallybasedonastraight-inlandingwithallequipmentoperation.•Foranon-precisionapproach,itcontainsthelowestMDA(H)forthestraig

ht-inlanding.Theairportelevationisthehighestpointofanairport’susablerunways,whiletheTDZEisthehighestelevationinthefirst3,

000feetofthelandingsurface.TerpsPans-opsAirportElevationTheMSAindicatestheminimumaltitudeyoucanflythatwillprovideyouwithatleast1,000feetofobstruc

tionclearancewithinthegivenradiusofthefixorfacilitydesignatedbelowtheMSAcircle(whennotspecified,theradiusis25nauticalmiles).MSAm

ayalsoserveasahintforasafealtitudeincaseofanenginefailureduringtakeoffordepartureprocedures.MSAThecenteroft

heMSAisnormallythelocatoronILSorlocalizerapproaches,theVORonVORorVOR/DMEapproaches,andtheNDBonNDBapproaches.OnGPSapproaches,theMSAistypicallycent

eredonthelandingrunwaythreshold.TheMSAisnotmeantfornavigationpurposes.Itprovidesonlyobstructionclearancewithinthesectoranddoesnotguaranteenaviga

tionnorcommunicationcoverageattheMSAwithinthatarea.ItisdesignedforuseonlyinanemergencyorduringVFRflight,suchas

duringaVFRapproachatnight.MissedApproachInstructionsThereareatleastthreeplacesontheapproachinformationcanbefound.T

hefulltextualdescriptionofthemissedapproachprocedureisplacedinthepre-approachbriefingstriparea,sincetheentiremissedapproachpr

ocedureshouldbereviewedduringthepre-approachbriefing.Thisinformationcouldincluderequirementsforaltimetersettingunits,avionics,groundinstallati

onsystems,crewtraining,andmanyandvariedotherrequirementsuniquetoanapproachprocedure.AdditionalNotes/AltimeterSettingInformation§6.2.2Pl

anViewTheplanviewoftheinstrumentapproachchartisagraphicoverviewoftheapproachprocedure.Itisplacedontheapproachchartundertheheadingsecti

onforyoutouseasavisualplanningaid.Thesymbologyofplanviewhasbeendividedintofourmajorcategories:•Scale,TerrainandElevat

ionsymbols•Navaidsymbols•Flighttracksymbols•Airspacefixsymbols§6.2.2.1Scale,Topographical,andElevationSymb

olsScaleElevationMan-madestructureElevationNavaidSymbologyMissedApproachTrackContourProhibitiveArealongitudelatitudeApproachTrackFixScaleTheplanv

iewisdepictedtoscale.Tohelpyoumeasuredistance,amileagescaleislocatedalongtheleftsideofthechart.Normally,thiss

caleisoneinchequalsfivenauticalmiles(1inch=5nm).However,occasionallythelengthoftheapproachmayrequireadiff

erentscalefactortobeused.Theinstrumentapproachplanviewincludessome,butnotall,orientationdetails.Lakesorlargewaterareas,rivers,andae

ronauticallights/beaconsareallexamplesoforientationdetailsfoundintheplanview.TerrainSymbolsTerrainandMan-madestructures•A

boldarrowindicatesthehighestportrayedterrainhighpointorman-madestructuredepictedintheplanview.•Theelev

ationofthedepictedterrainhighpointsandman-madestructuresisreportedinfeetabovemeansealevelintheplanview.•Aninverted“”symbolwithadotrepresentsanunide

ntifiedman-madestructure.•Whenman-madeobjectsareknown,theyaredepictedwithspecificsymbolssuchasatowerorabuilding.TheIFRairportoflandi

ngisdepictedwithadiagramofitsrunwaysaccordingtoscale.Otherairportsthatfallwithintheplanviewandunderlietheinstrumentapproachar

ealsodepicted,asfollows:Airport§6.2.2.2NavaidSymbology•Navaidfacilities•Markerbeacons•FacilityinformationboxesNavigationFaci

lities•Frontcourse:TheInstrumentLandingSystem(ILS),Localizer(LOC),Localizer-typeDirctionalAid(LDA),SimplifiedDirectionalFa

cility(SDF),andMicrowaveLandingSystem(MLS)areallshownwithahalf-featheredarrowatrightsidealongtheapproachdirection.•BackCourseAlocalizerb

ackcourseapproachisindicatedbyahalf-solidarrowatleftsidealongtheapproachdirection.Thebackcourseisanavigationsignaltransmittedi

ntheoppositedirectionofthefrontcourse.•OffsetFacility:Anoffsetfacilityisdepictedwhenthelocalizerisnotalignedw

iththerunway.ItisoftenshownonSDForLDAapproachcharts.VOR&NDBMarkerBeaconsFacilityInformationBoxesInformationbox(es)withshadowmeansthatitis

usedasthemainnavaidwhenactingfinalapproach.§6.2.2.3FlightTrackSymbolsFlighttracksymbolsareusedtodepictthe:•Instrumentapproachprocedur

eflighttrack,includingthemissedapproachtrack;•Radials,includingleadradialsandcrossradials;•Bearingandcourses;•Approachtransitions,f

eederroutes,and/orarrivalroutes,includingdistancesandaltitudes;•Coursereversals,includingprocedureturns;•Holdin

gpatterns.FlightTrackApproachprocedureflighttrackMissedapproachtrackVisualflighttrackHighleveltrackMagneticBearingsandCoursesTrueCourseMagne

ticHeading(Routeswithoutradioaidsguidance)MagneticCourseRadialRadialRadialRadialApproachTransitionsApproachtransitionsp

rovideguidancetonavigatefromtheenrouteairwaysystemtotheinstrumentapproach.ApproachTransitionistoolong

ortoocomplexDMEArc&RNAVTransitionsMSAMSANoProcedureTurnRNAVTransitionMagneticBearingChangeRestrictionwithanInterse

ctionOffsetApproachTransitionIftransitionrouteistooshorttodenote,therelatedinformationisnotedwithinformationboxTooinformationtodenote,transitionro

utenotedwithnumber.Checkthedetailsinthespecificplace.CourseReversalsandProcedureTurnsHoldingPattern§6.2.2.4Ai

rspaceFixesFixes,reportingpointsandwaypointsareallgeographicalpositionsorlocationsthatmaybeusedfornavigationpurpos

esonanapproachprocedurecourse.•FixesandReportingPoints•Waypoints•ComputerNavigationFixes(CNFs)andDatabaseIdentifiersTherearebasicallytw

ocategoriesoffixes,reportingpoints,and/orwaypoints:FixesandReportingPointsDMEFixesWaypointsAwaypointisapredeterminedgeog

raphicalpositionusedforroute/instrumentapproachdefinition,progressreports,publishedVFRroutes,visualreportingpoin

ts,orpointsfortransitioningand/orcircumnavigatingcontrolledand/orspecialuseairspace.WaypointsaredefinedrelativetoaVORTAC,VOR

/DME,orGPS,orintermsoflatitude/longitudecoordinates.ComputerNavigationFixes(CNFs)andDatabaseIdentifiersApointusedf

orthepurposeofdefiningthenavigationtrackforanairbornecomputersystem(e.g.,GPSorFMS)iscalledaComputerNavigationFix(CNF).Beginningin1998,theU

nitedStatesandmanyothercountriesbeganassigningfive-letterCNFnamestopreviouslyunnamedairspacefixesandmileagebreakpointso

nDPs(departureprocedures),enrouteandarea,andstandardterminalarrivalcharts.§6.2.3ProfileViewTheprofileviewschematic

allyportraysasideviewoftheapproachprocedureflightpath.Itbeginsatthesamelocationastheplanviewandcontainsmanyofthesamesymbols;however,it

isnotdrawntoscale.Thesymbolsinprofileviewinclude:•Flighttracks,includingbearings,distances,times,missedapproachpoints,coursereversals

,stepdownfixes,visualdescentpoints,andVNAVconstantrateofdescent•Navaidsandwaypoints,includingmakersandfixe

s•Altitudes,includingtherecommendedaltitude/heightdescenttable•Conversiontable•Lightingandmissedapproachicons§6.2.3.1DescentFlightTracks(

non)PrecisionApproachGlideSlopeMLSGlidePathNon-precisionGlideSlopeHighlevelapproachtrackVisualflighttrackOutboundlimitedbyDMEOutboundlimitedbyTi

me§6.2.3.2AirspaceFixesTheflighttrackfromintermediateapproachcoursetofinalapproachcourseisdefinedbyMarkerBeacons,Fi

xes,WaypointsandNavaidsontheprofileview.FAF/FAPFixNavaidMAPForanonprecisionapproachprocedure,theFAFisindicatedontheprofileviewbyaM

alteseCross,ifspecifiedbythestatesource.FAF/FAPForaprecisionapproachprocedure,thefinalapproachsegmentstartsatthepointonthelocalizercoursewheretheglid

eslope/pathistobeinterceptedattheprescribedglideslopeinterceptionaltitude.ThispointiscalledtheFAFintheUnit

edStatesandCanada,andtheFAPunderICAOapplications.Again,theFAPisnotdepictedontheapproachchart.Stepdown

FixesManyapproachesincorporateoneormorestepdownfixesalongapproachsegmentstoallowyoutodescendtoalowera

ltitudeafteryouoverflyvariousobstales.Whenyoucannotidentifyastepdownfix,youmustleveloffattheminimumaltitudespecifiedforthatfix.O

nlyonestepdownfixnormallyispermittedbetweenthefinalapproachfixandthemissedapproachpoint.TheMAP(MissedApproachPoint)is

apointprescribedineachinstrumentapproachprocedureatwhichamissedapproachproceduremustbeexecutediftherequiredvisualreferencehasnotbeenachieved.MAPPrec

isionApproachMAPNonprecisionApproachMAPForprecisionapproaches,theMAPisthepointwhereyoureachtheDA(H),whiledescendi

ngontheglideslope.Youmustexecutethemissedapproachprocedureiftherequiredvisualreferencetocontinuetheapproachhasnotbeenestablished.Fo

rnonprecisionapproaches,theMAPoccurseitheratafixdefinedbyanavaid,orafteraspecifiedperiodoftimehaselapsedsinceyoucrossedthefinalapproachfix.

TheconversiontableatthelowerleftcornerofthechartwillspecifytheMAPand,ifapplicable,thetimeatvariousspeedsfromthefinalapproachfix

totheMAP.AVDP(Visualdescentpoint)depictedbytheletterVintheprofileview,representsthepointfromwhichyoucanmakeanormaldescenttoalanding,providedyouhavet

heapproachendoftherunwayinsightandyouareattheminimumdescentaltitude(MDA).AdescentbelowtheMDAshouldnotbestartedpriortoreachingth

eVDP.VDP§6.2.3.3AltitudesTheprofileviewshowsminimumaltitudesalongtheflighttrack.AllaltitudesaregivenaboveQNHinfe

et,followedbyaparentheticalnumberwhichshowstheHAT(Heightabovetouchdownzoneorthreshold).WhenaTDZE(Touchdownzoneelevation)isnotgiven,t

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

RECOMMENDED”.•“MANDATORY”meansthealtitudeshownisrequiredatthefixorglideslopeintercept.•Maximumaltitudesarelabe

led“MAXIMUM”andmaybeabbreviated“MAX”.•Recommendedaltitudesarelabeled“RECOMMENDED”.•TDZEisthehighestelevationinthefirst3,000feetofthelanding

surface.•TCH(ThresholdCrossingHeight)isatheoreticalheightabovetherunwaythresholdwhenyouareestablishe

dontheglideslopedescentpath.TCHhasbeentraditionallyusedinprecisionapproachesastheheightoftheairborneglideslopeantennaewhenpassingabovetherunwayt

hreshold.§6.2.3.4ConversionTables•Foraprecisionapproach,thetableliststheglideslopeangleangroundspeedtotherateofdescentfortheILSglideslope(

descentinfeetperminute).•Fornonprecisionapproaches,thetablerelatesgroundspeedtothedistancefromtheFAF(theLOMorsimil

arfix)andshowsthetimeinminutesandsecondstoflyfromFAForotherspecifiedfixtoMAP.•ForcombinedILSandLOCapproaches,onlyonedescenttabl

eisprovidedwhentheILSglideslopeangleandthedescentgradientoftheLOCapproacharecoincidental.§6.2.3.5LightingIcons

PAPI:PrecisionApproachPathindicatorStandard2-barVASIVASI:VisualapproachslopindicatorMissedApproachIcons§6.2.4L

andingMinimumsThelandingminimumstable,foundatthebottomoftheJeppesenapproachchart,containstwotypesofminimumsthatm

ustbothbemetinordertolegallycompletetheapproachtolanding:•DA(H)/MDA(H)•VIS/RVR§6.2.4.1TypeofProcedureLan

dingminimumsareaffectedbyanyorallofthefollowingfactors:•Straight-inStraight-inlandingminimumsnormallyaredepictedwhenthefinalapproachcourseispositione

dwithin30°oftherunwayalignment.•SidestepAsidestepmaneuverisaprocedureinwhichyouareclearedforanapproachtoonerunwaywithaclearancetolandonapara

llelrunway.ThistypeofapproachprocedureisrarelyfoundoutsidetheU.SandCanada.•Circle-to-LandAcirclingapproachisaprocedur

ethatinvolvesexecutinganapproachtoonerunwayandthenlandingonanother.Becausecircle-to-landproceduresdonotspecifyaspecificrunway,theheightsinpar

enthesesareabovetheairport,ratherthanrunwayelevation.§6.2.4.2TypeofApproachAnotherdifferentiationmadeinthe

landingminimumstableisthetypeofapproach.•CategoryIPrecisionInaprecisionapproach,theminimumaltitudeshowno

nthechartiscalledtheDA.Duringthetimeyoumakethisdecision,youarecontinuingtodescend,soifyouexecuteamissedapproach,youwillp

assslightlythroughthisaltitude.•CategoryII/IIIPrecisionForaCategoryIIprecisionapproach,theminimumaltitudesshowno

nthechartaredecisionaltitudes,aspreviouslydescribedintheCategoryIPrecisiondiscussion.CategoryIIdecisionaltitu

desaretypicallyaccompaniedbyaRAheightminimum.CategoryIIIprecisionapproachestypicallydonothaveadecisionaltitudean

drequirespecialcertificationfortheoperatorandtheindividualpilot.•NonprecisionInanonprecisionapproach,theminimumaltitudeshownonthech

artiscalledtheMDAbecauseitisthelowestaltitudetowhichyoumaydescenduntilyouhaveestablishedtherequiredvisual

referencerequirementsandareinapositiontoland.•MultipleApproachTypesOccasionally,achartportraysmorethanonetypeofappro

achprocedureonthesamechart.Inthatcase,multiplesetsofstraight-inminimumsareprovided.§6.2.4.3AircraftApproachA

tegoryThetypeofaircraftaffectsthelandingminimums.Thelandingminimumstableincludesdivisionsforeachoffouraircraftcategories.Eachaircraftisplacedintoan

aircraftapproachcategorybasedonitscomputedapproachspeed.Thisspeedequals130%oftheaircraft’sstallspeedinthela

ndingconfigurationatthemaximumcertificatedlandingweight.§6.2.4.4InoperativeComponentsorVisualAidsLandi

ngminimumsusuallyincreasewhenarequiredradionavigationcomponentorvisualaidbecomesinoperative.Regulationpermityoutomakesubstitutionsfo

rcertaincomponentswhenthecomponentisinoperative,orisnotutilizedduringanapproach.Forexample,onanILSapproach,acompasslo

catororprecisionradarmaybesubstitutedfortheoutermarkerwheresodepictedintheprofileview.WhentheILSglideslopeisinoperative,theprocedurebecomesanonp

recisionlocalizerapproach,raisingtheminimumaltitudetowhichyoucandescend,andchangingtoaminimumdescentaltituderatherthanadecisionaltitude.GlideSlopeS

ometimeslowerminimumsareallowedwhenyoucanidentifyaparticularfixinanonprecisionfinalapproachsegment.AlthoughDMEmaynotberequiredtoflythespecificapproac

hprocedure,theabilitytoidentifyaDMEfixprovideslowerminimums.DMEFixesWhetherornotcertainlightingsystems(typicallyapproachlights,centerlinelight

s,ortouchdownzonelights)areworkingaffectsthevisibilityrequirementsfortheapproachprocedure.LightingMiddleMa

rkerAlthoughintheU.S,theFAAhaseliminatedthepenaltyforaninoperativemiddlemarker,afewcountries(suchasBrazil,C

hainTaipei)continuethepenalty.AltimeterSettingWhenanaltimetersettingisderivedfromaremotesourcemorethan5milesfrom

theairportreferencepoint,ratherthanalocalaltimeter,theDA(H)orMDA(H)isincreasedbyafactorthatconsidersboththeremotealt

imeteraswellastheelevationdifferencebetweenthelandingairportandtheremotealtimeterairport.§6.2.4.5AirportOperatingS

pecificationsAlthoughcontinuouseffortsarebeingmadetostandardizeairportoperatingspecificationsaroundtheworld,thererem

ainsignificantdifferencesbetweengoverningspecifications,especiallyintheareaoflandingandtakeoffminimums.Therearethreeprimaryspecification

sthatJeppesenapplieswhendeterminingminimums:•ICAODocument9365,ManualofAll-WeatherOperations•JointAviationR

egulationsOperations(JAROPS-1SubpartE)•FAAHandbook8260.3BTERPS§6.2.4.6OtherFactorsInadditiontothosefactorscoveredinthislesson,manyot

herfactorsmayaffectlandingminimums,especiallythoseinthecircle-to-landcolumn.Frequently,theserestrictionsareduetocriticalterrainorobstac

les,prohibitionstooverflynearbyresidenceareas,orfornoiseabatement.TimeofDayDirectionRunwayTerrain§6.3NonprecisionApproachesAnonprecisi

onapproachprovideslateralcourseguidancewithnoelectronicglideslopeinformation.Themostcommonofthenonprecisionapproachesandthenavigationaidsandsystemsup

onwhichtheyarepredicatedinclude:•VOR•NDB•LOC•GPSSomeotheruncommonnonprecisionapproach:•LOCBackCourseApproaches•LDAApproach•SDFApproach§6

.3.1EffectsofNavaidLocationRegardlessofthetypeofnavaid,itslocationinrelationtotherunwaycansignificantlyaffectth

eapproach.Therearetwobasictypesofnonprecisionapproaches:thosethatuseanavaidlocatedbeyondtheairportboundaries,andthosewiththenava

idlocatedontheairport.Anon-airportfacilityisonethatislocatedwithin1mileofthenearestportionofthelandingrunwayforastraight-

inapproach,orwithin1mileofthenearestportionoftheusablelandingsurfaceforacirclingapproach.On-AirportFacilityOff-AirportFacilityYoumightnotic

etheeffectsofthenavaidlocationinotherpartsoftheapproachchartaswell:•Finalapproachcourse•Coursereversal•Presen

ceofanFAF•TimingfromFAFtoMAP•MAP§6.3.2FinalApproachCourseEvenonnonprecisionapproachestothesamestraight-inrunway,y

oumayneedtoflyadifferentfinalapproachcourseduetothelocationofannon-airportnavaid.Thisdifferenceisevenmorepronouncedin

Andoya,Norway.CourseReversalWithanon-airportnavaid,youmayhavetoexecuteaprocedureturnwhereyoumightnotneedtoiftheapproachwh

erebasedonanoff-airportnavaid.Thisisbecauseyoumayneedtoestablishyourpositionpriortodescending,byflyingfirsttothenavaidatthe

airportandthenperformingaprocedureturntocompletetheapproach.PresenceofanFAFWhentheprimarynavaidisnotlocatedonthe

airport(forexample,onthefinalapproachcourse),itoftenservesasboththeinitialapproachfix(IAF)andthefinalapproachfix(FAF).Whenthe

navaidisontheairport,noFAFisdesignatedunlessDMEoranothermeansisavailableforidentifyingsuchafix.Instea

d,afinalapproachpoint(FAP)isdesignatedandservesastheFAF.FAFNothaveFAFThelocationoftheFAPisdefinedasthebeginningofthefinalapproach

segment.Thispointiswheretheaircraftisestablishedinboundaftercompletinganyrequiredprocedureturn.Sincethiscouldbeadifferentpoi

ntforeachaircraftthatfliestheapproach,theFAPisdynamic,ratherthanstaticlikeanFAF.TimingfromFAFtoMAPTheconversiontablemayincludeth

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

requiredfortheapproach,timingdataisfrequentlynotprovided,becausethepilotisexpectedtoidentifytheMAPfromtheMDEreference.•GPSapproachesdonot

providetimingdatabecausethepilotdeterminestheMAPfromthespecificwaypointprogrammedintotheGPSsystem.•Whenthenavaidisontheairport,itfrequentlyservesast

heMAP.Youwouldnotrequiretimingdatabecauseyouknowwhenyouhavereachedthenavaidand,therefore,theMAP.MAPFornonprecisionappr

oaches,themissedapproachpoint(MAP)occurseitheratafixdefinedbyanavaid,orafteraspecifiedperiodoftimehaselapsedsinceyoucrossedthefinalapproa

chfix(FAF).Theexactlocationofthemissedapproachpoint(MAP)dependsonobstaclesinthemissedapproacharea,aswellaswhetherthenavaid

isonofftheairport:•Foroff-airportfacilities,theMAPcannotbefurtherfromthefinalapproachfix(FAF)thantherunwaythresh

oldforstraight-inapproaches,orfromthefirstusableportionofthelandingareaforcirclingapproaches.•Foron-airpo

rtfacilities,theMAPisthenavaidfacility.Example§6.4PrecisionApproachTheinstrumentlandingsystem(ILS)isaprecisionapproachnavigationalaidtha

tprovideshighlyaccuratecourse,glideslope,anddistanceguidancetoagivenrunway.TherearethreegeneralclassificationsofILSapproac

hes-CategoryI,CategoryII,andCategoryIII.ToflyabasicILSapproach(CategoryI),youmustbeinstrumentrated,current,andyourair

craftmustbeequippedappropriately.ILSapproachesmayalsobeCategoryIIorIII;theseapproachestypicallyhavelowerminimumsandrequirespecialcer

tificationforoperators,pilots,aircraft,andair/groundequipment.TheILScanbethesaferapproachalternativeinpoorweatherconditionsfo

rseveralreasons:•Itprovidesverticalcourseguidanceinadditiontolateralguidance.•Itisamoreaccurateapproachaidthananyotherwidelyavailablesystem.

•Theincreasedaccuracyandtheverticalguidancethroughtheglideslopegenerallyallowsforapproachminimums.•Thelower

minimumscanmakeitpossibletoexecuteanILSapproachandlandatanairportwhenitwouldnothavebeenpossibleusinganonprecisionapproach.Example§6.5Straight-in

ApproachesStraight-inlandingminimumsnormallyareusedwhenthefinalapproachcourseispositionedwithin30°oftherunwayandaminimumofmaneuveringisrequi

redtoaligntheairplanewiththerunway.However,theoffsetshouldnotbemorethan15°fromtherunwaycenterlineforCatego

ryCandDaircraft.Incontrasttoastraight-inlanding,thecontrollerterminology“clearedforstraight-inapproach…”meansthatyoushouldnotperformacour

sereversal,butdoesnotreferencelandingminimums.Forexample,youcouldbe“clearedforstraight-inILSRunway25approach,circletolandRunway34.”Inthiscase,youwoul

dnotflyacoursereversal,andyouwouldberequiredtoremainatthehighercircle-to-landMDA(H)minimumsuntilyoubeginyourfinaldescent.Ifyouarenotbeingradarvect

ored,generallyyoubeginastraight-inapproachatanoutlyinginitialapproachfix(IAF),andthenflytheinitialandintermediatesegments,whichplac

esyouonthefinalapproachsegment.Example§6.6ApproachwithReversalAcoursereversalisprescribedwhenitisnecessarytoreversedirect

iontoestablishyouraircraftinboundonanintermediateorfinalapproachcourse.Whencharted,itisarequiredmaneuver,exceptunderthefollo

wingconditions:•Radarvectoringisprovided.Radarvectorstothefinalapproachcourseprovideamethodofinterceptingandproceedinginboundonthepublishedins

trumentapproachprocedurewithoutthepublishedcoursereversal.•Thesymbol“NoPT”(noprocedureturn)isshownonthechart,.Ifyouareflyinganarrivalorfeederr

outethatislabeledwithNoPT,youarenotauthorized,nordoesATCexpectyou,toperformthecoursereversal.•Youaretransitioningfromanarrivalroute,feederroute,orin

itialapproachsegmentfromwithinaTerminalArrivalArea(TAA)straight-inarea.ThisareaistypicallynotedasNoPTontheTAAchart.Acoursereversalma

ybedepictedintwotypesprocedureformats(ProcedureTurnandTeardrop/BaseTurn)intheplanviewsection.§6.6.1ProcedureTurn

Whenacoursereversalisshownasaprocedureturn,thepointatwhichthestartedanthetypeandrateofturnusuallyarelef

ttothediscretionofthepilot.Jeppesenapproachchartsshowprocedureturnswith45/180or80/260degreeangles.Note:Proceduredesignrulesappliedbys

tatesusingICAOstandardsrequireyoutoflythecourse,heading,speed,andtimingasshownontheapproachchartinordertoremainwithintherelevantairspaceand

toensuretherequiredobstacleclearance.Fortheairspacedesign,itisassumedtheturnsareatamaximumbankangleof25°,orara

teof3°/second,whicheverisless.Example§6.6.2BaseTurnWhenacoursereversalisshownasateardroporbaseturnpattern,youmustflythecoursereversalassho

wnonthechart.Inthiscase,theheadings,leglengths,anddirectionofturnsaremandatory,andarefoundintheplanviewandprofileviews.Example§6.7Ra

cetrackorHoldingPatternCourseReversalsWhenaholdingorracetrackpatternispublishedasacoursereversal,youmustm

aketheproperentryandfollowthedepictedpatterntoestablishyouraircraftontheinboundcourse.Again,theinformationyouneedaboutth

ecoursereversalcanbefoundintheplanviewandprofileviewsectionsoftheapproachchart.Example§6.8CirclingApproachAcirclingapproachisaprocedur

ethatinvolvesexecutinganapproachtoonerunwayandthenlandingonanother.Severalsituationsanyrequireyoutoexecuteacirclingapproach.Thecirclingapp

roachisnotasimplemaneuver;youarerequiredtoflyatalowaltitudeatafairlyshowairspeedandyourattentionmaybedivertedoutsidetheaircraftmore

thanusual.Atthesametime,youmustensurethatyoudonot:•DescendbelowtheMDAimproperly;•Flyoutsidetheprotectedarea;•Losesightoftherunwayenvironment.§6.8.

1CirclingManeuversInsimpleterms,thecirclingapproachprocedureinvolvesflyingtheapproach,establishingvisualcontactwiththerun

wayenvironment,andthenpositioningtheaircraftonafinalapproachtotherunwayonwhichyouintendtoland.Thecirclingapproachallowsyoutolandon

anyappropriaterunwaynotsubjecttoadditionalchartedrestrictions.Note:Circlingapproachcanbeextremelyhazardous,especiallywhencombinedwithsuc

hfactorsaslowvisibility,mountainousterrain,and/ornightoperations.Manycommercialoperatorsarenotauthorizedtoflyci

rclingapproaches,orifso,arerequiredtomakespecializedtraining.Circle-to-landminimumsareincludedonmostapproachplatesasapa

rtoftheprocedureminimumsinformationband.Circle-to-landminimumsareexpressedwithanMDA,eventhoughaglideslopemaybeusedtode

scendtothatcirclingMDA.Thecircle-to-landMDAisusuallyhigherthanthestraight-inlandingMDAs.§6.8.2RestrictionsofCircle-t

o-LandRestrictedbyDirectionRestrictedbyAvailableEquipmentorNavaidsRestrictedbyTimeorWeatherRestrictedbyAircr

aftCategoriesLimitedProtectedArea§6.9MissedApproachProceduresThemissedapproachproceduremustbeflownwheneveryoureachthemissedapproachpoint(MAP

)andcannotestablishtherequiredvisualreferences,orwhenyouarenotinapositiontolandsafely.Amissedapproachprocedurealsomayberequiredduringacirclingapp

roachwhenvisualcontactwiththerunwayenvironmentislost.Everyinstrumentapproachhasamissedapproachsegmentwithap

propriateheading,course,andaltitudeinformationprovided.Thepurposeofthissegmentistoallowyoutosafelynav

igatefromthemissedapproachpointtoapointwhereyoucanattemptanotherapproach,orcontinuetoanotherairport.Themissedapproachsegmentbeginsatt

heMAPandendsatadesignatedpoint,suchasaninitialapproachorenroutefix.TheactuallocationoftheMAPdependsuponthetypeofapproachyouareflying.Example§6.1

0RNAVApproachRNAVequipmentcancomputetheairplaneposition,actualtrack,andgroundspeed,andthenprovidemeaningfulinformationrelativetotheselectedrout

eofflight.RNAVproceduresinclude:•VORDMERNAV•GPSOverlay•GPSorGNSS(ICAO)•RNAV•RNAV(GPS)§6.10.1VOR/DMERNAVCharts§6.10.2GPSOverla

ysProperlyinstalledandcertifiedGPSequipmentcanbeusedtoflymanynonprecisionapproachesbasedonconventionalnavaids,ifsospecifiedintheapproachprocedureide

ntification.TherearetwotypesofGPSoverlays:•Thefirstrequirestheunderlyinggroundnavaidsandassociatedaircraftnavigationequipmenttobeoperational,but

notmonitoredbythecrewduringtheapproachaslongastheGPSmeetsRAIMaccuracyrequirements.Theseproceduresareindicatedbyasm

all,italic(GPS)infrontoftheprocedureidentifier.•Thesecondeliminatestherequirementforconventionalnavigationequipmenttobeoperatingduringtheapp

roach,althoughthatequipmentmayberequiredforotherportionsoftheIFRflight.Theseapproachchartscanbeidentifiedbythewords“orGPS”intheprocedureidentifi

er.Example§6.10.3RNAV(GPS)ChartsRNAV(GPS)chartscombineunaugmentedGPSandaugmentedGPS,alongwithFMS-basedRNAV,approachesontoasing

lechart.WithinU.S,augmentedGPS,approacheswillbebasedonWAASandLAAS.AGPSstandaloneapproachprocedureisdesignedsolelyforusewithGPSandoffersm

oreefficientroutingthanispossiblewithsomeconventionalapproaches.Youmusthaveconventionalnavigationequipmentaboardyouraircraftasabackup

.Example