SE-2, 16 DEC 2010 to 13 JAN 2011
SE-2, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAMPLAN VIEW
PROFILE MINIMUMS
Additional
equipment
requirement
Nonprecision FAF
Main procedure
Highest obstacle
IAF
Obstacle
NAVAID ID
Main procedure
No procedure turn
Holding pattern
Figure 1-11. IAP plan view and symbol legends.
INSTRUMENT APPROACH PROCEDURES (CHARTS)
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
The primary airport depicted in the plan view is drawn
with enough detail to show the runway orientation and final
approach course alignment. Airports other than the primary
approach airport are not normally depicted in the AeroNav
Products plan view.
Known spot elevations are indicated on the plan view with a
dot in MSL altitude. The largest dot and number combination
indicates the highest elevation. An inverted “V” with a dot in
the center depicts an obstacle ( ). The highest obstacle is
indicated with a bolder, larger version of the same symbol.
[Figure 1-11]
The MSA circle appears in the plan view, except in approaches
for which the Terminal Arrival Area (TAA) format is used or
appropriate NAVAIDs (e.g., VOR or NDB) are unavailable.
The MSA is provided for emergency purposes only and
guarantees 1,000 feet obstruction clearance in the sector
indicated with reference to the bearings in the circle. For
conventional navigation systems, the MSA is normally based
on the primary omnidirectional facility (NAVAID) on which
the IAP is predicated. The MSA depiction
on the approach chart contains the facility
identifier of the NAVAID used to determine
the MSA altitudes. For RNAV approaches,
the MSA is based on the runway waypoint for
straight-in approaches or the airport waypoint
for circling approaches. For GPS approaches, the MSA center
header is the missed approach waypoint. The MSL altitudes
appear in boxes within the circle, which is typically a 25 NM
radius unless otherwise indicated. The MSA circle header
refers to the letter identifier of the NAVAID or waypoint that
describes the center of the circle.
NAVAIDs necessary for the completion of the instrument
procedure include the facility name, letter identifier, and
Morse code sequence. They may also furnish the frequency,
Morse code, and channel. A heavy-lined NAVAID box
depicts the primary NAVAID used for the approach. An
“I” in front of the NAVAID identifier (in Figure 1-11 ,
“I-AVL”) listed in the NAVAID box indicates a localizer.
The requirement for an ADF, DME, or RADAR in the
approach is noted in the plan view.
Intersections, fixes, radials, and course lines describe route
and approach sequencing information. The main procedure
or final approach course is a thick, solid line ( ).
A DME arc, which is part of the main procedure course,
is also represented as a thick, solid line ( ). A
feeder route is depicted with a medium line ( ) and
provides heading, altitude, and distance information. (All
three components must be designated on the chart to provide
a navigable course.) Radials, such as lead radials, are shown
by thin lines ( ). The missed approach track is drawn
using a thin, hash marked line with a directional arrow
( ). A visual flightpath segment
appears as a thick dashed line with a directional arrow
(Visual Flightpath ). IAFs are charted IAF when associated
with a NAVAID or when freestanding.
The missed approach holding pattern track is represented with
a thin, dashed line. When collocated, the missed approach
holding pattern and procedure turn holding pattern are
indicated as a solid, black line. Arrival holding patterns are
depicted as thin, solid lines.
Terminal Arrival Area (TAA)
The design objective of the TAA procedure is to provide
a transition method for arriving aircraft with GPS/RNAV
equipment. TAAs also eliminate or reduce the need for
feeder routes, departure extensions, and procedure turns or
course reversal. The TAA is controlled airspace established
in conjunction with the standard or modified RNAV
approach configurations.
The standard TAA has three areas: straight-in, left base, and
right base. The arc boundaries of the three areas of the TAA
are published portions of the approach and allow aircraft to
transition from the en route structure direct to the nearest
IAF. When crossing the boundary of each of these areas or
when released by ATC within the area, the pilot is expected
to proceed direct to the appropriate waypoint IAF for the
approach area being flown. A pilot has the option in all areas
of proceeding directly to the holding pattern.
The TAA has a “T” structure that normally provides a No
Procedure Turn (NoPT) for aircraft using the approach.
[Figure 1-12] The TAA provides the pilot and air traffic
controller with an efficient method for routing traffic from
the en route to the terminal structure. The basic “T” contained
in the TAA normally aligns the procedure on runway
centerline with the missed approach point (MAP) located
at the threshold, the FAF 5 NM from the threshold, and the
intermediate fix (IF) 5 NM from the FAF.
In order to accommodate descent from a high en route altitude
to the initial segment altitude, a hold in lieu of a procedure
turn provides the aircraft with an extended distance for the
necessary descent gradient. The holding pattern constructed for
this purpose is always established on the center IAF waypoint.
Other modifications may be required for parallel runways or
special operational requirements. When published, the RNAV
chart depicts the TAA through the use of icons representing
each TAA associated with the RNAV procedure. These
icons are depicted in the plan view of the approach, generally
arranged on the chart in accordance with their position relative
to the aircraft’s arrival from the en route structure.
SC-4, 16 DEC 2010 to 13 JAN 2011
SC-4, 16 DEC 2010 to 13 JAN 2011
Nonprecision approaches (FAF)
Missed approach text
Missed approach icons
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAMPLAN VIEW
PROFILE MINIMUMS
Figure 1-12. Basic “T” design of terminal arrival area (TAA) and legend.
INSTRUMENT APPROACH PROCEDURES (CHARTS)
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Procedure Turns Figure 1-13. 45° procedure turn.
C - 1 , 3 1 A U G 2 0 0 6 t o 2 8 S E P 2 0 0 6
Holding in Lieu of Procedure Turn Figure 1-14. Holding in lieu of procedure turn.
Course Reversal Elements in Plan View and
Profile View
Course reversals included in an IAP are depicted in one of
three different ways: a 45°/180° procedure turn, a holding
pattern in lieu of procedure turn, or a teardrop procedure.
The maneuvers are required when it is necessary to reverse
direction to establish the aircraft inbound on an intermediate
or final approach course. Components of the required
procedure are depicted in the plan view and the profile view.
The maneuver must be completed within the distance and
at the minimum altitude specified in the profile view. Pilots
should coordinate with the appropriate ATC facility relating
to course reversal during the IAP.
Procedure Turns
A procedure turn barbed arrow indicates
the direction or side of the outbound course on which
the procedure turn is made. [Figure 1-13] Headings are
provided for course reversal using the 45° procedure turn.
However, the point at which the turn may be commenced,
and the type and rate of turn is left to the discretion of the
pilot. Some of the options are the 45° procedure turn, the
racetrack pattern, the teardrop procedure turn, or the 80°/260°
course reversal. The absence of the procedure turn barbed
arrow in the plan view indicates that a procedure turn is
not authorized for that procedure. A maximum procedure
turn speed of not greater than 200 knots indicated airspeed
(KIAS) should be observed when turning outbound over the
IAF and throughout the procedure turn maneuver to ensure
staying within the obstruction clearance area. The normal
procedure turn distance is 10 NM. This may be reduced to
a minimum of 5 NM where only Category A or helicopter
aircraft are operated, or increased to as much as 15 NM to
accommodate high performance aircraft. Descent below the
procedure turn altitude begins after the aircraft is established
on the inbound course.
The procedure turn is not required when the symbol “NoPT”
appears, when radar vectoring to the final approach is
provided, when conducting a timed approach, or when the
procedure turn is not authorized. Pilots should contact the
appropriate ATC facility when in doubt if a procedure turn
is required.
Holding in Lieu of Procedure Turn
A holding pattern in lieu of a procedure turn may be specified
for course reversal in some procedures. [Figure 1-14] In such
cases, the holding pattern is established over an intermediate
fix (IF) or a FAF. The holding pattern distance or time
specified in the profile view must be observed. Maximum
holding airspeed limitations as set forth for all holding
patterns apply. The holding pattern maneuver is completed
when the aircraft is established on the inbound course after
executing the appropriate entry. If cleared for the approach
prior to returning to the holding fix and the aircraft is at the
prescribed altitude, additional circuits of the holding pattern
are neither necessary nor expected by ATC. If pilots elect
to make additional circuits to lose excessive altitude or to
become better established on course, it is their responsibility
to advise ATC upon receipt of their approach clearance.
When holding in lieu of a procedure turn, the holding pattern
must be followed, except when RADAR VECTORING to
the final approach course is provided or when NoPT is shown
on the approach course.
Dothan Teardrop Figure 1-15. Teardrop procedure.
Teardrop Procedure
When a teardrop procedure turn is depicted and a course
reversal is required, unless otherwise authorized by ATC,
this type of procedure must be executed. [Figure 1-15] The
teardrop procedure consists of departure from an IAF on the
published outbound course followed by a turn toward and
intercepting the inbound course at or prior to the intermediate
fix or point. Its purpose is to permit an aircraft to reverse
direction and lose considerable altitude within reasonably
limited airspace. Where no fix is available to mark the
beginning of the intermediate segment, it shall be assumed
to commence at a point 10 NM prior to the FAF. When the
facility is located on the airport, an aircraft is considered
to be on final approach upon completion of the penetration
turn. However, the final approach segment begins on the final
approach course 10 NM from the facility.
The Profile View
The profile view is a depiction of the procedure from the side
and illustrates the vertical approach path altitudes, headings,
distances, and fixes. [Figures 1-10, 1-11, and 1-12] The
view includes the minimum altitude and the maximum
distance for the procedure turn, altitudes over prescribed
fixes, distances between fixes, and the missed approach
procedure. The profile view aids in the pilot’s interpretation
of the IAP. The profile view is not drawn to scale.
[Figures 1-10, 1-11, 1-12, and 1-16]
The precision approach glideslope (GS) intercept altitude
is a minimum altitude for GS interception after completion
of the procedure turn, illustrated by an altitude number and
“zigzag” line. It applies to precision approaches, and except
where otherwise prescribed, also applies as a minimum
altitude for crossing the FAF when the GS is inoperative
or not used. Precision approach profiles also depict the GS
angle of descent, threshold crossing height (TCH), and GS
altitude at the outer marker (OM).
For nonprecision approaches, a final descent is initiated and
the final segment begins at either the FAF or the final approach
point (FAP). The FAF is identified by use of the Maltese cross
symbol in the profile view ( ). [Figure 1-11] When no FAF
is depicted, the final approach point is the point at which the
aircraft is established inbound on the final approach course.
[Figure 1-16]
Stepdown fixes in nonprecision procedures are provided
between the FAF and the airport for authorizing a lower
minimum descent altitude (MDA) after passing an
obstruction. Stepdown fixes can be identified by NAVAID,
NAVAID fix, waypoint, or radar and are depicted by a hash
marked line ( ). Normally, there is only one stepdown fix
between the FAF and the MAP, but there can be several.
If the stepdown fix cannot be identified for any reason, the
minimum altitude at the stepdown fix becomes the MDA for
the approach. However, circling minimums apply if they are
higher than the stepdown fix minimum altitude, and a circling
approach is required.
The visual descent point (VDP) is a defined point on the
final approach course of a nonprecision straight-in approach
procedure. A normal descent from the MDA to the runway
touchdown point may be commenced, provided visual
reference is established. The VDP is identified on the profile
view of the approach chart by the symbol “V.” [Figure 1-12]
The MAP varies depending upon the approach flown. For
the ILS, the MAP is at the decision altitude/decision height
(DA/DH). For nonprecision procedures, the pilot determines
the MAP by timing from FAF when the approach aid is away
from the airport, by a fix or NAVAID when the navigation
facility is located on the field, or by waypoints as defined
by GPS or VOR/DME RNAV. The pilot may execute the
MAP early, but pilots should, unless otherwise cleared by
ATC, fly the IAP as specified on the approach plate to the
MAP at or above the MDA or DA/DH before executing a
turning maneuver.
A complete description of the MAP appears in the pilot
briefing section. [Figure 1-16] Icons indicating what is to
be accomplished at the MAP are located in the profile view.
When initiating a missed approach, the pilot is directed to
climb straight ahead (e.g., “Climb to 2,000”) or commence
a turning climb to a specified altitude (e.g., “Climbing right
turn to 2,000.”). In some cases, the procedure directs the pilot
to climb straight ahead to an initial altitude, then turn or enter
SC-4, 16 DEC 2010 to 13 JAN 2011
SC-4, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEW PROFILE MINI-
MUMS
Figure 1-16. More IAP profile view features.
FAF Maltese cross
Glideslope intercept for full ILS
MAP 0.4 NM from
runway for obstacle
clearance
Stepdown fix—cannot descend from 5,300' until 4 DME from LMT is identified.
Glideslope outer marker altitude
Glideslope descent angle
speed
Final Approach Angle for Vertical Path Computers
Figure 1-17. Vertical descent angle (VDA).
a climbing turn to the holding altitude (e.g., “Climb to 900,
then climbing right turn to 2,500 direct ABC VOR and hold.”)
When the MAP specifies holding at a facility or fix, the pilot
proceeds according to the missed approach track and pattern
depicted on the plan view. An alternate MAP may also be
issued by ATC. The textual description also specifies the
NAVAID(s) or radials that identify the holding fix.
The profile view also depicts minimum, maximum,
recommended, and mandatory block altitudes used in
approaches. The minimum altitude is depicted with the
altitude underscored ( ). On final approach, aircraft are
required to maintain an altitude at or above the depicted
altitude until reaching the subsequent fix. The maximum
altitude is depicted with the altitude overscored ( ),
and aircraft must remain at or below the depicted altitude.
Mandatory altitudes are depicted with the altitude both
underscored and overscored ( ), and altitude is to be
maintained at the depicted value. Recommended altitudes
are advisory altitudes and are neither over- nor underscored.
When an over- or underscore spans two numbers, a
mandatory block altitude is indicated, and aircraft are
required to maintain altitude within the range of the two
numbers. [Figures 1-11 and 1-12]
The Vertical Descent Angle (VDA) found on nonprecision
approach charts provides the pilot with information required
to establish a stabilized approach descent from the FAF or
stepdown fix to the TCH. [Figure 1-17] Pilots can use the
published angle and estimated or actual groundspeed to find
a target rate of descent using the rate of descent table in the
back of the TPP.
Landing Minimums
The minimums section sets forth the lowest altitude and
visibility requirements for the approach, whether precision
or nonprecision, straight-in or circling, or radar vectored.
When a fix is incorporated in a nonprecision final segment,
two sets of minimums may be published depending upon
how the fix can be identified. Two sets of minimums may
also be published when a second altimeter source is used
in the procedure. The minimums ensure that final approach
obstacle clearance is provided from the start of the final
segment to the runway or MAP, whichever occurs last. The
same minimums apply to both day and night operations unless
different minimums are specified in the notes section of the
pilot briefing. Published circling minimums provide obstacle
clearance when pilots remain within the appropriate area of
protection. [Figure 1-18]
Minimums are specified for various aircraft approach
categories based upon a value 1.3 times the stalling speed
of the aircraft in the landing configuration at maximum
certified gross landing weight. If it is necessary to maneuver
at speeds in excess of the upper limit of a speed range for a
category, the minimums for the next higher category should
be used. For example, an aircraft that falls into category
A, but is circling to land at a speed in excess of 91 knots,
should use approach category B minimums when circling
to land. [Figure 1-19]
The minimums for straight-in and circling appear directly
under each aircraft category. [Figure 1-19] When there is
no solid division line between minimums for each category
on the rows for straight-in or circling, the minimums apply
to the two or more categories.
The terms used to describe the minimum approach altitudes
differ between precision and nonprecision approaches.
Precision approaches use DH, which is referenced to the
height above threshold elevation (HAT). Nonprecision
approaches use MDA, referenced to “feet MSL.” The MDA
is also referenced to HAT for straight-in approaches, or
height above airport (HAA) for circling approaches. On
AeroNav Products charts, the figures listed parenthetically
are for military operations and are not used in civil aviation.
Visibility figures are provided in statute miles or runway
visual range (RVR), which is reported in hundreds of feet.
RVR is measured by a transmissometer, which represents the
horizontal distance measured at points along the runway. It
is based on the sighting of either high intensity runway lights
or on the visual contrast of other targets, whichever yields
the greater visual range. RVR is horizontal visual range, not
slant visual range, and is used in lieu of prevailing visibility
in determining minimums for a particular runway. It is
illustrated in hundreds of feet if less than a mile (i.e., “24”
is an RVR of 2,400 feet). [Figures 1-19 and 1-20]
Visibility figures are depicted after the DA/DH or MDA in the
minimums section. If visibility in statute miles is indicated,
INSTRUMENT APPROACH PROCEDURES (CHARTS)
Vertical descent angle
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-18. IAP profile legend.
SE-2, 16 DEC 2010 to 13 JAN 2011
SE-2, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND