approach altitude of 5,000 feet to be selected in the altitude
pre-selector window. This step is very important because
accurate FD guidance is not available to the PF during a
missed approach if the MDA is left in the window.
Note: See“Maximum Acceptable Descent Rates”under the
heading “Descent Rates and Glide paths for Non-precision
Approaches. ”
Descents
Stabilized Approach
In IMC, you must continuously evaluate instrument
information throughout an approach to properly maneuver
the aircraft or monitor autopilot performance and to decide
on the proper course of action at the decision point (DA,
DH, or MAP). Significant speed and configuration changes
during an approach can seriously degrade situational
awareness and complicate the decision of the proper action
to take at the decision point. The swept wing handling
characteristics at low airspeeds and slow engine response
of many turbojets further complicate pilot tasks during
approach and landing operations. You must begin to form
a decision concerning the probable success of an approach
before reaching the decision point. Your decision-making
process requires you to be able to determine displacements
from the course or glideslope/glidepath centerline, to
mentally project the aircraft’s three-dimensional flight path
by referring to flight instruments, and then apply control
inputs as necessary to achieve and maintain the desired
approach path. This process is simplified by maintaining a
constant approach speed, descent rate, vertical flight path,
and configuration during the final stages of an approach.
This is referred to as the stabilized approach concept.
A stabilized approach is essential for safe turbojet operations
and commercial turbojet operators must establish and
use procedures that result in stabilized approaches. A
stabilized approach is also strongly recommended for
propeller-driven airplanes and helicopters. You should limit
configuration changes at low altitudes to those changes
that can be easily accommodated without adversely
affecting your workload. For turbojets, the aircraft must
be in an approved configuration for landing or circling,
if appropriate, with the engines spooled up, and on the
correct speed and flight path with a descent rate of less
than 1,000 fpm before descending below the following
minimum stabilized approach heights:
• For all straight-in instrument approaches, to include
contact approaches in IFR weather conditions, the
approach must be stabilized before descending
below 1,000 feet above the airport or TDZE.
• For visual approaches and straight-in instrument
approaches in VFR weather conditions, the approach
must be stabilized before descending below 500 feet
above the airport elevation.
• For the final segment of a circling approach
maneuver, the approach must be stabilized 500 feet
above the airport elevation or at the MDA, whichever
is lower. These conditions must be maintained
throughout the approach until touchdown for the
approach to be considered a stabilized approach.
This also helps you to recognize a wind shear
situation should abnormal indications exist during
the approach.
Descent Rates and Glidepaths for Nonprecision
Approaches
Maximum Acceptable Descent Rates
Operational experience and research have shown that a
descent rate of greater than approximately 1,000 fpm is
unacceptable during the final stages of an approach (below
1,000 feet AGL). This is due to a human perceptual limitation
that is independent of the type of airplane or helicopter.
Therefore, the operational practices and techniques must
ensure that descent rates greater than 1,000 fpm are not
permitted in either the instrument or visual portions of an
approach and landing operation.
For short runways, arriving at the MDA at the MAP when
the MAP is located at the threshold may require a missed
approach for some aircraft. For non-precision approaches,
a descent rate should be used that ensures the aircraft
reaches the MDA at a distance from the threshold that
allows landing in the TDZ. On many IAPs, this distance is
annotated by a VDP . If no VDP is annotated, calculate a
normal descent point to the TDZ. To determine the required
rate of descent, subtract the TDZE from the FAF altitude
and divide this by the time inbound. For example, if the
FAF altitude is 2,000 feet MSL, the TDZE is 400 feet MSL
and the time inbound is two minutes, an 800 fpm rate of
descent should be used.
To verify the aircraft is on an approximate three degree
glidepath, use a calculation of 300 feet to 1 NM. The
glidepath height above TDZE is calculated by multiplying
the NM distance from the threshold by 300. For example,
at 10 NM the aircraft should be 3,000 feet above the TDZE,
at 5 NM the aircraft should be 1,500 feet above the TDZE,
at 2 NM the aircraft should be 600 feet above the TDZE, and
at 1.5 NM the aircraft should be 450 feet above the TDZE
until a safe landing can be made. Using the example in the
previous text, the aircraft should arrive at the MDA (800
Figure 4-20. Example approaches using autopilot.
feet MSL) approximately 1.3 NM from the threshold and in
a position to land within the TDZ. Techniques for deriving a
300-to-1 glide path include using DME, distance advisories
provided by radar-equipped control towers, RNAV, GPS,
dead reckoning, and pilotage when familiar features on the
approach course are visible. The runway threshold should
be crossed at a nominal height of 50 feet above the TDZE.
Transition to a Visual Approach
The transition from instrument flight to visual flight during
an instrument approach can be very challenging, especially
during low visibility operations. Aircrews should use caution
when transitioning to a visual approach at times of shallow
fog. Adequate visibility may not exist to allow flaring of
the aircraft. Aircrews must always be prepared to execute
a missed approach/go-around. Additionally, single-pilot
operations make the transition even more challenging.
Approaches with vertical guidance add to the safety of
the transition to visual because the approach is already
stabilized upon visually acquiring the required references
for the runway. 100 to 200 feet prior to reaching the DA,
DH, or MDA, most of the PM’s attention should be outside
of the aircraft in order to visually acquire at least one visual
reference for the runway, as required by the regulations.
The PF should stay focused on the instruments until the
PM calls out any visual aids that can be seen, or states
“runway in sight. ”The PF should then begin the transition
to visual flight. It is common practice for the PM to call out
the V/S during the transition to confirm to the PF that the
instruments are being monitored, thus allowing more of
the PF’s attention to be focused on the visual portion of the
approach and landing. Any deviations from the stabilized
approach criteria should also be announced by the PM.
Single-pilot operations can be much more challenging
because the pilot must continue to fly by the instruments
while attempting to acquire a visual reference for the
runway. While it is important for both pilots of a two-pilot
aircraft to divide their attention between the instruments
and visual references, it is even more critical for the
single- pilot operation. The flight visibility must also be
at least the visibility minimum stated on the instrument
approach chart, or as required by regulations. CAT II and III
approaches have specific requirements that may differ from
CAT I precision or non-precision approach requirements
regarding transition to visual and landing. This information
can be found in the operator’s OpSpecs or FOM.
The visibility published on an approach chart is dependent
on many variables, including the height above touchdown
for straight-in approaches or height above airport elevation
for circling approaches. Other factors include the approach
light system coverage, and type of approach procedure,
Runway
Runway
200 feet Not to scale
20:1
34:1
10,000 feet
Figure 4-21. Determination of visibility minimums.
such as precision, non-precision, circling or straight-in.
Another factor determining the minimum visibility is the
penetration of the 34:1 and 20:1 surfaces. These surfaces
are inclined planes that begin 200 feet out from the runway
and extend outward to the DA point (for approaches with
vertical guidance), the VDP location (for non-precision
approaches) and 10,000 feet for an evaluation to a circling
runway. If there is a penetration of the 34:1 surface, the
published visibility can be no lower than three-fourths SM.
If there is penetration of the 20:1 surface, the published
visibility can be no lower than 1 SM with a note prohibiting
approaches to the affected runway at night (both straight-
in and circling). [Figure 4-21 ] Circling may be permitted
at night if penetrating obstacles are marked and lighted.
If the penetrating obstacles are not marked and lighted,
a note is published that night circling is “Not Authorized. ”
Pilots should be aware of these penetrating obstacles
when entering the visual and/or circling segments of an
approach and take adequate precautions to avoid them.
For RNAV approaches only, the presence of a grey shaded
line from the MDA to the runway symbol in the profile view
is an indication that the visual segment below the MDA is
clear of obstructions on the 34:1 slope. Absence of the gray
shaded area indicates the 34:1 OCS is not free of obstructions.
[Figure 4-22]
Missed Approach
Many reasons exist for executing a missed approach. The
primary reasons, of course, are that the required flight
visibility prescribed in the IAP being used does not exist
when natural vision is used under 14 CFR Part 91, § 91.175c,
the required enhanced flight visibility is less than that
prescribed in the IAP when an EFVS is used under 14 CFR
Part 91, § 91.176, or the required visual references for the
runway cannot be seen upon arrival at the DA, DH, or
MAP . In addition, according to 14 CFR Part 91, the aircraft
must continuously be in a position from which a descent
to a landing on the intended runway can be made at a
NOT FOR NAVIGATION
EC 2010 to 13 JAN 2011
3 JASE-1, 16 DEC 2010 to 1
Figure 4-22. RNAV approach Fort Campbell, Kentucky.
normal rate of descent using normal maneuvers, and for
operations conducted under Part 121 or 135, unless that
descent rate allows touchdown to occur within the TDZ of
the runway of intended landing. CAT II and III approaches
call for different visibility requirements as prescribed by
the FAA Administrator.
Prior to initiating an instrument approach procedure,
the pilot should assess the actions to be taken in the
event of a balked (rejected) landing beyond the missed
approach point or below the MDA or DA (H) considering
the anticipated weather conditions and available aircraft
performance. 14 CFR 91.175(e) authorizes the pilot to
fly an appropriate missed approach procedure that
ensures obstruction clearance, but it does not necessarily
consider separation from other air traffic. The pilot must
consider other factors such as the aircraft’s geographical
location with respect to the prescribed missed approach
point, direction of flight, and/ or the minimum turning
altitudes in the prescribed missed approach procedure.
The pilot must also consider aircraft performance, visual
climb restrictions, charted obstacles, published obstacle
departure procedure, takeoff visual climb requirements
as expressed by nonstandard takeoff minima, other traffic
expected to be in the vicinity, or other factors not
specifically expressed by the approach procedures.
A clearance for an instrument approach procedure
includes a clearance to fly the published missed
approach procedure, unless otherwise instructed
by ATC. Once descent below the DA, DH, or MDA is
begun, a missed approach must be executed if the
required visibility is lost or the runway environment is
no longer visible, unless the loss of sight of the runway
is a result of normal banking of the aircraft during a
circling approach. A MAP is also required upon the
execution of a rejected landing for any reason, such
as men and equipment or animals on the runway, or
if the approach becomes unstabilized and a normal
landing cannot be performed. After the MAP in the
visual segment of a non-precision approach, there may
be hazards when executing a missed approach below
the MDA. The published missed approach procedure
provides obstacle clearance only when the missed
approach is conducted on the missed approach
segment from or above the missed approach point,
and assumes a climb rate of 200 ft/NM or higher, as
published. If the aircraft initiates a missed approach
at a point other than the missed approach point, from
below MDA or DA (H), or on a circling approach, obstacle
clearance is not provided by following the published
missed approach procedure, nor is separation assured from
other air traffic in the vicinity.
The missed approach climb is normally executed at the
MAP . If such a climb is initiated at a higher altitude prior
to the MAP , pilots must be aware of any published climb-
altitude limitations, which must be accounted for when
commencing an early climb. Figure 4-23 gives an example
of an altitude restriction that would prevent a climb
between the FAF and MAP . In this situation, the Orlando
Executive ILS or LOC RWY 7 approach altitude is restricted
at the BUVAY 3 DME fix to prevent aircraft from penetrating
the overlying protected airspace for approach routes into
Orlando International Airport. If a missed approach is
initiated before reaching BUVAY, a pilot may be required
to continue descent to 1,200 feet before proceeding
to the MAP and executing the missed approach climb
instructions. In addition to the missed approach notes
on the chart, the Pilot Briefing Information icons in the
profile view indicate the initial vertical and lateral missed
approach guidance.
The missed approach course begins at the MAP and
continues until the aircraft has reached the designated
fix and a holding pattern has been entered. [Figure 4-24]
In these circumstances, ATC normally issues further
instructions before the aircraft reaches the final fix of
the missed approach course. It is also common for the
designated fix to be an IAF so that another approach
attempt can be made without having to fly from the
holding fix to an IAF.
In the event a balked (rejected) landing occurs at a position
other than the published missed approach point, the
pilot should contact ATC as soon as possible to obtain an
amended clearance. If unable to contact ATC for any reason,
the pilot should attempt to re−intercept a published
segment of the missed approach and comply with route
and altitude instructions. If unable to contact ATC, and
in the pilot’s judgment it is no longer appropriate to fly
the published missed approach procedure, then consider
either maintaining visual conditions (if possible) and
reattempt a landing, or a circle−climb over the airport.
Should a missed approach become necessary when
operating to an airport that is not served by an operating
control tower, continuous contact with an air traffic facility
may not be possible. In this case, the pilot should execute
the appropriate go−around/missed approach procedure
without delay and contact ATC when able to do so.
As shown in Figure 4-25 , there are many different ways
that the MAP can be depicted, depending on the type
of approach. On all approach charts, it is depicted in the
profile and plan views by the end of the solid course
line and the beginning of the dotted missed approach
course line for the top-line/ lowest published minima. For
a precision approach, the MAP is the point at which the
aircraft reaches the DA or DH while on the glideslope/
glidepath. MAPs on non-precision approaches can be
determined in many different ways. If the primary NAVAID
is on the airport, and either a VOR or NDB approach is
being executed, the MAP is normally the point at which
the aircraft passes the NAVAID.
On some non-precision approaches, the MAP is given as
a fixed distance with an associated time from the FAF to
the MAP based on the groundspeed of the aircraft. A table
on the lower right or left hand side of the approach chart
shows the distance in NM from the FAF to the MAP and
the time it takes at specific groundspeeds, given in 30
knot increments. Pilots must determine the approximate
groundspeed and time based on the approach speed and
true airspeed of their aircraft and the current winds along
the final approach course. A clock or stopwatch should be
started at the FAF of an approach requiring this method.
Many non-precision approaches designate a specific fix
as the MAP . These can be identified by a course (LOC or
VOR) and DME, a cross radial from a VOR, or an RNAV (GPS)
waypoint.
Obstacles or terrain in the missed approach segment
may require a steeper climb gradient than the standard
200 ft/NM. If a steeper climb gradient is required, a note
is published on the approach chart plan view with the
penetration description and examples of the required
FPM rate of climb for a given groundspeed (future
charting uses climb gradient). An alternative is normally
charted that allows using the standard climb gradient.
[Figure 4-25] In this example, if the missed approach climb
requirements cannot be met for the Burbank ILS RWY 8
chart, the alternative is to use the LOC RWY 8 that is charted
separately. The LOC RWY 8, S-8 procedure has a MDA that
is 400 feet higher than the ILS RWY 8, S-LOC 8 MDA and
meets the standard climb gradient requirement over the
terrain. For some approaches a new charting standard is
requiring two sets of minimums to be published when
a climb gradient greater than 200 ft/NM is required. The
first set of minimums is the lower of the two, requiring a
climb gradient greater than 200 ft/NM. The second set of
minimums is higher, but doesn’t require a climb gradient.
Shown in Figure 4-26, Barstow-Daggett (KDAG) RNAV
(GPS) RWY 26 is an example where there are two LPV lines
of minimums.
Example Approach Briefing
During an instrument approach briefing, the name of the
airport and the specific approach procedure should be
identified to allow other crewmembers the opportunity
to cross-reference the chart being used for the brief. This
ensures that pilots intending to conduct an instrument
approach have collectively reviewed and verified the
information pertinent to the approach. Figure 4-27
gives an example of the items to be briefed and their
sequence. Although the following example is based on
multi-crew aircraft, the process is also applicable to single-
pilot operations. A complete instrument approach and
operational briefing example follows.
The approach briefing begins with a general discussion of
the ATIS information, weather, terrain, NOTAMs, approaches
in use, runway conditions, performance considerations,
expected route to the final approach course, and the
traffic situation. As the discussion progresses, the items
and format of the briefing become more specific. The
briefing can also be used as a checklist to ensure that
all items have been set up correctly. Most pilots verbally
brief the specific MAP so that it is fresh in their minds and
there is no confusion as to who is doing what during a
missed approach. Also, it is a very good idea to brief the
published missed approach even if the tower is most likely
to give you alternate instructions in the event of a missed
approach. A typical approach briefing might sound like
the following example for a flight inbound to the Monroe
Regional Airport (KMLU):
ATIS: “Monroe Regional Airport Information Bravo, time
2253 Zulu, wind 360 at 10, visibility 1 mile, mist, ceiling 300
overcast, temperature 4, dew point 3, altimeter 29.73, ILS
Runway 4 approach in use, landing and departing Runway
4, advise on initial contact that you have information Bravo. ”
PF: “We’re planning an ILS approach to Runway 4 at Monroe
Regional Airport, page 270, effective date 22 Sep 11 to
20 Oct 11. Localizer frequency is 109.5, SABAR Locator
Outer Marker is 392, Monroe VOR is 117.2, final approach
course is 042º. We’ll cross SABAR at 1,483 feet barometric,
decision altitude is 278 feet barometric, touchdown zone
elevation is 78 feet with an airport elevation of 79 feet. MAP
is climb to 2,000 feet, then climbing right turn to 3,000
feet direct Monroe VOR and hold. The MSA is 2,200 feet
to the north and along our missed approach course, and
3,100 feet to the south along the final approach course.
ADF or DME is required for the approach and the airport
has pilot controlled lighting when the tower is closed,
which does not apply to this approach. The runway has a
medium intensity approach lighting system with runway
alignment indicator lights and a precision approach path
indicator (PAPI). We need a half- mile visibility so with one
mile we should be fine. Runway length is 7,507 feet. I’m
planning a flaps 30 approach, auto- brakes 2, left turn on
Alpha or Charlie 1 then Alpha, Golf to the ramp. With a
left crosswind, the runway should be slightly to the right.
I’ll use the autopilot until we break out and, after landing,
I’ll slow the aircraft straight ahead until you say you have
control and I’ll contact ground once we are clear of the
runway. In the case of a missed approach, I’ll press TOGA
(Take-off/Go-Around button used on some turbojets), call
‘go-around thrust, flaps 15, positive climb, gear up, set me
up, ’ climb straight ahead to 2,000 feet then climbing right
turn to 3,000 feet toward Monroe or we’ll follow the tower’s
instructions. Any questions?”
PM: “I’ll back up the auto-speedbrakes. Other than that, I
don’t have any questions. ”
Instrument Approach Procedure Segments
An instrument approach may be divided into as many as
four approach segments: initial, intermediate, final, and
missed approach. Additionally, feeder routes provide
a transition from the en route structure to the IAF. FAA
Order 8260.3 criteria provides obstacle clearance for each
segment of an approach procedure as shown in Figure 4-28.
Feeder Routes
By definition, a feeder route is a route depicted on IAP
charts to designate routes for aircraft to proceed from the
en route structure to the IAF. [Figure 4-29 ] Feeder routes,
also referred to as approach transitions, technically are
not considered approach segments but are an integral
part of many IAPs. Although an approach procedure may
have several feeder routes, pilots normally choose the one
closest to the en route arrival point. When the IAF is part of
the en route structure, there may be no need to designate
additional routes for aircraft to proceed to the IAF.
When a feeder route is designated, the chart provides
the course or bearing to be flown, the distance, and the
minimum altitude. En route airway obstacle clearance
criteria apply to feeder routes, providing 1,000 feet of
obstacle clearance (2,000 feet in mountainous areas).
Terminal Routes
In cases where the IAF is part of the en route structure
and feeder routes are not required, a transition or terminal
route is still needed for aircraft to proceed from the IAF to
the intermediate fix (IF). These routes are initial approach
segments because they begin at the IAF. Like feeder routes,
they are depicted with course, minimum altitude, and
distance to the IF. Essentially, these routes accomplish the
same thing as feeder routes but they originate at an IAF,
whereas feeder routes terminate at an IAF. [Figure 4-30 ]
DME Arcs
DME arcs also provide transitions to the approach course,
but DME arcs are actually approach segments while feeder
routes, by definition, are not. When established on a DME
arc, the aircraft has departed the en route phase and has
begun the approach and is maneuvering to enter an
intermediate or final segment of the approach. DME arcs
may also be used as an intermediate or a final segment,
although they are extremely rare as final approach
segments.
An arc may join a course at or before the IF. When joining
a course at or before the IF, the angle of intersection of the
arc and the course is designed so it does not exceed 120°.
When the angle exceeds 90°, a radial that provides at least 2
NM of lead will be identified to assist in leading the turn on
to the intermediate course. DME arcs are predicated on DME
collocated with a facility providing omnidirectional course
information, such as a VOR. A DME arc cannot be based on
an ILS or LOC DME source because omnidirectional course
information is not provided.
The ROC along the arc depends on the approach segment.
For an initial approach segment, a ROC of 1,000 feet is
required in the primary area, which extends to 4 NM on
either side of the arc. For an intermediate segment primary
area, the ROC is 500 feet. The initial and intermediate
segment secondary areas extend 2 NM from the primary
boundary area edge. The ROC starts at the primary area
boundary edge at 500 feet and tapers to zero feet at the
secondary area outer edge. [Figure 4-31 ]
Course Reversal
Some approach procedures do not permit straight-in
approaches unless pilots are being radar vectored. In these
situations, pilots are required to complete a procedure turn
(PT) or other course reversal, generally within 10 NM of the
PT fix, to establish the aircraft inbound on the intermediate
or final approach segment.
If Category E airplanes are using the PT or there is a descent
gradient problem, the PT distance available can be as much
as 15 NM. During a procedure turn, a maximum speed of
200 knots indicated airspeed (KIAS) should be observed
from first crossing the course reversal IAF through the
procedure turn maneuver to ensure containment within
the obstruction clearance area. Unless a holding pattern
or teardrop procedure is published, the point where pilots
begin the turn and the type and rate of turn are optional.
If above the procedure turn minimum altitude, pilots may
begin descent as soon as they cross the IAF outbound.
A procedure turn is the maneuver prescribed to perform
a course reversal to establish the aircraft inbound on an
intermediate or final approach course. The procedure turn
or hold-in-lieu-of procedure turn is a required maneuver
when it is depicted on the approach chart. However, the
procedure turn or the hold-in-lieu-of PT is not permitted
when the symbol “No PT” is depicted on the initial segment
being flown, when a RADAR VECTOR to the final approach
course is provided, or when conducting a timed approach
from a holding fix.
The altitude prescribed for the procedure turn is a
minimum altitude until the aircraft is established on the
inbound course. The maneuver must be completed within
the distance specified in the profile view. This distance is
usually 10 miles. This may be reduced to five miles where
only Category A or helicopter aircraft are operated. This
distance may be increased to as much as 15 miles to
accommodate high performance aircraft.
The pilot may elect to use the procedure turn or hold-in
lieu-of PT when it is not required by the procedure, but
must first receive an amended clearance from ATC. When
ATC is radar vectoring to the final approach course, or to
the intermediate fix as may occur with RNAV standard
instrument approach procedures, ATC may specify in
the approach clearance “CLEARED STRAIGHT-IN (type)
APPROACH” to ensure that the pilot understands that the
procedure turn or hold-in-lieu-of PT is not to be flown. If
the pilot is uncertain whether ATC intends for a procedure
turn or a straight-in approach to be flown, the pilot will
immediately request clarification from ATC.
On U.S. Government charts, a barbed arrow indicates the
maneuvering side of the outbound course on which the
procedure turn is made. Headings are provided for course
reversal using the 45° type 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 (limited
by the charted remain within XX NM distance). Some of the
options are the 45° procedure turn, the racetrack pattern,
the teardrop procedure turn, or the 80° procedure turn, or
the 80° 260° course reversal. Racetrack entries should
be conducted on the maneuvering side where the majority
of protected airspace resides. If an entry places the pilot
on the non-maneuvering side of the PT, correction to
intercept the outbound course ensures remaining within
protected airspace.
Some procedure turns are specified by procedural track.
These turns must be flown exactly as depicted. These
Figure 4-23. Orlando Executive Airport, Orlando, Florida, ILS RWY 7.
NOT FOR NAVIGATION
SC-2, 18 NOV 2010 to 16 DEC 2010
SC-2, 18 NOV 2010 to 16 DEC 2010
Figure 4-24 Missed approach procedures for Dallas-Fort Worth International (DFW)4
NOT FOR NAVIGATION
SW-3, 18 NOV 2010 to 16 DEC
, 18 NOV 2010 to 16 DEC 2010
010 to 16 DEC 201
W-3, 18 NOV 2010 t
This NOTE on the ILS RWY 8 chart for the missed approach climb requirement
applies to all lines of minimums. If you are unable to make the climb rate/gradient,
you must use the higher minimums on the separately published LOC RWY 8
chart that meet the standard climb gradient of 200 ft/NM.
SW-3
Figure 4-25. Missed approach point depiction and steeper than standard climb gradient requirements.
requirements are necessary to stay within the protected The primary and secondary areas determine obstacle
airspace and maintain adequate obstacle clearance. [Figure clearance in both the entry and maneuvering zones. The
4-32] A minimum of 1,000 feet of obstacle clearance is use of entry and maneuvering zones provides further relief
provided in the procedure turn primary area. [Figure 4-33] from obstacles. The entry zone is established to control the
In the secondary area, 500 feet of obstacle clearance is obstacle clearance prior to proceeding outbound from the
provided at the inner edge, tapering uniformly to 0 feet procedure turn fix. The maneuvering zone is established
at the outer edge. to control obstacle clearance after proceeding outbound
from the procedure turn fix.
Figure 4-26. Two sets of minimums required when a climb gradient greater than 200 ft/NM is required.
Figure 4-27. Example of approach chart briefing sequence.