Ground Lesson 25(13): Approach charts

Approach segments

• Feeder routes
• en route structure to the initial approach fix
• Initial approach segment
• This segment starts at the IAF - initial approach fix 
• The purpose is to align your aircraft with the approach course 
• Can be DME arc, procedure turn, or holding pattern
  
  
• Intermediate approach segment
• Starts at the IF - intermediate fix 
• Designed to position your aircraft for the final descent to the airport 
• Reduce your airspeed to the approach speed and complete FAF briefing (TAMALL)
• Some charts don't show IF
• Starts when you intercept the inbound course after completing the procedure turn
  
  
• Final approach segment
• Starts at the FAF - final approach fix
• Allows you to navigate safely to the airport 
• Can't see the airport environment at the MAP you must execute a missed approach
• If the approach does not have a FAF, it starts when you are established inbound after completing the PT
  
  
• Missed approach segment
• Starts at the MAP
• Allows you to navigate to a point where you can try again or continue to another airport
  
  

Approach chart layout

• Approach name conventions
• HIO VOR/DME C
• “C” stands for the third circling only approach to that airport 
• VOR/DME means you must have both VOR/DME equipment
• BFI RNAV(GPS) Y Runway 13R
• “Y” stands for the second approach of the same type to the same runway
• Starts at “Z” and goes backwards
• BFI also has RNAV(GPS) Z runway 13R
• Heading section
• The “header” of the approach plate 
• Gives the name of the approach, airport name, city, and state
• This title is used by ATC when they clear you for the approach
  
  
• Briefing information
• What you should brief before starting the approach 
• Contains approach course, frequencies, and elevation
  
  
• Minimum safe altitude
• Provides 1000 feet obstacle clearance within 25 NM of the indicated facilities
• (same for mountainous and non mountainous )
  
  
• Divided into sectors
• Does not guarantee NAV or, COMM coverage
• Designed only for use of an emergency
  
  
• Plan view
• Middle section where you see the approach from above 
• Missed approach segment shown with dotted line
  
  
• Profile view
• Bottom section where you see the approach from the side
  
  
• Step-down fix and Visual Descent Points (VDP)
• As you pass certain points you may descend down to a new altitude
• VDP = visual descent point 
• A point from which you can make a normal descent to a landing from the MDA
  
  
• Missed approach icons
• Conversion table
• Rule of thumb → groundspeed/2 * 10 feet/minute
  
  
• Landing minimums
• MDA → minimum descent altitude for non precision approaches
• DA → decision altitude for precision approaches 
• Provides altitude and visibility requirements 
• Circling minimums → you proceed to the runway but circle to land
• On a non-precision approach, you CAN NOT descend below the MDA 
• Based on speed
• Aircraft approach categories
• Based on speed
  
  

• Minimum descent requirements
• Visibility requirements
• Operation below DA/DH or MDA
• Flight visibility is not less than the visibility prescribed in the standard instrument approach
• Except for a Category II or Category III approach at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot
• The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
• The threshold.
• The threshold markings.
• The threshold lights.
• The runway end identifier lights.
• The visual glideslope indicator.
• The touchdown zone or touchdown zone markings.
• The touchdown zone lights.
• The runway or runway markings.
• The runway lights.
  
  
• Inoperative components
• The lowest landing minimums are authorized only when all components are operational
• When on component is inop. You must increase altitude and/or visibility 
• More than one component is inop. Apply the greatest increase required by any single inop component
• When glide slope becomes inop. Use LOC minimums 
• Inop. component table in TPP’s
  
  

Approach chart layout – airport chart

• Heading and communications sections
• Plan view and additional runway information
• Takeoff and alternative minimums .