Chapter 6 Approach Charts

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Chapter 6 Approach Charts Chapter 6 Approach Charts §6.1 Introduction §6.2 Layout and Information §6.3 Non-Precision Approaches §6.4 Precision Approach §6.5 Straight-In Approaches §6.6 Approaches with Reversals §6.7 Racetrack Procedure §6.8 Circling Approaches §6.9 Missed Approaches §6.10 RNAV Approaches Chapter 6 Approach Charts Approach charts are graphic representations of instrument approaches that are available at a given airport. The standards used in designing these instrument approaches are governed by each country’s controlling civil aviation administration (CAA): • TERPS • PANS-OPS • JAR OPS §6.1 Introduction
With both pilots and the airplane prepared, pilots can begin the pre-approach briefing. When flying with a crew, this briefing accomplishes at least three goals: • You inform your fellow crewmembers of how you plan to conduct the approach and what their expected responsibilities are; • You give them a chance to provide input into your plan, catching things you may have overlooked, or adding responsibilities; • The briefing can be used as a checklist to make sure radios/navaids/constraints have been properly programmed into the aircraft. And if you fly single-pilot, it is also a requirement to review the chart, especially for situational awareness. §6.2 Layout and Information Jeppesen’s approach charts are designed by pilots for pilots. The data placement within Jeppesen approach charts is based on observed pilot-usage patterns and incorporates human factors research, a standard preapproach briefing sequence of information, and crew resource management (CRM) techniques. Take a closer look at a typical Jeppesen approach chart to see what information is provided. • The Heading • The Plan View • Profile View • Landing Minimums Heading Profile View Plan View Landing Minimum §6.2.1 Heading The top of a Jeppesen approach chart presents basic approach information in the same order in which you would normally brief the procedure prior to flying it. The format is referred to as the Briefing Strip format. Development of the briefing strip concept began in 1993, and is now a highly refined variation of the original classic format. The main feature of the briefing strip arrangement is to place basic information in a common location for more convenient use during the pre-approach briefing. The information in chart heading includes: • Heading Border Data • Communication Row • Pre-Approach Briefing Strip & MSA §6.2.1.1 Heading Border Data Heading information, located on the top border of each Jeppesen approach chart, contains standard information to help you quickly identify and retrieve the approach to be briefed and flown. • Location Name • Procedure Identifier • Chart Index Number • Chart Date • Airport Identifier and Airport Name The location name is the basis for filing the chart in alphabetical sequence in your Airway Manual, and is the first information accessed to select the correct chart from the binder. The geographical location name used is generally the major city served by the civil airport. Location Name The procedure identifier is a common reference used by both the controller and the pilot to ensure both understand what instrument approach procedure is expected. Procedure Identifier Location Name Procedure Identifier On Jeppesen Charts, the procedure identifiers is named according to the Navaids which provides final approach navigation guidance. Location Name Procedure Identifier Approach charts are sequenced by the chart index number for the respective airport. This number ensures that all procedure types are grouped together for each airport. Within a group of similar procedure types, briefing strip charts are sequenced according to runway number, lowest to highest. Chart Index Number The chart index number is usually a threeor four-digit number enclosed in an oval at the top of the chart. • The First Digit represents the airport number and is an arbitrary assignment. • The Second Digit represents the chart type: 0-Area, DP, SID, STAR, Class B, etc. 1-ILS, LOC, MLS, LDA (Localizer-type Directional Aid), SDF (Simplified Directional Facility) 2-RNAV 3-VOR, VOR/DME 4-TACAN 5-RESERVED 6-NDB 7-Reserved 8-PAR, ASR(airport/airfield surveillance radar), Stand-Alone GPS 9-VOR DME RNAV, Charted Visual Flight Procedures (CVFP)
The chart date may be used to ensure that the chart selected is correct and current. Each chart has a chart date and, additionally, may have an effective date. Dates are expressed in the format of day, month, year. Chart Date Revision Date Effective Date The four-letter airport identifier is a combination of an ICAO regional designation and airport’s governing agency designation. The tree-letter identifier is a combination of an IATA. The name of the airport may be shortened and common prefixes and suffixes deleted. Airport Identifier and Name Airport Identifier Airport Name §6.2.1.2 Communications Row The first communication box (es) contains the frequency for obtaining noncontrol airport information and/or weather information from such facilities as ATIS, ASOS, or AWOS.“D” indicates that the ATIS is a digital transmission. Note a asterisk (*) indicates that the ATIS is operational on a part-time basis only. Directional or altitude limitations may also be placed on the use of the frequency. For example, if the frequency use is defined by a VOR radial or magnetic bearing, you must only use that frequency when flying in the specified area. §6.2.1.3 Pre-flight Approach Briefing Strip &MSA The next row of information in the heading area are the pre-Approach Briefing Strip and MSA information rows. These rows include the: • Primary navigation aid • Final approach course bearing         • Check altitude box • Lowest minimum altitude. DA(H) or MDA(H) • Airport elevation • Minimum Safe Altitude (MSA) graphic • Missed approach instructions • Additional notes/Altimeter setting information Primary Navigation Aid Final Approach Course Bearing Check Altitude Box Lowest Minimum Altitude Airport Missed Elevation MSA Approach Additional Notes Check Altitude Box The content of the check altitude box varies depending on the type of approach you are flying: • On precision approaches, it provides the crossing altitude of the glide slope at the OM. • On non-precision approaches, it contains the altitude at the FAF. Lowest Minimum Altitude This altitude may be expressed as a DA or MDA, depending on the type of approach: • For a precision approach, this box contains the lowest DA(H), generally based on a straight-in landing with all equipment operation. • For a non-precision approach, it contains the lowest MDA(H) for the straight-in landing. The airport elevation is the highest point of an airport’s usable runways, while the TDZE is the highest elevation in the first 3,000 feet of the landing surface. Terps Pans-ops Airport Elevation The MSA indicates the minimum altitude you can fly that will provide you with at least 1,000 feet of obstruction clearance within the given radius of the fix or facility designated below the MSA circle (when not specified, the radius is 25 nautical miles). MSA may also serve as a hint for a safe altitude in case of an engine failure during takeoff or departure procedures. MSA The center of the MSA is normally the locator on ILS or localizer approaches, the VOR on VOR or VOR/DME approaches, and the NDB on NDB approaches. On GPS approaches, the MSA is typically centered on the landing runway threshold. The MSA is not meant for navigation purposes. It provides only obstruction clearance within the sector and does not guarantee navigation nor communication coverage at the MSA within that area. It is designed for use only in an emergency or during VFR flight, such as during a VFR approach at night. Missed Approach Instructions There are at least three places on the approach information can be found. The full textual description of the missed approach procedure is placed in the pre-approach briefing strip area, since the entire missed approach procedure should be reviewed during the pre-approach briefing. This information could include requirements for altimeter setting units, avionics, ground installation systems, crew training, and many and varied other requirements unique to an approach procedure. Additional Notes/Altimeter Setting Information §6.2.2 Plan View The plan view of the instrument approach chart is a graphic overview of the approach procedure. It is placed on the approach chart under the heading section for you to use as a visual planning aid. The symbology of plan view has been divided into four major categories: • Scale, Terrain and Elevation symbols • Navaid symbols • Flight track symbols • Airspace fix symbols §6.2.2.1 Scale, Topographical, and Elevation Symbols Scale Man-made structure Elevation Elevation Navaid Symbology Missed Approach Track Contour Prohibitive Area longitude latitude Approach Track Fix Scale The plan view is depicted to scale. To help you measure distance, a mileage scale is located along the left side of the chart. Normally, this scale is one inch equals five nautical miles (1inch=5 nm). However, occasionally the length of the approach may require a different scale factor to be used. The instrument approach plan view includes some, but not all, orientation details. Lakes or large water areas, rivers, and aeronautical lights/beacons are all examples of orientation details found in the plan view. Terrain Symbols Terrain and Man-made structures • A bold arrow indicates the highest portrayed terrain high point or man-made structure depicted in the plan view. • The elevation of the depicted terrain high points and man-made structures is reported in feet above mean sea level in the plan view. • An inverted “ ” symbol with a dot represents an unidentified man-made structure. • When man-made objects are known, they are depicted with specific symbols such as a tower or a building.
The IFR airport of landing is depicted with a diagram of its runways according to scale. Other airports that fall within the plan view and underlie the instrument approach are also depicted, as follows: Airport §6.2.2.2 Navaid Symbology • Navaid facilities • Marker beacons • Facility information boxes Navigation Facilities • Front course: The Instrument Landing System (ILS), Localizer (LOC), Localizer-type Dirctional Aid (LDA), Simplified Directional Facility (SDF), and Microwave Landing System (MLS) are all shown with a half-feathered arrow at right side along the approach direction. • Back Course A localizer back course approach is indicated by a half-solid arrow at left side along the approach direction. The back course is a navigation signal transmitted in the opposite direction of the front course. • Offset Facility: An offset facility is depicted when the localizer is not aligned with the runway. It is often shown on SDF or LDA approach charts. VOR & NDB Marker Beacons Facility Information Boxes Information box (es) with shadow means that it is used as the main navaid when acting final approach. §6.2.2.3 Flight Track Symbols Flight track symbols are used to depict the: • Instrument approach procedure flight track, including the missed approach track; • Radials, including lead radials and cross radials; • Bearing and courses; • Approach transitions, feeder routes, and/or arrival routes, including distances and altitudes; • Course reversals, including procedure turns; • Holding patterns. Flight Track Approach procedure flight track Missed approach track Visual flight track High level track Magnetic Bearings and Courses True Course Magnetic Heading (Routes without radio aids guidance) Magnetic Course Radial Radial Radial Approach Transitions Approach transitions provide guidance to navigate from the enroute airway system to the instrument approach. Approach Transition is too long or too complex DME Arc & RNAV Transitions MSA MSA No Procedure Turn RNAV Transition Magnetic Bearing Change Restriction with an Intersection Offset Approach Transition If transition route is too short to denote, the related information is noted with information box Too information to denote, transition route noted with number.Check the details in the specific place. Course Reversals and Procedure Turns Holding Pattern §6.2.2.4 Airspace Fixes Fixes, reporting points and waypoints are all geographical positions or locations that may be used for navigation purposes on an approach procedure course. • Fixes and Reporting Points • Waypoints • Computer Navigation Fixes (CNFs) and Database Identifiers There are basically two categories of fixes, reporting points, and/or waypoints: Fixes and Reporting Points DME Fixes Waypoints A waypoint is a predetermined geographical position used for route/instrument approach definition, progress reports, published VFR routes, visual reporting points, or points for transitioning and/or circumnavigating controlled and/or special use airspace. Waypoints are defined relative to a VORTAC, VOR/DME, or GPS, or in terms of latitude/longitude coordinates.
Computer Navigation Fixes (CNFs) and Database Identifiers A point used for the purpose of defining the navigation track for an airborne computer system (e.g., GPS or FMS) is called a Computer Navigation Fix (CNF). Beginning in 1998, the United States and many other countries began assigning five-letter CNF names to previously unnamed airspace fixes and mileage break points on DPs (departure procedures), enroute and area, and standard terminal arrival charts.
§6.2.3 Profile View The profile view schematically portrays a side view of the approach procedure flight path. It begins at the same location as the plan view and contains many of the same symbols; however, it is not drawn to scale. The symbols in profile view include: • Flight tracks, including bearings, distances, times, missed approach points, course reversals, stepdown fixes, visual descent points, and VNAV constant rate of descent • Navaids and waypoints, including makers and fixes • Altitudes, including the recommended altitude/height descent table • Conversion table • Lighting and missed approach icons §6.2.3.1 Descent Flight Tracks (non) Precision Approach Glide Slope MLS Glide Path Non-precision Glide Slope High level approach track Visual flight track Outbound limited by DME Outbound limited by Time
§6.2.3.2 Airspace Fixes The flight track from intermediate approach course to final approach course is defined by Marker Beacons, Fixes, Waypoints and Navaids on the profile view. MAP FAF/FAP Fix Navaid For a nonprecision approach procedure, the FAF is indicated on the profile view by a Maltese Cross, if specified by the state source. FAF/FAP For a precision approach procedure, the final approach segment starts at the point on the localizer course where the glide slope/path is to be intercepted at the prescribed glide slope interception altitude. This point is called the FAF in the United States and Canada, and the FAP under ICAO applications. Again, the FAP is not depicted on the approach chart. Stepdown Fixes Many approaches incorporate one or more stepdown fixes along approach segments to allow you to descend to a lower altitude after you overfly various obstales. When you cannot identify a stepdown fix, you must level off at the minimum altitude specified for that fix. Only one stepdown fix normally is permitted between the final approach fix and the missed approach point. The MAP (Missed Approach Point) is a point prescribed in each instrument approach procedure at which a missed approach procedure must be executed if the required visual reference has not been achieved. MAP Precision Approach MAP Nonprecision Approach MAP For precision approaches, the MAP is the point where you reach the DA(H), while descending on the glide slope. You must execute the missed approach procedure if the required visual reference to continue the approach has not been established. For nonprecision approaches, the MAP occurs either at a fix defined by a navaid, or after a specified period of time has elapsed since you crossed the final approach fix. The conversion table at the lower left corner of the chart will specify the MAP and, if applicable, the time at various speeds from the final approach fix to the MAP. A VDP (Visual descent point) depicted by the letter V in the profile view, represents the point from which you can make a normal descent to a landing, provided you have the approach end of the runway in sight and you are at the minimum descent altitude (MDA) . A descent below the MDA should not be started prior to reaching the VDP. VDP §6.2.3.3 Altitudes The profile view shows minimum altitudes along the flight track. All altitudes are given above QNH in feet, followed by a parenthetical number which shows the HAT (Height above touchdown zone or threshold). When a TDZE (Touchdown zone elevation) is not given, the numbers represent height above the airport elevation (HAA). All altitudes are MINIMUM altitude unless specifically labeled otherwise, such as “MANDATORY”、“MAXIMUM”、 “RECOMMENDED”. • “MANDATORY” means the altitude shown is required at the fix or glide slope intercept. • Maximum altitudes are labeled “MAXIMUM” and may be abbreviated “MAX” . • Recommended altitudes are labeled “RECOMMENDED”. • TDZE is the highest elevation in the first 3,000 feet of the landing surface. • TCH (Threshold Crossing Height) is a theoretical height above the runway threshold when you are established on the glide slope descent path. TCH has been traditionally used in precision approaches as the height of the airborne glide slope antennae when passing above the runway threshold.
§6.2.3.4 Conversion Tables • For a precision approach, the table lists the glide slope angle an groundspeed to the rate of descent for the ILS glide slope (descent in feet per minute). • For nonprecision approaches, the table relates groundspeed to the distance from the FAF (the LOM or similar fix) and shows the time in minutes and seconds to fly from FAF or other specified fix to MAP. • For combined ILS and LOC approaches, only one descent table is provided when the ILS glide slope angle and the descent gradient of the LOC approach are coincidental. §6.2.3.5 Lighting Icons PAPI: Precision Approach Path indicator Standard 2-bar VASI VASI: Visual approach slop indicator Missed Approach Icons §6.2.4 Landing Minimums The landing minimums table, found at the bottom of the Jeppesen approach chart, contains two types of minimums that must both be met in order to legally complete the approach to landing: • DA(H)/MDA(H) • VIS/RVR §6.2.4.1 Type of Procedure Landing minimums are affected by any or all of the following factors: • Straight-in Straight-in landing minimums normally are depicted when the final approach course is positioned within 30°of the runway alignment. • Sidestep A sidestep maneuver is a procedure in which you are cleared for an approach to one runway with a clearance to land on a parallel runway. This type of approach procedure is rarely found outside the U.S and Canada. • Circle-to-Land A circling approach is a procedure that involves executing an approach to one runway and then landing on another. Because circle-to-land procedures do not specify a specific runway, the heights in parentheses are above the airport, rather than runway elevation.
§6.2.4.2 Type of Approach Another differentiation made in the landing minimums table is the type of approach. • Category I Precision In a precision approach, the minimum altitude shown on the chart is called the DA. During the time you make this decision, you are continuing to descend, so if you execute a missed approach, you will pass slightly through this altitude. • Category II/III Precision For a Category II precision approach, the minimum altitudes shown on the chart are decision altitudes, as previously described in the Category I Precision discussion. Category II decision altitudes are typically accompanied by a RA height minimum. Category III precision approaches typically do not have a decision altitude and require special certification for the operator and the individual pilot. • Nonprecision In a nonprecision approach, the minimum altitude shown on the chart is called the MDA because it is the lowest altitude to which you may descend until you have established the required visual reference requirements and are in a position to land. • Multiple Approach Types Occasionally, a chart portrays more than one type of approach procedure on the same chart. In that case, multiple sets of straight-in minimums are provided. §6.2.4.3 Aircraft Approach Ategory The type of aircraft affects the landing minimums. The landing minimums table includes divisions for each of four aircraft categories. Each aircraft is placed into an aircraft approach category based on its computed approach speed. This speed equals 130% of the aircraft’s stall speed in the landing configuration at the maximum certificated landing weight.
§6.2.4.4 Inoperative Components or Visual Aids Landing minimums usually increase when a required radio navigation component or visual aid becomes inoperative. Regulation permit you to make substitutions for certain components when the component is inoperative, or is not utilized during an approach. For example, on an ILS approach, a compass locator or precision radar may be substituted for the outer marker where so depicted in the profile view. When the ILS glide slope is inoperative, the procedure becomes a nonprecision localizer approach, raising the minimum altitude to which you can descend, and changing to a minimum descent altitude rather than a decision altitude. Glide Slope Sometimes lower minimums are allowed when you can identify a particular fix in a nonprecision final approach segment. Although DME may not be required to fly the specific approach procedure, the ability to identify a DME fix provides lower minimums. DME Fixes Whether or not certain lighting systems (typically approach lights, centerline lights, or touchdown zone lights) are working affects the visibility requirements for the approach procedure. Lighting Middle Marker Although in the U.S, the FAA has eliminated the penalty for an inoperative middle marker, a few countries (such as Brazil, Chain Taipei ) continue the penalty. Altimeter Setting When an altimeter setting is derived from a remote source more than 5 miles from the airport reference point, rather than a local altimeter, the DA(H) or MDA(H) is increased by a factor that considers both the remote altimeter as well as the elevation difference between the landing airport and the remote altimeter airport.
§6.2.4.5 Airport Operating Specifications Although continuous efforts are being made to standardize airport operating specifications around the world, there remain significant differences between governing specifications, especially in the area of landing and takeoff minimums. There are three primary specifications that Jeppesen applies when determining minimums: • ICAO Document 9365, Manual of All- Weather Operations • Joint Aviation Regulations Operations (JAR OPS-1 Subpart E) • FAA Handbook 8260.3B TERPS
§6.2.4.6 Other Factors In addition to those factors covered in this lesson, many other factors may affect landing minimums, especially those in the circle-to-land column. Frequently, these restrictions are due to critical terrain or obstacles, prohibitions to overfly nearby residence areas, or for noise abatement. Time of Day Direction Runway Terrain §6.3 Nonprecision Approaches A nonprecision approach provides lateral course guidance with no electronic glide slope information. The most common of the nonprecision approaches and the navigation aids and systems upon which they are predicated include: • VOR • NDB • LOC • GPS Some other uncommon nonprecision approach: • LOC Back Course Approaches • LDA Approach • SDF Approach §6.3.1 Effects of Navaid Location Regardless of the type of navaid, its location in relation to the runway can significantly affect the approach. There are two basic types of nonprecision approaches: those that use a navaid located beyond the airport boundaries, and those with the navaid located on the airport. An on-airport facility is one that is located within 1 mile of the nearest portion of the landing runway for a straight-in approach , or within 1 mile of the nearest portion of the usable landing surface for a circling approach. On-Airport Facility Off-Airport Facility You might notice the effects of the navaid location in other parts of the approach chart as well: • Final approach course • Course reversal • Presence of an FAF • Timing from FAF to MAP • MAP §6.3.2 Final Approach Course Even on nonprecision approaches to the same straight-in runway, you may need to fly a different final approach course due to the location of an non-airport navaid. This difference is even more pronounced in Andoya, Norway.
Course Reversal With an on-airport navaid, you may have to execute a procedure turn where you might not need to if the approach where based on an off-airport navaid. This is because you may need to establish your position prior to descending, by flying first to the navaid at the airport and then performing a procedure turn to complete the approach.
Presence of an FAF When the primary navaid is not located on the airport( for example, on the final approach course ), it often serves as both the initial approach fix (IAF) and the final approach fix (FAF). When the navaid is on the airport, no FAF is designated unless DME or another means is available for identifying such a fix. Instead, a final approach point (FAP) is designated and serves as the FAF. FAF Not have FAF The location of the FAP is defined as the beginning of the final approach segment. This point is where the aircraft is established inbound after completing any required procedure turn. Since this could be a different point for each aircraft that flies the approach, the FAP is dynamic, rather than static like an FAF. Timing from FAF to MAP The conversion table may include the approximate length of time it will take to fly from the final approach fix (FAF) or equivalent to the missed approach point (MAP) for a given groundspeed. • If DME is required for the approach, timing data is frequently not provided, because the pilot is expected to identify the MAP from the MDE reference. • GPS approaches do not provide timing data because the pilot determines the MAP from the specific waypoint programmed into the GPS system. • When the navaid is on the airport, it frequently serves as the MAP. You would not require timing data because you know when you have reached the navaid and, therefore , the MAP. MAP For nonprecision approaches, the missed approach point (MAP) occurs either at a fix defined by a navaid, or after a specified period of time has elapsed since you crossed the final approach fix (FAF). The exact location of the missed approach point (MAP) depends on obstacles in the missed approach area, as well as whether the navaid is on off the airport: • For off-airport facilities, the MAP cannot be further from the final approach fix (FAF) than the runway threshold for straight-in approaches, or from the first usable portion of the landing area for circling approaches. • For on-airport facilities, the MAP is the navaid facility. Example §6.4 Precision Approach The instrument landing system (ILS) is a precision approach navigational aid that provides highly accurate course, glide slope, and distance guidance to a given runway. There are three general classifications of ILS approaches-Category I, Category II, and Category III.
To fly a basic ILS approach (Category I), you must be instrument rated, current, and your aircraft must be equipped appropriately. ILS approaches may also be Category II or III; these approaches typically have lower minimums and require special certification for operators, pilots, aircraft, and air/ground equipment. The ILS can be the safer approach alternative in poor weather conditions for several reasons: • It provides vertical course guidance in addition to lateral guidance. • It is a more accurate approach aid than any other widely available system. • The increased accuracy and the vertical guidance through the glide slope generally allows for approach minimums. • The lower minimums can make it possible to execute an ILS approach and land at an airport when it would not have been possible using a nonprecision approach. Example §6.5 Straight-in Approaches Straight-in landing minimums normally are used when the final approach course is positioned within 30°of the runway and a minimum of maneuvering is required to align the airplane with the runway. However, the offset should not be more than 15°from the runway centerline for Category C and D aircraft. In contrast to a straight-in landing, the controller terminology “cleared for straight-in approach…”means that you should not perform a course reversal, but does not reference landing minimums. For example, you could be “cleared for straight-in ILS Runway 25 approach, circle to land Runway 34.” In this case, you would not fly a course reversal, and you would be required to remain at the higher circle-to-land MDA(H) minimums until you begin your final descent. If you are not being radar vectored, generally you begin a straight-in approach at an outlying initial approach fix (IAF), and then fly the initial and intermediate segments, which places you on the final approach segment. Example §6.6 Approach with Reversal A course reversal is prescribed when it is necessary to reverse direction to establish your aircraft inbound on an intermediate or final approach course. When charted, it is a required maneuver, except under the following conditions: • Radar vectoring is provided. Radar vectors to the final approach course provide a method of intercepting and proceeding inbound on the published instrument approach procedure without the published course reversal. • The symbol “NoPT” (no procedure turn) is shown on the chart,. If you are flying an arrival or feeder route that is labeled with NoPT, you are not authorized, nor does ATC expect you, to perform the course reversal. • You are transitioning from an arrival route, feeder route, or initial approach segment from within a Terminal Arrival Area (TAA) straight-in area. This area is typically noted as NoPT on the TAA chart. A course reversal may be depicted in two types procedure formats (Procedure Turn and Teardrop/Base Turn) in the plan view section.
§6.6.1 Procedure Turn When a course reversal is shown as a procedure turn, the point at which the started an the type and rate of turn usually are left to the discretion of the pilot. Jeppesen approach charts show procedure turns with 45/180 or 80/260 degree angles. Note: Procedure design rules applied by states using ICAO standards require you to fly the course, heading, speed, and timing as shown on the approach chart in order to remain within the relevant airspace and to ensure the required obstacle clearance. For the airspace design, it is assumed the turns are at a maximum bank angle of 25°, or a rate of 3°/second, whichever is less. Example §6.6.2 Base Turn When a course reversal is shown as a teardrop or base turn pattern, you must fly the course reversal as shown on the chart. In this case, the headings, leg lengths, and direction of turns are mandatory, and are found in the plan view and profile views. Example §6.7 Racetrack or Holding Pattern Course Reversals When a holding or racetrack pattern is published as a course reversal, you must make the proper entry and follow the depicted pattern to establish your aircraft on the inbound course. Again, the information you need about the course reversal can be found in the plan view and profile view sections of the approach chart. Example §6.8 Circling Approach A circling approach is a procedure that involves executing an approach to one runway and then landing on another. Several situations any require you to execute a circling approach.
 
 The circling approach is not a simple maneuver; you are required to fly at a low altitude at a fairly show airspeed and your attention may be diverted outside the aircraft more than usual. At the same time, you must ensure that you do not: • Descend below the MDA improperly; • Fly outside the protected area; • Lose sight of the runway environment. §6.8.1 Circling Maneuvers In simple terms, the circling approach procedure involves flying the approach, establishing visual contact with the runway environment, and then positioning the aircraft on a final approach to the runway on which you intend to land. The circling approach allows you to land on any appropriate runway not subject to additional charted restrictions. Note: Circling approach can be extremely hazardous, especially when combined with such factors as low visibility, mountainous terrain, and/or night operations. Many commercial operators are not authorized to fly circling approaches, or if so, are required to make specialized training. Circle-to-land minimums are included on most approach plates as a part of the procedure minimums information band. Circle-to-land minimums are expressed with an MDA, even though a glide slope may be used to descend to that circling MDA. The circle-to-land MDA is usually higher than the straight-in landing MDAs. §6.8.2 Restrictions of Circle-to-Land Restricted by Direction Restricted by Available Equipment or Navaids Restricted by Time or Weather Restricted by Aircraft Categories Limited Protected Area §6.9 Missed Approach Procedures The missed approach procedure must be flown whenever you reach the missed approach point (MAP) and cannot establish the required visual references, or when you are not in a position to land safely. A missed approach procedure also may be required during a circling approach when visual contact with the runway environment is lost.
Every instrument approach has a missed approach segment with appropriate heading, course, and altitude information provided. The purpose of this segment is to allow you to safely navigate from the missed approach point to a point where you can attempt another approach, or continue to another airport. The missed approach segment begins at the MAP and ends at a designated point, such as an initial approach or enroute fix. The actual location of the MAP depends upon the type of approach you are flying.
 Example §6.10 RNAV Approach RNAV equipment can compute the airplane position, actual track, and groundspeed, and then provide meaningful information relative to the selected route of flight. RNAV procedures include: • VOR DME RNAV • GPS Overlay • GPS or GNSS (ICAO) • RNAV • RNAV (GPS)
§6.10.1 VOR/DME RNAV Charts §6.10.2 GPS Overlays Properly installed and certified GPS equipment can be used to fly many nonprecision approaches based on conventional navaids, if so specified in the approach procedure identification. There are two types of GPS overlays: • The first requires the underlying ground navaids and associated aircraft navigation equipment to be operational, but not monitored by the crew during the approach as long as the GPS meets RAIM accuracy requirements. These procedures are indicated by a small, italic (GPS) in front of the procedure identifier. • The second eliminates the requirement for conventional navigation equipment to be operating during the approach, although that equipment may be required for other portions of the IFR flight. These approach charts can be identified by the words “or GPS” in the procedure identifier. Example §6.10.3 RNAV(GPS) Charts RNAV (GPS) charts combine unaugmented GPS and augmented GPS, along with FMS-based RNAV, approaches onto a single chart. Within U.S, augmented GPS, approaches will be based on WAAS and LAAS. A GPS standalone approach procedure is designed solely for use with GPS and offers more efficient routing than is possible with some conventional approaches. You must have conventional navigation equipment aboard your aircraft as a backup. Example

coindong 发表于 2011-10-9 16:43:35

Chapter 8
Differences Between
Jeppesen Database & Charts

thunderland 发表于 2013-11-11 23:53:34

Thanks for sharing!

信恒毅 发表于 2013-12-16 13:55:59

下来看看学习一下

tonyblairer 发表于 2014-5-27 19:02:28

很好的资料，谢谢分享

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Chapter 6 Approach Charts