16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-19. Descent rate table.
SE-3, 16 DEC 2010 to 13 JAN 2011
SE-3, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEW PROFILE MINIMUMS
RVR
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-20. Terms/landing minima data.
All minima step in parentheses not applicable to Civil
Pilots. Military Pilots refer to appropriate regulations.
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
an altitude number, hyphen, and a whole or fractional
number appear; for example, 530-1, which indicates “530
feet MSL” and 1 statute mile visibility. This is the descent
minimum for the approach. The RVR value is separated
from the minimum altitude with a slash, such as “1065/24,”
which indicates 1,065 feet MSL and an RVR of 2,400 feet.
If RVR is prescribed for the procedure, but not available, a
conversion table is used to provide the equivalent visibility
in this case, of ½ statute mile visibility. [Figure 1-20] The
conversion table is also available in the TPP.
When an alternate airport is required, standard IFR alternate
minimums apply. For aircraft other than helicopters, precision
approach procedures require a 600-feet ceiling and 2 statute
miles visibility; nonprecision approaches require an 800-feet
ceiling and 2 statute miles visibility. Helicopter alternate
minimums are a ceiling that is 200 feet above the minimum
for the approach to be flown and visibility of at least 1
statute mile, but not less than the minimum visibility for the
approach to be flown. When a black triangle with a white “A”
appears in the notes section of the pilot briefing, it indicates
non-standard IFR alternate minimums exist for the airport.
If an “NA” appears after the “A” ( ), then alternate
minimums are not authorized. This information is found in
the beginning of the TPP.
In addition to the COPTER approaches, instrument-
equipped helicopters may fly standard approach procedures.
The required visibility minimum may be reduced to one-half
the published visibility minimum for category A aircraft,
but in no case may it be reduced to less than ¼ mile or
1,200 feet RVR.
Two terms are specific to helicopters. Height above landing
(HAL) means height above a designated helicopter landing
area used for helicopter IAPs. “ Point in space approach”
refers to a helicopter IAP to a MAP more than 2,600 feet
from an associated helicopter landing area.
Airport Sketch /Airport Diagram
Prior to all flights, pilots should take the time and study the
airport layout for all of the airports that they intend to land,
including those that may be used as an alternate. During
the flight planning phase, study the taxi procedures for the
departure airport and landing procedures for the arrival
airport. The expected taxi route should be checked against
the airport diagram or taxi chart, and special attention should
be given to the unique or complex intersections along the taxi
route. Pilots should identify critical times and locations on the
taxi route (e.g., transitioning through complex intersections,
crossing intervening runways, entering and lining up on the
runway for takeoff, and approaching and lining up on the
runway for landing).
By knowing the layout of the airport and their particular
procedures, pilots are able to anticipate, understand, and
safely execute all ATC directives and procedures. A major
contributor to runway incursions is pilots not knowing
the airport layout and procedures. This lack of situational
awareness causes unnecessary accidents that can be avoided
by proper flight planning. The FAA believes that following
the aircraft’s progress on the airport diagram to be sure that
the instructions received from ATC are being followed is
one of the key procedures in reducing runway incursions. To
do this, pilots must take the time prior to the flight to study
all procedures so that they are not trying to learn about the
airport while they are receiving ATC instructions.
The airport sketch, located on the bottom of the chart, includes
many helpful features. IAPs for some of the larger airports
devote an entire page to an airport diagram. Airport sketch
information concerning runway orientation, lighting, final
approach bearings, airport beacon, and obstacles all serve to
guide the pilot in the final phases of flight. See Figure 1-21 for
a legend of airport diagram/airport sketch features (see also
Figure 1-10 for an example of an airport diagram).
The airport elevation is indicated in a separate box at the
top left of the airport sketch. The touchdown zone elevation
(TDZE), which is the highest elevation within the first 3,000
feet of the runway, is designated at the approach end of the
procedure’s runway.
Beneath the airport sketch is a time and speed table when
applicable. The table provides the distance and the amount
of time required to transit the distance from the FAF to the
MAP for selected groundspeeds.
The approach lighting systems and the visual approach lights
are depicted on the airport sketch. White on black symbols
( ) are used for identifying pilot-controlled lighting (PCL).
Runway lighting aids are also noted (e.g., REIL, HIRL), as is
the runway centerline lighting (RCL). [Figure 1-22]
The airport diagram shows the paved runway configuration
in solid black, while the taxiways and aprons are shaded
gray. Other runway environment features are shown, such
as the runway identification, dimensions, magnetic heading,
displaced threshold, arresting gear, usable length, and slope.
Inoperative Components
Certain procedures can be flown with inoperative components.
According to the Inoperative Components Table, for
example, an instrument landing system (ILS) approach
with a malfunctioning Medium Intensity Approach Lighting
System with Runway Alignment Indicator Lights (MALSR =
MALS with RAIL) can be flown if the minimum visibility is
INSTRUMENT APPROACH PROCEDURES (CHARTS)
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-21. Airport legend and diagram.
SE-4, 16 DEC 2010 to 13 JAN 2011
SE-4, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEW PROFILE MINIMUMS
INSTRUMENT APPROACH PROCEDURES (CHARTS)
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
Figure 1-22. Approach lighting legend.
INSTRUMENT APPROACH PROCEDURES (CHARTS)
16 DEC 2010 to 13 JAN 2011
16 DEC 2010 to 13 JAN 2011
increased by ¼ mile. [Figure 1-23] A note in this section
might read, “Inoperative Table does not apply to ALS or
HIRL Runway 13L.”
RNAV Instrument Approach Charts
To avoid unnecessary duplication and proliferation of
approach charts, approach minimums for unaugmented
GPS, Wide Area Augmentation System (WAAS), Local
Area Augmentation System (LAAS) are published on
the same approach chart as lateral navigation/vertical
navigation (LNAV/VNAV). Other types of equipment
may be authorized to conduct the approach based on the
minima notes in the front of the TPP approach chart books.
Approach charts titled “RNAV RWY XX” may be used
by aircraft with navigation systems that meet the required
navigational performance (RNP) values for each segment
of the approach. [Figure 1-24]
The chart may contain as many as four lines of approach
minimums: global landing system (GLS), WAAS and LAAS,
LNAV/VNAV, LNAV, and circling. LNAV/VNAV is an
instrument approach with lateral and vertical guidance with
integrity limits similar to barometric vertical navigation
(BARO VNAV).
RNAV procedures that incorporate a final approach stepdown
fix may be published without vertical navigation on a separate
chart also titled RNAV. During a transition period when GPS
procedures are undergoing revision to a new title, both RNAV
and GPS approach charts and formats are published. ATC
clearance for the RNAV procedure authorizes a properly
certificated pilot to utilize any landing minimums for which
the aircraft is certified.
Chart terminology changes slightly to support the new
procedure types:
1. DA replaces the term DH. DA conforms to the
international convention where altitudes relate to
MSL and heights relate to AGL. DA will eventually
be published for other types of IAPs with vertical
guidance, as well. DA indicates to the pilot that the
published descent profile is flown to the DA (MSL),
where a missed approach is initiated if visual references
for landing are not established. Obstacle clearance is
provided to allow a momentary descent below DA
while transitioning from the final approach to the
missed approach. The aircraft is expected to follow
the missed approach instructions while continuing
along the published final approach course to at least
the published runway threshold waypoint or MAP (if
not at the threshold) before executing any turns.
2. MDA continues to be used only for the LNAV and
circling procedures.
3. TCH has been traditionally used in precision
approaches as the height of the GS above threshold.
With publication of LNAV/VNAV minimums and
RNAV descent angles, including graphically depicted
descent profiles, TCH also applies to the height of the
“descent angle,” or glidepath, at the threshold. Unless
otherwise required for larger type aircraft that may be
using the IAP, the typical TCH is 30 to 50 feet.
The minima format changes slightly:
1. Each line of minima on the RNAV IAP is titled to
reflect the RNAV system applicable (e.g., LPV, LNAV/
VNAV, and LNAV). Circling minima is also provided.
2. The minima title box also indicates the nature of the
minimum altitude for the IAP. For example: DA is
published next to the minima line title for minimums
supporting vertical guidance, and MDA is published
where the minima line supports only lateral guidance.
During an approach where an MDA is used, descent
below MDA is not authorized.
3. Where two or more systems share the same minima,
each line of minima is displayed separately.
For more information concerning government charts, the
AeroNav Products can be contacted by telephone or via their
internet address at:
National Aeronautical Navigation Products (AeroNav Products)
Telephone 800-626-3677
www.aeronav.faa.gov
Figure 1-23. IAP inoperative components table.
SW-1, 16 DEC 2010 to 13 JAN 2011
SW-1, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEW PROFILE MINIMUMS
Field elevation
PAPI
Approach lights
Touchdown
zone elevation
Figure 1-24. RNAV instrument approach charts.
SE-4, 16 DEC 2010 to 13 JAN 2011
SE-4, 16 DEC 2010 to 13 JAN 2011
PILOT BRIEFING
AND
PROCEDURE NOTES
AIRPORT
DIAGRAM
PLAN VIEW PROFILE MINI-
MUMS
Runway lights
pilot controlled
VASI
Alternate minimums
not authorized