1、Chapter 6 Approach ChartsChapter 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 2Chapter 6 Approach Charts 6.7 Racetrack Procedure 6.8 Circling Approaches 6.9 Missed Approaches

2、 6.10 RNAV Approaches36.1 IntroductionApproach 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 countrys controlling civil aviation administration (CAA):TERPSPANS-OPSJAR

3、 OPS45With 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

4、a chance to provide input into your plan, catching things you may have overlooked, or adding responsibilities; 6The 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 rev

5、iew the chart, especially for situational awareness.76.2 Layout and InformationJeppesens 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 pre-approach bri

6、efing sequence of information, and crew resource management (CRM) techniques. 8Take a closer look at a typical Jeppesen approach chart to see what information is provided.The HeadingThe Plan ViewProfile ViewLanding Minimums9HeadingProfile ViewPlan ViewLanding Minimum106.2.1 Heading The top of a Jepp

7、esen 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 o

8、riginal classic format. 11The 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 DataCommunication RowPre-Approach Briefing Strip & MSA126.

9、2.1.1 Heading Border DataHeading 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 NameProcedure IdentifierChart Index NumberChart DateAirport Identifier and A

10、irport Name13The 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 Nam

11、e14The 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 IdentifierLocation NameProcedure Identifier15On Jeppesen Charts, the procedure identifiers is named according to the Navaids

12、which provides final approach navigation guidance. Location NameProcedure Identifier16Approach 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, bri

13、efing strip charts are sequenced according to runway number, lowest to highest.Chart Index Number17The chart index number is usually a three- or 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

14、 represents the chart type:18 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, C

15、harted Visual Flight Procedures (CVFP)1920The 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 DateRevision DateEffective Date21The f

16、our-letter airport identifier is a combination of an ICAO regional designation and airports 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 NameAirport Ident

17、ifierAirport Name Communications RowThe 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 (*) indicate

18、s that the ATIS is operational on a part-time basis only. 23Directional 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.246.2.1

19、.3 Pre-flight Approach Briefing Strip &MSAThe next row of information in the heading area are the pre-Approach Briefing Strip and MSA information rows. These rows include the:Primary navigation aidFinal approach course bearing25Check altitude boxLowest minimum altitude. DA(H) or MDA(H)Airport elevat

20、ionMinimum Safe Altitude (MSA) graphicMissed approach instructionsAdditional notes/Altimeter setting information26Primary Navigation AidFinal Approach Course BearingCheck Altitude BoxLowest Minimum AltitudeAirport ElevationMSAMissed ApproachAdditional Notes27Check Altitude BoxThe content of the chec

21、k 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. 28Lowest Minimum AltitudeThis altitude may be expressed as a DA or MDA, dep

22、ending 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.29Airport ElevationThe airport elevation is the h

23、ighest point of an airports usable runways, while the TDZE is the highest elevation in the first 3,000 feet of the landing surface. Terps Pans-ops 30MSAThe 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 o

24、f 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. 31The center of the MSA is normally the locator on ILS or localizer appro

25、aches, 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.32The MSA is not meant for navigation purposes. It provides only obstruction clearance within the sector and does not guarantee navigation nor

26、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.33Missed Approach InstructionsThere are at least three places on the approach information can be found. The full textual description of the mis

27、sed 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.34Additional Notes/Altimeter Setting InformationThis information could include requirements for altimeter setting units, avionics,

28、ground installation systems, crew training, and many and varied other requirements unique to an approach procedure.356.2.2 Plan ViewThe 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

29、use as a visual planning aid. 36The symbology of plan view has been divided into four major categories:Scale, Terrain and Elevation symbolsNavaid symbolsFlight track symbolsAirspace fix symbols3 Scale, Topographical, and Elevation Symbols ScaleElevationMan-made structure ElevationNavaid Symb

30、ologyMissed Approach TrackContourProhibitive ArealongitudelatitudeApproach TrackFix38ScaleThe 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,

31、occasionally the length of the approach may require a different scale factor to be used.39Terrain SymbolsThe 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 foun

32、d in the plan view.40Terrain and Man-made structuresA 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 i

33、nverted “ ” 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.4142AirportThe IFR airport of landing is depicted with a diagram of its runways according to scale. Other airports that f

34、all within the plan view and underlie the instrument approach are also depicted, as follows:4 Navaid SymbologyNavaid facilitiesMarker beaconsFacility information boxes44Navigation FacilitiesFront course:The Instrument Landing System (ILS), Localizer (LOC), Localizer-type Dirctional Aid (LDA)

35、, Simplified Directional Facility (SDF), and Microwave Landing System (MLS) are all shown with a half-feathered arrow at right side along the approach direction.45Back CourseA localizer back course approach is indicated by a half-solid arrow at left side along the approach direction. The back course

36、 is a navigation signal transmitted in the opposite direction of the front course.46Offset 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.47VOR & NDB48Marker Beacons49Facility Information BoxesInformation box

37、 (es) with shadow means that it is used as the main navaid when acting final approach.50 Flight Track SymbolsFlight 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 an

38、d courses;Approach transitions, feeder routes, and/or arrival routes, including distances and altitudes;Course reversals, including procedure turns;Holding patterns.51Flight TrackApproach procedure flight trackMissed approach trackVisual flight trackHigh level track52Magnetic Bearings and CoursesTru

39、e CourseMagnetic Heading(Routes without radio aids guidance)Magnetic Course53RadialRadialRadialRadial54Approach TransitionsApproach transitions provide guidance to navigate from the enroute airway system to the instrument approach. Approach Transition is too long or too complex55DME Arc & RNAV Trans

40、itionsMSAMSANo Procedure TurnRNAV Transition56Magnetic Bearing ChangeRestriction with an IntersectionOffset Approach Transition57If transition route is too short to denote, the related information is noted with information box58 Too information to denote, transition route noted with number.Check the

41、 details in the specific place.59Course Reversals and Procedure Turns60Holding Pattern6 Airspace FixesFixes, 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 PointsWaypoints

42、Computer Navigation Fixes (CNFs) and Database Identifiers62There are basically two categories of fixes, reporting points, and/or waypoints:63Fixes and Reporting Points64DME Fixes65WaypointsA waypoint is a predetermined geographical position used for route/instrument approach definition, progress rep

43、orts, 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.6667Computer Navigation Fixes (CNFs) and Database

44、 IdentifiersA 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 fi

45、xes and mileage break points on DPs (departure procedures), enroute and area, and standard terminal arrival charts. 68696.2.3 Profile ViewThe 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 th

46、e same symbols; however, it is not drawn to scale.70The 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 descentNavaids and waypoints, including makers and f

47、ixesAltitudes, including the recommended altitude/height descent tableConversion tableLighting and missed approach icons7 Descent Flight Tracks(non) Precision ApproachGlide SlopeMLS Glide PathNon-precision Glide SlopeHigh level approach trackVisual flight track72Outbound limited by DMEOutbou

48、nd limited by Time737 Airspace FixesThe flight track from intermediate approach course to final approach course is defined by Marker Beacons, Fixes, Waypoints and Navaids on the profile view.FAF/FAPFixNavaidMAP75FAF/FAPFor a nonprecision approach procedure, the FAF is indicated on the profil

49、e view by a Maltese Cross, if specified by the state source.76For 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

50、 the United States and Canada, and the FAP under ICAO applications. Again, the FAP is not depicted on the approach chart.77Stepdown FixesMany 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

51、you cannot identify a stepdown fix, you must level off at the minimum altitude specified for that fix. 78Only one stepdown fix normally is permitted between the final approach fix and the missed approach point.79MAPThe MAP (Missed Approach Point) is a point prescribed in each instrument approach pro

52、cedure at which a missed approach procedure must be executed if the required visual reference has not been achieved.Precision Approach MAPNonprecision Approach MAP80For precision approaches, the MAP is the point where you reach the DA(H), while descending on the glide slope. You must execute the mis

53、sed approach procedure if the required visual reference to continue the approach has not been established.81For 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

54、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.82VDPA 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,

55、 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.8 AltitudesThe profile view shows minimum altitudes along the flight track. All altitudes are given above QNH

56、 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).84All altitudes are MINIMUM altitude unless specifically labeled otherwise,

57、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”.85TDZE is the highest elevation in the first 3,000 fe

58、et 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 runw

59、ay threshold.868 Conversion TablesFor 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).88For nonprecision approaches, the table relates groundspeed to the distance from the FAF (the LOM or s

60、imilar fix) and shows the time in minutes and seconds to fly from FAF or other specified fix to MAP.89For 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.90 Lighting Icons91PAPI: P