Approach Plate

Briefing an ILS Approach Plate

AIRSPACE   Class A    Class B    Class C     Class D   Class E   Class G RNAV       Communication

FAA charts and Jeps

Brief it in an airplane you fly

~~ READ THE CHART BEFORE YOU SPEAK~~

Start at the top work your way down

Interview Briefing  - 

1 min brief (short)

under the procedure - How well you understand the procedure and setup for the procedure

You can give a basic Approach Briefing 

communicate with crow

Real World Briefing (Based off the Delta Model - NATS)

ATIS 

How are you going to start the approach

Arrival & approach 

Touch down, Landing distance

Role out, taxing 

Specials 

Approach Briefing

N  - NOTAMS (NOTAMS for the procedure & Airport, arrivals)

A  - ATIS /Weather - Arrival & Approach Chart, Step Down - to Final Approach  IAS/Flaps

T  - Touch down thru Taxi (Runway Distances, Braking Requirements, Landing Distances, Expect taxi turn off direction, Any hotspots in the airport

S  - Special procedure - Special Requirements for airline or airplane type

How to Brief An Approach Plate

1. Title
2. Notes (check also in plane view)
3. Coms 
4. Primary NAV aid  (Tuned & identified) Final course is set appropriate Radio/CDI?
5. How will be 
6. Brief it in an airplane you fly the approach? Radar vector to Initial Approach Fix
7. Each Step down to Final Approach Fix (Melitz)
8. Aircraft Configuration- IAS (Indicated Airspeed, Flaps, Expected ground speed, Plan Descend Rate)
9. Decision Altitude,  TDZE (Airport Touch Down Zone Altitude)
10. Category I'm flying
11. Lighting Available? RAIL
12. Required Visibility
13. If Lighting is broken? What is required Visibility?
14. Lighting system 
15. Visual Glide slope indicator (Which side of runway it is on)
16. Approach Lighting System
17. 
    
18. Miss Approach Information (Read it from top to bottom) Are you going to switch back to RNAV
19. Holding pattern Entry?
20. Minimum Sector Altitude (MSA)
21. At the end of the Briefing ask "Do you have any questions"

Published instrument approach procedure to allow us to decent safely without any visual references
it is set by Terminal Instrument Approach Procedure TERPs . 2 types of Charts produced FAA (US Terminal Procedure Publication) and Jefferson

There 6 Elements:
1. Margin Identifications  (Name of Procedure, Airport Name, Valid Dates, City, State Coordinates)
2. Pilot Briefing (NavAid Frequencies, Final Approach Course, Runway Length, Runway Elevation, Approach lights, Notes/Limitations, Frequencies, Miss Approach
3. Plan View
4. Profile View
5. Landing Minimums

MALSA  - Sequence Control Flashing Light Pilot Control 

Approach Plate Briefing

ILS Runway 29

Hanscom Field Bedford, MA

Localizer DMS   111.15

Approach Course 293deg

Runway length 7011

TDZE - Touch down Zone Elevation 128

Airport Elevation 132

ATIS  124.6

Boston Approach - 124.4 

Hanscom Tower 118.5 CTAF Tower Lighting 

Ground control 121.7

Clearance Delivery 121.85 

Unicom 122.95

Procedure ID
City/Airport
Issuing Authority 
Coverage Area Effective Date
Amendments

Notes:

Tringle with T  - Nonstandard IFR takeoff minimums & There maybe an obstacle departure procedure for that particular runway. 

 

Tringle with A -  IFR Nonstandard Alternate minimums refer to TPP for alternate minimums

ANA - Not authorized for usages of Alternate (you cannot use this approach at this airport) There could be another approach you can use for that airport need to look for it.

MALSR - Type of Approach Lighting

Half Dotted half empty symbol identifies a localizer course 

Maltese Cross - Indicated the FAF Final Approach Fix on non precision approach. Its purpose is to point out where the final approach segment begins

V - VDP - Visual Decent Point - you should not decent below the MDA prior to this point

*  - Airport beacon on Field

When ATC gives you a departure Clearance it comes with a VOID time because ATC needs to protect you in the airspace for you to depart. 

ALLAN North West of Denver 

Minimum Crossing Altitude, Minimum Reception Altitude 

When 'A' appears in the Notes section of the approach chart, it indicates non-standard IFR alternate minimums exist for the airport. This information is found in Section M of the TP

The half-dotted, half-empty symbol identifies a localizer course

The cross identifies the final approach fix of a non-precision approach.

The star icon identifies the Airport beacon location on the field.

https://www.youtube.com/watch?v=Dn9B5MH-CFA&t=368s

BackTake Quiz

Instrument Approach Charts From the AIM "Instrument Approach Procedure (IAP) Charts. IAP charts portray the aeronautical data that is required to execute instrument approaches to airports. Each chart depicts the IAP, all related navigation data, communications information, and an airport sketch. Each procedure is designated for use with a specific electronic navigational aid, such as ILS, VOR, NDB, RNAV, etc." Precision Approach: An instrument approach procedure using precision lateral and vertical guidance. An ILS is an example of a precision approach. Its vertical guidance is provided by the glide slope. Non-precision Approach: Any instrument approach that is not considered "precision". They are typically noted by a lack of a vertical guidance component. Even though some WAAS-based approaches include vertical guidance (glide path), they are not considered to be precision approaches. DA - Decision altitude: The altitude defined in a chart's minima section representing the point where the pilot must have visual contact with the runway, runway environment, or lights to continue to a landing. Without this visual contact, the pilot must execute the missed approach procedure. The pilot, thus, makes a decision at the decision altitude: either land or go missed. MDA - Minimum Descent Altitude: The altitude defined in a chart's minima section and profile view representing the lowest altitude to which the pilot may descend on a specific approach segment. For precision approaches, the final approach fix is defined as the glide slope intercept at the published altitude. This is identified in the chart's profile view by the lightning bolt. For non-precision approaches, the final approach fix is identified by the Maltese cross. (An ILS is a precision approach while a LOCALIZER approach is non-precision. Thus, both the bolt and the cross exist on the same approach chart.) Touchdown Zone and Threshold Elevations The FAA has changed the benchmark on this several times over the years. Older charts may show either TDZE (touchdown zone elevation) or THRE (threshold elevation), depending on when they were printed. The Testing Supplement has examples of both. Currently, approach charts use TDZE, but be aware that either may appear in the test. Instrument Approach Categories Approach minima are divided into lettered categories: A, B, C, and D. These are based on a referential airspeed for the aircraft, usually 1.3 times Vso at maximum gross weight. Category A - 90 knots or less Category B - 91 to 120 knots Category C - 121 to 140 knots Category D - 141 to 166 knots A pilot may fly an approach at a speed in a higher category, using the minima for that higher category. A pilot may fly an approach at a speed in a lower category, but must still use the minima of the authorized category. That is, a pilot may not fly in a lower category in order to use lower minima. Click here to view this important lesson on GPS with WAAS. Adobe Flash is required. Missed Approaches Instrument approaches may not be completed for a variety of reasons such as loss of navigation or weather existing below the allowable minimums. A missed approach procedure is executed by the pilot when an approach must be discontinued. This involves navigating (if possible) to the missed approach point (MAP) if not already there, beginning a prescribed climb, and navigating to a prescribed point where a holding procedure is normally performed. On an approach chart, the missed approach instructions are displayed in several places. They are described in text inside of a box at the upper right. They are also shown as dashed lines within the plan and profile views. On a precision approach such as an ILS, the MAP exists at the point on the glide slope where DA (decision altitude) occurs. On a GPS approach, the MAP is the last GPS waypoint in the approach procedure. GPS sequencing automatically stops at this point Course Reversals A procedure turn is the maneuver prescribed when it is necessary to reverse direction to establish the aircraft inbound on an intermediate or final approach course. The procedure turn or hold-in-lieu-of-PT is a required maneuver when it is depicted on the approach chart. Exceptions to this are: 1. The pilot has been cleared for a straight in approach. 2. The "No PT" symbol is depicted on the segment being used. 3. When a radar vector to the final approach course has been provided. 4. When conducting a timed approach from a holding fix. In the real world, if you aren't sure if the procedure turn is required or expected, ask the controller. RAIM - Receiver Autonomous Integrity Monitoring RAIM is the capability of a GPS receiver to perform integrity monitoring on itself by ensuring available satellite signals meet the integrity requirements for a given phase of flight. Without RAIM, the pilot has no assurance of the GPS position integrity. If TSO-C129 equipment is used to solely satisfy the RNAV requirement, GPS RAIM ability must be confirmed for the route of the flight. If a RAIM failure occurs prior to the FAF (final approach fix) the approach should not be completed using GPS. If a RAIM failure occurs after reaching the FAF a missed approach should be executed. CDI Sensitivity In approach mode, the sensitivity on the CDI changes from 1 NM to 0.3 NM within 2 NM of the FAF. Pilots should avoid requesting or accepting vectors from ATC that cause them to intercept the approach course within 2 NM of the FAF since this may prevent the normal change to approach sensitivity. TSO - Technical Standard Order TSO-C129 and TSO-C196 refer to non-WAAS GPS systems. TSO-C146 refers to WAAS-enabled GPS systems. When using non-WAAS GPS for navigation and instrument approaches, any required alternate airports must have an approved and operational instrument approach procedure other than GPS. GPS Waypoints Warning: The Knowledge Testing Supplement has duplicate versions of some instrument approach charts. Taken from different times these will contain some important differences. Make sure that you are looking at the correct chart. GPS Approach Types LNAV - the standard non-WAAS approach (lateral guidance only); MDA LP - Localizer performance; requires WAAS; MDA APV Approaches: APV stands for "Approaches with Vertical Guidance". These include a system generated glide path that is similar to the glide slope in an ILS. APV approaches are only available with WAAS-enabled systems. LPV - Localizer performance with vertical guidance; ILS-style minima; DA LNAV/VNAV - Lateral and vertical guidance; higher minima than LPV; DA LNAV+V - LNAV with advisory vertical guidance; LNAV minima; annunciated, but don't appear on charts; MDA Download Instrument Procedures Handbook - Approaches (FAA-H-8083-16A) Chapter 4 - PDF (47.9 mb) Download Instrument Flying Handbook - IFR Flight (FAA-H-8083-15B) Chapter 10 - PDF (4.7 mb)