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ou’ve probably seen approach plates in magazines, books or in online articles but have never thought to use them in your Flight Sim flying because you thought they weren’t needed or perhaps you were confused by all the data, arrows, numbers, circles and symbols that look as if someone added them only to confuse you even more. However, approach plates are a great tool not only for IFR/ILS flying but also VFR flying. Pilots, even those of us in the Flight Sim world, would find landing in poor weather or conditions to be virtually impossible without these important diagrams. An approach plate, or as they are also more officially called, terminal procedures, show the specific procedure that you must follow for a particular type of approach to a given runway. They show altitudes and headings you need to fly, as well as obstacles, terrain and potentially conflicting airspace. Furthermore, they also listed missed approach procedures and commonly-used radio frequencies.

In this issue of the Abacus FS Free Press , we’ll take a closer look at the approach plates and where you can find them on the Internet. Although at first glance, an approach plate looks confusing, you’ll soon see there is some logic in how the information is presented. We’ll look at an approach chart for KGRR (Gerald Ford International Airport) in Grand Rapids but you’ll find the same type of information on other approach plates.

By Scott Slaughter

The content of this article is based upon actual names and events. We have strived for historical, aeronautical and geographical accuracy in every aspect. However, we cannot guarantee that you won’t find errors or misprints. Please keep in mind this is primarily an entertainment article and should not be used as an aviation, technical or historic reference. The information in this article is not designed or meant for one specific aircraft. Therefore, consult the Pilot’s Operating Handbook (Approved Flight Manual) for your favorite FS aircraft for correct spin recovery techniques, these techniques may differ significantly from the description in this article.

Header Information Perhaps the best way to talk about the features of an approach plate is by working from the top-left to the bottom-right. NOTE: The FAA is changing the format of the approach plates, especially the changing the information in header. Nevertheless, the information in this Abacus Free Press article will apply to both the old style approach plates and new style approach plate even if the location of the information has changed. An Instrument Approach Plate, now also called Instrument Approach Procedures, are published for and named after the navaid used for the approach. This could be an NDB, VOR, ILS, LOC, RNAV or GPS. Some approaches also require DME or availability of airport radar. The FAA publishes approved instrument approaches for U.S. airports and all pilots flying aircraft during instrument approaches must follow these published procedures. Please keep in mind that while the layout of approach plates is identical, the type of information on the approach plates may be different. See page 12 for examples of how approach plates may be different. Let’s take a look at the top half of the approach plate for runway 8R at KGRR (see opposite page).

*

TDZE 794 is the touch down zone elevation of the runway (MSL). Here it is 794 feet. The TDZ is that portion of the runway where an aircraft's landing gear normally first contacts the runway when landing.

* Apt Elev 794 is the airport elevation at some central point. Here it is 794 feet. Keep in mind this can be higher or lower than some of the runways.

Top row - right The right header identifies the specifics of the approach, such as the type of approach, which runway and the airport name. This Instrument Approach Plate (IAP) describes the procedure for an ILS approach to Runway 8R. Next is the airport name, which in our example is Grand Rapids/Gerald R Ford International (GRR). Make certain you have the right approach plate in front of you before you approach the airport! NOTE: In some cases, a runway is not listed in the header, for example, VOR–A. That means that the published approach path is not aligned within 30° of any runway heading. In that case, once the airport is in sight you must turn your aircraft to line up with the desired runway.

Top row - left

Center row

The left header identifies the city and state where the airport is located. In the example we’re using it’s “Grand Rapids, Michigan.”

The center boxes list general flight information related to the airport.

The lines below the city name includes the Instrument Approach information: *

LOC I-CYZ is the navaid information for this approach. LOC identifies this as an approach procedure using an localizer, CYZ is the threeletter identifier of the LOC, and 108.3 is its frequency.

*

APP CRS 085° is the magnetic course to the runway for this instrument approach.

*

Rwy ldg 10000 refers to the available length of runway for landing (here 10,000 feet).

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*

The white "T" in the black triangle indicates either that the takeoff minimums are nonstandard or that there is a published departure procedure (or both). You’ll find this information in the approach chart booklet if you have it available.

*

The center section of the second row defines the Approach Lighting System for the specific runway listed on the approach plate that you are using

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*

MALSR designates a Medium Intensity Approach Lighting System with Runway alignment indicator lights. The dot on the A5 symbol denotes the presence of sequenced flashing lights.

*

The right side of the second row of header information provides the Missed Approach Procedure. This particular missed approach indicates that you’ll climb to 3000 feet, turn right to intercept and fly the GRR VOR/DME and hold.

Bottom row

*

Another frequency you may see listed is ASOS Info (Automated Surface Observation System) It continuously measures and broadcasts, minute by minute, the surface weather conditions at an airport. If ASOS is listed but without a frequency, the service is available for the airport but the information can only be obtained over the telephone. In the realworld it's not necessary to also broadcast the ASOS information with ATIS on the field and Approach Control reporting current conditions if they differ from ATIS.

The number of boxes in the third row depend on the airport. This lists the communications information in the order that you as a pilot would use it. *

The first frequency is ATIS, which for GRR is at a frequency of 127.1 on the approach plate.

*

The next frequency is approach control. It lists Grand Rapids App Con at a frequency of 128.4 (the 257.6 MHz is for military aircraft).

*

Next is the tower frequencies and information. The Grand Rapids tower frequency is 135.65. CTAF following the frequency signifies the Common Traffic Advisory Frequency for Grand Rapids. Realworld pilots announce their intentions over this frequency, similar to using the Unicom, but know that the specific coverage is for the GRR airport only. Note the "L" in the dark circle. It indicates the availability of Pilot Controlled Lighting for realworld pilots. A pilot can turn on the runway lights by rapidly keying the microphone. Pilots can control up to three different intensity levels of lighting depending on the particular microphone keying used. CTAF is only available at fields without a control tower, to increase safety while in or near the traffic pattern.

*

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UNICOM is also a channel also for pilots to announce their intentions at an uncontrolled field. At GRR it’s on 122.95 MHz.

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Quick Definitions Before we talk about each segment of an approach plate, you should understand the following terms. You may already be familiar with them, but just in case: Approach The transition from standard flight in preparation to land. DME (Distance Measuring Equipment) This system allows us to use radio signals to determine distance from the transmitting station. FAF (Final Approach Fix) The point where we begin our transition down to the airfield, TOWER gives us further clearance to land here, also where we can descend to the MDA. HAT (Height Above Touchdownzone) The distance in feet, above the touchdown area of the runway that is used to compute the Minimum Descent Altitude (MDA) or Decision Height (DH). IAF (Initial Approach Fix) Point where the decision to land or go around must be made INT Intersection MAP (Missed Approach Point) Point where the decision to land or go around must be made MDA (Minimum Descent Altitude) The altitude restriction placed after the FAF that you can not descend below UNTIL you have visual of the runway environment. Missed Approach Basicly, re-postioning your aircraft to gain altitude and clear of traffic / obstacles, in preparation for another approach. VOR VHF Omni-directional Range. Use to transmit Magnetic Bearing informtaion along 360 radials. No Distance information is sent unless DME accompanies the VOR system.

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Plan View The Plan View shows the airport as if you were looking down on it as well as the location of navaids and terrain. It shows the basic flight path to follow as well as other helpful information. This overhead view is used primarily to get your aircraft to the approach area as well as directional guidance needed to align your aircraft with the

proper approach route. Everything is drawn to scale for more accuracy inside the 10nm circle. The overhead view also shows locations of fixes, intersections, points, radials, holding areas, missed approach turns and more.

(1) Radio Frequencies

(2) NAVAID information

I already talked about information in the header but I’ll go into a bit more detail here. The Radio Frequency listing provides all the important frequencies necessary for your approach. These include ATIS (Air Traffic Information Service), Approach Control, Tower, Ground, Clearance Delivery, UNICOM, as well as other possible agencies.

This box lists information for the NAVAID named in the box. Note that more than one of these boxes can appear on an approach plate, depending on the airport. In the approach plate example for Runway 8R at KGRR, you have two NAVAID information boxes.

See the image below for a closer look at this part of the approach plate. If the Approach Plate has an asterisk ( * ) next to the tower name, as we do in this GRR plate, it means the tower or ATIS is not under continuous operation. The CTAF refers to the Common Traffic Advisory Frequency (135.65 in this illustration). The “L” inside the black circle indicates runway lighting that is pilot controlled using a certain number of “key mike” transmissions on that frequency (339.8 in this illustration). The frequencies in the 100s are VHF and used in most civilian aircraft and the numbers in the 200s to 300s are UHF and are used mostly by military aircraft.

The first item listed is the NAME of the NAVAID (GRAND RAPIDS in this illustration) Next, the FREQUENCY is shown in the box (115.95). If the frequency is underlined, it means that the radio frequency has voice capability. The frequency is followed by a 3-letter NAVAID Identifier (GRR) and Morse code representing the 3-letter ID. (In this example, the frequency is 115.95 and GRR is the NAVAID identifier)

At the bottom is the Chan (short for channel), which is used for radios that are can tune with channels versus dialing in the frequency. TACAN radios can use this channel to receive magnetic bearing info from TACAN VORTAC stations or DME from a VOR/ DME transmitter. This area of the approach plate shows important radio frequencies Copyright © 2006 Abacus (www.abacuspub.com) 7

Some approach plates may have an additional box below the CHANNEL that includes location grid coordinates of the navaid radio transmitter.

A dot with no corresponding wedge marker indicate measured ground elevations at that particular spot given in feet MSL.

(3) Minimum Sector Altitude

The obstacle near the highlighted number 4 in the approach plate is an obstacle 1920 feet above Mean Sea Level. The approach plate also lists other obstacles, including one at 1022 feet and 932 feet.

Minimum Sector Altitude (MSA) shows the safe altitudes to fly around the Approach reference NAVAID, in this case, GRR GRAND RAPIDS.

(5) Procedure Track This bold line/arrow indicates the approach path or procedure track inbound to the airport. It shows a heading value in the center of the arrow. In the KGRR example, a heading of 085° is shown as the procedure track for the approach.

(6) Missed Approach Holding Pattern The CIRCLE shows the radius that the safe altitude applies to in this case 25nm surrounding GRR GRAND RAPIDS. You can find the Approach Reference Navaid in the middle of the circle. You’ll probably see SECTORS drawn inward cutting the circle into pie-like sections. These show directions of approach that have different safe altitudes. Note the numbers (3000 and 2400 here) inside the small BOXES. These numbers indicate the altitude MSL (in feet). As an example, let’s say you’re flying an inbound course of 350°, you would fall between the 280° and 140° sectors and would have a MSA of 2400 feet. But if you were flying inbound at 270°, your MSA would be 3000 feet.

OK, you’ve reached the Missed Approach Point but couldn’t get a visual of the runway, so you execute a Missed Approach. This requires a left turning climb to the Missed Approach Holding Fix, GRAND RAPIDS in this example. Note that according to the approach plate, the direction of turning is clockwise, turning right, which is a standard holding turn. I could write a complete article on holding and holding patterns so we’ll need to keep it simple here. All you need to basically do is to enter holding by one of three methods depending on your entry heading and the back course of the holding pattern: 1. Direct entry 2. Tear Drop entry 3. Parallel Outbound entry

The MSA is designed to give you at least a 1000 foot obstacle clearance within a 25nm radius, but not necessarily adequate navaid reception like the MAAs and MEAs have on enroute charts.

Direct entry is the most common of the three methods because it applies when approaching the holding fix in half of the possible directions.

(4) Obstacle

Once there, fly one minute legs in direction of holding (unless otherwise published) for non-DME, otherwise a mileage for the legs will be listed.

This symbol shows an obstacle at an elevation measured in MSL (Mean Sea Level). It’s listed in MSL because you as the pilot will be more concerned with your altimeter reading than converting to feet above ground level (AGL). The bigger dot inside a bigger wedge indicates the Highest obstacle on the diagram.

This gives you and ATC time to prepare for another attempt to a landing.

(7) RADIAL Identifier This indicate a radial corresponding to a nearby Navaid. In this case, it’s radial R-288 off of GRR (GRAND RAPIDS). The radial is simply a magnetic

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direction running from a VOR or TACAN station. When we are on this radial, our VOR/TACAN radios are capable of indicating this to us through instruments. Note that although you may be ON a radial, your aircraft doesn’t necessarily need to be heading that direction. For example, you can be flying north to south and pass by the radial and your indicators will momentarily show you being on the radial, however, you’re not pointing that direction. Crabbing against the wind can allow you to be ON a radial and head in a slightly different direction, for example, when travelling on a 320 radial while flying a heading of 316 because of a left cross wind’s effect on your aircraft.

The reason it’s important to follow a missed approach route is in case the airport has obstacles nearby and, under IFR conditions, may not be seen by the pilot. So, the missed approach route is designed to protect your aircraft from obstacles, terrain and even other traffic. Notice that the missed approach route takes you in a direction towards the Missed Approach holding area (see #6) for further directions from ATC. In this case, GRAND RAPIDS (GRR radial 059) is the Holding Fix for the Missed Approach. In addition to flying the Missed Approach path, you must also climb to a certain altitude. See the next page for more information.

(8) Initial Approach Fixes PULLMAN (IAF) is an example of an Initial Approach fix. PULLMAN would be the likely fix to use if we were approaching from the south. PULLMAN is defined off of the radial from the Jakes navaid and is 26nm from that navaid. Notice the “2700 NoPT” above PULLMAN (IAF) on the chart. This information lets you know that you’re required to fly at a recommended altitude of 2700 feet when flying this route. MSL The NoPT refers to the fact that no procedure turns are allowed, inbound course of 029° and that PULLMAN (IAF) is 26nm from the Final Approach Fix (JAKES).

(9) Airport This one is probably obvious to you...it’s the runways of the airport! The small drawing indicates a simplified sketch of the airfield and its orientation relative to the approach route.

(10) Missed Approach Route The Missed Approach Route is a left-curving path indicating a turn to the left while flying outbound of the airport. When you cannot make a visual contact with the airport environment within a given distance/altitude, you must execute a missed approach to try the approach again. While flying the missed approach you must fly this path.

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Profile View The Profile view is a side look at the approach start - to - finish. This view concentrates on showing elevation changes as you approach the runway. It uses most of the same symbols as the Plan View. The principle purpose of the Profile View is to show how your altitude will change as you fly along the Procedure Track(s) towards the airfield.

(1) Missed Approach Instructions These instructions explain what steps are necessary in order to execute the Missed Approach. They detail the turning and climbing directions as well The 2700 indicates an altitude restriction placed at the beginning of the 265° procedure track and the ending of the 085° procedure track. (The procedure track is the primary track inbound to the airport.) The 2400 indicates an another altitude restriction this time placed at the Final Approach Fix (GLAWE INT).

(2) The Missed Approach Point This is a location during the approach path that requires a positive visual identification of the runway environment for you to land. If you cannot see the runway at this point, while maintaining the minimum allowed altitude you must execute a Missed approach. This point is also the point on the approach where you can descend below the Minimum Descent Altitude if you have identified the runway.

(3) Approach Minima CATEGORY An approach plate will list different categories for approaches (A, B, C, D, E and COPTER) and are based basically on airspeed of your aircraft. The GRR airport has A, B, C and D. Category A aircraft are usually slower, single prop, 60-90 knot approach speed aircraft. Category B aircraft are usually moderate, 90-120 knot approach speed aircraft. Category C-E Aircraft are faster jet / multi-turboprop aircraft including heavies, 120+ knot approach speeds.

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The Approach Minima Section contains altitude restrictions that correlate with the approach speed of your aircraft. These altitudes are RESTRICTIVE altitudes that you must fly while at certain phases of the approach. They are intended to provide you with obstacle- traffic clearance and smooth altitude transitions while on the approach

Values for the approach are shown below each category. These values represent altitudes and visiblities required for using the approach to land on that particular runway.

(4) Approach Types For Runway 8R The S-ILS 8R indicates a straight-in approach for Runway 8R. This means that there will be little course deviation from 80° and once you reach the Missed Approach Point, you’ll fly directly to the runway threshold for landing. In the realworld flying you would not be allowed to circle around the field, for example, in a pattern, when flying this approach. A straight-in approach is assigned a runway and can be based either on a navaid at the field or simply a course flown to the runway (as in this approach). If the inbound procedure track is not within 30° of the runway direction, then the approach will be designated as a circling approach. Circling approaches have higher weather requirements and allow the pilot to circle around the field to line up on any available runway at the field. Circling approaches are not runway dependent and is used when you need to circle around the airport to align with your intended runway. You may use this approach, for example, if there are no approaches published for the runway on which you want to land. Because circling approaches by definition wander around the airport, they must have weather minimums that will provide obstacle clearance all around the area. Therefore, circling approaches normally have altitude and visibility minimums greater than other approaches. Precision approaches such as ILS approaches (see below) usually have weather and altitude minimums less than circling or straightin approaches. 11

Straight-in approaches usually have the best minima (lower minimum altitude restrictions), so you’ll usually want a straight in approach over a circling approach unless you need to circle the airport for some reason. Another example of a non-precision approach that you might see listed on an approach plate are Airport Surveillance Radar (ASR). They’ re similar to PAR, but do not have glide path information. One more example is the Localizer-LOC. It uses only the course guidance from an ILS system and frequency. In an Instrument Landing System-ILS approach, a radio system transmits information to you through course and glideslope needles. Because this is a precision approach, it offers course guidance as well as glide path guidance. You may see other precision approaches listed as well. A Precision Approach Radar-PAR, for example, is when the control tower talks you onto the runway using radar.

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Examples Of Approach Plates

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The Field Diagram The Field Diagram is an overhead look at the airfield and runways. It shows us small detials needed for our approach such as runway lengths, lighting, arresting gear, elevations, etc.. This diagram also includes Final Approach Fix Missed Approach point TIMES when using an approach that does not require DME.

(1) Elevation This shows the altitude or elevation of the field in feet MSL. Note this isn’t necessarily the same altitude as all the runways or taxiways but refers to the highest elevation on the airfield. In our example for KGRR, the field elevation is 794 feet MSL

(2) Runway Dimensions These numbers are the Runway Dimensions. The first value is the length of the runway surface in feet and the second number is the runway width in feet. In this diagram, runway 8R/26L is 10,000 feet long and 150 feet wide. Keep in mind this is not necessarily the usable runway; always check in the top right corner of the Field Diagram to see if it lists the usable runway lengths, if so, then you’ll need to consider the non-usable runway space when making your approach and landing.

The REIL (Runway End Identifier Lighting) consists of two WHITE lights on the approach end of the runway, one on each side. This system is available on runways 8R, 26L and 17 at KGRR.

(4) Final Approach Fix (FAF) to Missed Approach (MAP) Fix Distance / Time This section lets you know the DISTANCE from the Final Approach Fix to the Missed Approach Point. It also gives you approximate TIMES (Min:Sec) according to your approach speed. This is important at many runways because you don’t need DME equipment for this approach so you don’t have accurate distance indications to help you know when you reach the missed approach point. So, you need to note the time when you hit your FAF and when you go x minutes/seconds beyond, you know you’re at your MAP. Final Approach Fix to Missed Approach Fix Time

(3) Runway Lighting Systems This area tells you the available runway lighting system(s) at the airport. The circled L indicates that these lights can be controlled by the pilot in the real world flying by keying the microphone on the published frequency a certain number of times. The HIRL (Hi-Intensity Runway Lighting) at KGRR is available on runways 8R-26L as well as runways 1735. This lighting is composed of the lights around the outline of the runway. The MIRL (Med-Intensity Runway Lighting) lights are used on runway 8L - 26R. They also outline the runway but are medium intensity.

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In this example, notice that if you use an approach speed of 90 knots, you’ll reach the Missed Approach Point approximately 3 minutes and 00 seconds after leaving the Final Approach Fix. To use this time correctly, simply note the time when you reach the Final Approach Fix and when 3 minutes go by, you’re at the Missed Approach Point. Then you need to look for the airport again but if you cannot see it, you MUST execute a missed approach.

(5) TDZE - Touchdown Zone Elevation The Touchdown Zone Elevation is the elevation of the runway segment that you are intended to land upon. It is listed in feet (MSL) and is useful when you’re on final approach and flaring. 15

This measurement is used to determine the MDA/ DH on ALL Non-Circling Approaches. The Touchdown Zone Elevation for runway 8R is 994 feet.

(6) Tower (TWR) The approach plate also lists information about the tower itself. Note the large star, which indicates the approximate location of a control tower on the airfield. The number below TSR indicate its height in feet (MSL). For example, the tower at GRR has a height of 948 feet.

I hope this article has helped you understand approach plates a little better. If you want to learn more, consider buying one of the volumes of the FAA publication “U.S. Terminal Procedures.” The FAA divides the U.S. into twentyfour regions and the publication price for any one region is only $3.00. If you want to download an approach plate for a specific airport, visit http://edj.net/cgi-bin/ echoplate.pl (this site was working as presstime and approach plates are free).

(7) Runway Identifier You’ll see a number near the end of each runway, which as you’ve probably guessed, is the runway identifier. In this case it is Runway 8R. Runways on an approach plate are identified either as numbers (1 through 36) or letters. As you probably know, runway numbers are shortened values of the magnetic heading of that runway (basically average the heading to the nearest 10th degree, then divide by ten). So, runway 8R at GRR has a magnetic heading of about 80 degrees. A letter referring to a runway on an approach plate is used when there are more than one runways sharing the same number value, such at larger airports where you may have, for example, 22R (the R identifies it as the right runway) and 22L (the L identifies it as the left runway). You might even see three parallel runways, for example, 22R, 22C and 22L. In this case, the C identifies it as the center runway.

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