391:
he/she may easily find the way to the airport having the surface in sight. ATC must ensure that weather conditions at the airport are above certain minima (in the U.S., a ceiling of 1000 feet AGL or greater and visibility of at least 3 statute miles) before issuing the clearance. According to ICAO Doc. 4444, it is enough if the pilot reports that in his/her opinion the weather conditions allow a visual approach to be made. In general, the ATC gives the information about the weather but it's the pilot who makes a decision if the weather is suitable for landing. Once the pilot has accepted the clearance, he/she assumes responsibility for separation and wake turbulence avoidance and may navigate as necessary to complete the approach visually. According to ICAO Doc. 4444, ATC continues to provide separation between the aircraft making a visual approach and other arriving and departing aircraft. The pilot may get responsible for the separation with preceding aircraft in case he/she has the preceding aircraft in sight and is instructed so by ATC. In the United States, it is required that an aircraft have the airport, the runway, or the preceding aircraft in sight. It is not enough to have the terrain in sight (see
842:
458:(PRM), and converging ILS approaches. ILS approaches have three classifications, CAT I, CAT II, and CAT III. CAT I SA, CAT II and CAT III require additional certification for operators, pilots, aircraft and equipment, with CAT III used mainly by air carriers and the military. Simultaneous parallel approaches require runway centerlines to be between 4,300 and 9,000 feet apart, plus a "dedicated final monitor controller" to monitor aircraft separation. Simultaneous close parallel (independent) PRM approaches must have runways separation to be between 3,400 and 4,300 feet. Simultaneous offset instrument approaches (SOIAs) apply to runways separated by 750–3,000 feet. A SOIA uses an ILS/PRM on one runway and an LDA/PRM with glideslope for the other.
832:
The approach chart must indicate that a procedure turn is authorized for the approach, via a "procedure turn barb" symbol or a similar notation. Note that when a procedure turn exists for an approach, the maximum speed of the aircraft in the procedure turn is limited by regulations (typically, it should not exceed 200 knots IAS). The procedure turn is typically entered by tracking a navaid course outbound (usually following a reciprocal of the inbound course), and then turning 45° off of the course; after that, the pilot flies this leg for a certain time, then conducts a 180° turn to get on a 45° intercepting course, and then re-intercepts the inbound course.
556:
750:
1067:(KRNO) offer significantly different instrument approaches for aircraft landing on the same runway, but from opposite directions. Aircraft approaching from the north must make visual contact with the airport at a higher altitude than a flight approaching from the south, because of rapidly rising terrain south of the airport. This higher altitude allows a flight crew to clear the obstacle if a landing is not feasible. In general, each specific instrument approach specifies the minimum weather conditions that must be present in order for the landing to be made.
769:. (A decision height is measured AGL (above ground level) while a decision altitude is measured above MSL (mean sea level).) The specific values for DH and/or DA at a given airport are established with intention to allow a pilot sufficient time to safely re-configure an aircraft to climb and execute the missed approach procedures while avoiding terrain and obstacles. While a DH/DA denotes the altitude at which a missed approach procedure must be started, it does not preclude the aircraft from descending below the prescribed DH/DA.
824:
final approach segment. When conducting any type of approach, if the aircraft is not lined up for a straight-in approach, then a course reversal might be necessary. The idea of a course reversal is to allow sufficiently large changes in the course flown (in order to line the aircraft up with the final approach course), without taking too much space horizontally and while remaining within the confines of protected airspace. This is accomplished in one of three ways: a procedure turn, a holding pattern, or a teardrop course reversal.
250:(NAVAID), if there is more than one straight-in procedure or if it is just a circling-only procedure. A communication strip on the chart lists frequencies in the order they are used. Minimum, maximum and mandatory altitudes are depicted in addition to the minimum safe altitude (MSA) for emergencies. A cross depicts the final approach fix (FAF) altitude on NPAs while a lightning bolt does the same for PAs. NPAs depict the MDA while a PA shows both the decision altitude (DA) and decision height (DH). Finally, the chart depicts the
85:
868:
visual reference to the airport. A circle-to-land maneuver is an alternative to a straight-in landing. It is a maneuver used when a runway is not aligned within 30 degrees of the final approach course of the instrument approach procedure or the final approach requires 400 feet (or more) of descent per nautical mile, and therefore requires some visual maneuvering of the aircraft in the vicinity of the airport after the instrument portion of the approach is completed to align the aircraft with the runway for landing.
494:
839:
requests or the controller advises the pilot to make a 'straight-in' approach. This maneuver is commonly referred to as the racetrack pattern. It is another method of course reversal, but it can also be used for losing altitude within protected airspace. A holding pattern used for this purpose is depicted in U.S. government publications as the "hold-in-lieu-of-PT" holding pattern symbol. The procedure has two parallel legs, with 180° turns between them.
36:
778:
344:(ATC) may replace some or all of these phases of the approach with radar vectors (ICAO radar vectoring is the provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar). ATC will use an imaginary "approach gate" when vectoring aircraft to the final approach course. This gate will be 1
871:
It is very common for a circle-to-land maneuver to be executed during a straight-in approach to a different runway, e.g., an ILS approach to one runway, followed by a low-altitude transition, ending in a landing on another (not necessarily parallel) runway. This way, approach procedures to one runway
823:
Some approach procedures do not permit straight-in approaches unless the pilots are being radar vectored. In these situations, pilots are required to complete a procedure turn (PT) or other course reversal, generally within 10 NM of the PT fix, to establish the aircraft inbound on the intermediate or
797:
If a runway has both non-precision and precision approaches defined, the MDA of the non-precision approach is almost always greater than the DH/DA of the precision approach, because of the lack of vertical guidance on the non-precision approach. The extra height depends on the accuracy of the navaid
440:
IAFs on initial approach segments perpendicular to the intermediate approach segment where there is a dual purpose IF/IAF for a straight-in procedure (no procedure turn ), or hold-in-lieu-of procedure-turn (HILPT) course reversal. The base leg IAFs is 3 to 6 NM from the IF/IAF. The basic-T is aligned
413:
A contact approach that may be asked for by the pilot (but not offered by ATC) in which the pilot has 1 SM flight visibility and is clear of clouds and is expected to be able to maintain those conditions all the way to the airport. Obstruction clearances and VFR traffic avoidance become the pilot's
233:
that portray the aeronautical data that is required to execute an instrument approach to an airport. Besides depicting topographic features, hazards and obstructions, they depict the procedures and airport diagram. Each procedure chart uses a specific type of electronic navigation system such as an
1043:
Special considerations for low visibility operations include improved lighting for the approach area, runways, and taxiways, and the location of emergency equipment. There must be redundant electrical systems so that in the event of a power failure, the back-up takes over operation of the required
831:
ICAO defines a PT as a maneuver in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. A standardized way of reversing course to get lined up for final approach.
793:
DH/DA, the corresponding parameter for precision approach, differs from MDA in that the missed approach procedure must be initiated immediately on reaching DH/DA, if visual reference has not yet been obtained: but some overshoot below it is permitted while doing so because of the vertical momentum
857:
consists of departure from an initial approach fix on an outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. If the controlled airspace is extremely limited, a teardrop may be used to reverse the direction of the aircraft and
435:
These approaches include both ground-based and satellite-based systems and include criteria for terminal arrival areas (TAAs), basic approach criteria, and final approach criteria. The TAA is a transition from the en route structure to the terminal environment which provides minimum altitudes for
390:
A pilot may accept a visual approach clearance as soon as the pilot has the destination airport in sight. According to ICAO Doc. 4444, it is enough for a pilot to see the terrain to accept a visual approach. The point is that if a pilot is familiar with the terrain in the vicinity of the airfield
879:
because the aircraft is at a low altitude and must remain within a short distance from the airport in order to be assured of obstacle clearance (often within a couple of miles, even for faster aircraft). The pilot must maintain visual contact with the airport at all times; loss of visual contact
806:
An instrument approach wherein final approach is begun without first having executed a procedure turn, not necessarily completed with a straight-in landing or made to straight-in landing minimums. A direct instrument approach requires no procedure turn or any other course reversal procedures for
867:
Circle-to-land is a maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable, and only after ATC authorization has been obtained and the pilot has established and maintains required
838:
It is established over a final or intermediate fix when an approach can be made from a properly aligned holding pattern. It is a required maneuver, as is a PT, unless the aircraft is being radar vectored to the final approach course, when 'NoPT' is shown on the approach chart, or when the pilot
883:
Pilots should be aware that there are significant differences in obstacle clearance criteria between procedures designed in accordance with ICAO PANS-OPS and US TERPS. This is especially true in respect of circling approaches where the assumed radius of turn and minimum obstacle clearance are
378:
A visual approach may be requested by the pilot or offered by ATC. Visual approaches are possible when weather conditions permit continuous visual contact with the destination airport. They are issued in such weather conditions in order to expedite handling of IFR traffic. The ceiling must be
322:: For a PA or APV, this segment starts where the glideslope intercepts the glideslope-intercept altitude plane. For an NPA, this segment starts at the FAF, final approach point (FAP), or where the aircraft is established on the final approach course. This segment ends at either the designated
858:
permit the aircraft to lose altitude. This procedure as viewed on a chart is shaped like an idealized teardrop, hence the name. It typically consists of the outbound course flown at 30° angle to the reciprocal of the inbound course, and then making a 210° turn to intercept the inbound course.
816:
785:
In a non-precision approach (that is when no electronic glideslope is provided), the minimum descent altitude (MDA) is the lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering in execution of a standard
534:
approach, localizer/DME approach, localizer back course approach, and a localizer-type directional aid (LDA). In cases where an ILS is installed, a back course may be available in conjunction with the localizer. Reverse sensing occurs on the back course using standard VOR equipment. With a
422:
A visual approach that has a specified route the aircraft is to follow to the airport. Pilots must have a charted visual landmark or a preceding aircraft in sight, and weather must be at or above the published minimums. Pilots are responsible for maintaining a safe approach interval and
1270:
786:
instrument approach procedure. The pilot may descend to the MDA, and may maintain it, but must not descend below it until visual reference is obtained, and must initiate a missed approach if visual reference has not been obtained upon reaching the
1668:
807:
alignment (usually indicated by "NoPT" on approach plates), as the arrival direction and the final approach course are not too different from each other. The direct approach can be finished with a straight-in landing or circle-to-land procedure.
302:: This segment provides a method for aligning the aircraft with the intermediate or final approach segment and to permit descent during the alignment. It begins at an IAF and ends at the intermediate approach segment or intermediate fix (IF). A
892:
A visual maneuver by a pilot performed at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1,200 feet to either side of the runway to which the instrument approach was conducted.
453:
These are the most precise and accurate approaches. A runway with an ILS can accommodate 29 arrivals per hour. ILS systems on two or three runways increase capacity with parallel (dependent) ILS, simultaneous parallel (independent) ILS,
398:
When a pilot accepts a visual approach, the pilot accepts responsibility for establishing a safe landing interval behind the preceding aircraft, as well as responsibility for wake-turbulence avoidance, and to remain clear of clouds.
872:
can be used to land on any runway at the airport, as the other runways might lack instrument procedures or their approaches cannot be used for other reasons (traffic considerations, navigation aids being out of service, etc.).
444:
The RNP approach chart should have four lines of approach minimums corresponding to LPV, LNAV/VNAV, LNAV, and circling. This allows GPS or WAAS equipped aircraft to use the LNAV MDA using GPS only, if WAAS becomes unavailable.
517:
and select military bases. This type of approach takes advantage of the runway or more commonly, the oil platform, standing out from its surrounding environment when viewed on a radar. For additional visibility on a radar,
269:). GNSS technology allows, at least theoretically, to create instrument approaches to any point on the Earth's surface (whether on land or water); consequently, there are nowadays examples of water aerodromes (such as
1055:
In the United States, the requirements and the standards for establishing instrument approaches at an airport are contained in the FAA Order 8260.3 "United States
Standard for Terminal Instrument Procedures (TERPS)".
356:
Though ground-based NAVAID approaches still exist, the FAA is transitioning to approaches which are satellite-based (RNAV). Additionally, in lieu of the published approach procedure, a flight may continue as an
675:– these days rare, but based on the air traffic controller determining the direction of arrival of an airplane's VHF radio transmission, and guiding the pilot based on this information. Can also exist in a
1681:
765:
in the approach descent at which, if the required visual reference to continue the approach (such as the runway markings or runway environment) is not visible to the pilot, the pilot must initiate a
1060:
publishes requirements in the ICAO Doc 8168 "Procedures for Air
Navigation Services – Aircraft Operations (PANS-OPS), Volume II: Construction of Visual and Instrument Flight Procedures".
160:, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if landing is not completed, to a position at which
375:
A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure.
223:, LP (Localizer Performance), and LNAV. PAs and APVs are flown to a decision height/altitude (DH/DA), while non-precision approaches are flown to a minimum descent altitude (MDA).
513:
This is a rare type of approach, where a radar installed on the approaching aircraft is used as the primary means of navigation for the approach. It is mainly used at offshore
1545:
841:
490:(ASR) approach. Information is published in tabular form. The PAR provides vertical and lateral guidance plus range. The ASR only provides heading and range information.
474:
These approaches use NDB facilities on and off the airport and may be supplemented with a DME. These approaches are gradually being phased out in
Western countries.
199:(GLS). An approach with vertical guidance also uses a navigation system for course and glidepath deviation, just not to the same standards as a PA. Examples include
1831:
1455:
566:
Non-precision systems provide lateral guidance (that is, heading information), but do not provide vertical guidance (i.e., altitude or glide path guidance).
1984:
2010:
1959:
1928:
634:
285:
An instrument approach procedure may contain up to five separate segments, which depict course, distance, and minimum altitude. These segments are
1413:
1369:
215:. A non-precision approach uses a navigation system for course deviation but does not provide glidepath information. These approaches include
1534:
NATO Standard AATCP-1 - NATO Supplement to ICAO Doc 8168-OPS/611 Volume II for the
Preparation of Instrument Approach and Departure Procedure
265:(NAVAID) facilities generally limited the use of instrument approaches to land-based (i.e. asphalt, gravel, turf, ice) runways (and those on
1670:
Procedures for Air
Navigation Services – Aircraft Operations (PANS-OPS), Volume II: Construction of Visual and Instrument Flight Procedures
622:
212:
2051:
1944:
1879:
714:
1622:
1824:
1438:
1394:
1186:
348:(NM) from the FAF and at least 5 NM from the landing threshold. Outside radar environments, the instrument approach starts at the IAF.
316:: This segment positions the aircraft for the final descent to the airport. It begins at the IF and ends at the final approach segment.
1349:
1099:
1969:
1532:
618:
1778:
1593:
1817:
1064:
876:
1769:
1954:
625:(Localiser Performance with Vertical guidance) and LP (without vertical guidance) do not require RAIM since they utilise
531:
145:
1933:
1716:
1254:
71:
1799:
1569:
46:
1794:
1756:
Audio of a US instrument rating checkride – Part 2 (including VOR 9 at KFNT partial panel and the ILS 9R at KPTK)
1487:
1464:
1355:
640:
592:
141:
2056:
1949:
1864:
1789:
702:
654:
536:
204:
196:
2041:
1979:
1964:
630:
17:
1478:
819:
A "procedure turn" maneuver, showing two commonly used variations in the way it may be performed by a pilot.
2046:
1974:
1745:
Audio and commentary of a full-procedure RNAV (GPS) approach into Flint Bishop
International Airport (KFNT)
560:
361:
flight to landing while increasing the efficiency of the arrival with either a contact or visual approach.
303:
310:, or holding pattern may be involved or the terminal route may simply intersect the final approach course.
1541:
875:
Circling to land is considered more difficult and less safe than a straight-in landing, especially under
660:
332:: This segment starts at the MAP and ends at a point or fix where the initial or en route segment begins.
270:
1637:
1271:"Satellite Navigation - NAS Implementation NAS Implementation - Procedures - Localizer Performance (LP)"
1417:
1076:
732:
696:
666:
586:
487:
466:
These approaches use VOR facilities on and off the airport and may be supplemented with DME and TACAN.
1373:
1874:
1731:
See approach plates for "LOC RWY 16R", "ILS RWY 16R" and "ILS or LOC/DME RWY 34L" approaches at KRNO.
708:
602:
570:
216:
192:
93:
1755:
1749:
1859:
726:
720:
644:
483:
455:
441:
with the runway centerline, with the IF 5 NM from the FAF, and the FAF is 5 NM from the threshold.
239:
188:
757:
In a precision approach, the decision height (DH) or decision altitude (DA) is a specified lowest
1508:
576:
125:
1120:
547:
This type of approach is similar to the ILS localizer approach, but with less precise guidance.
1804:
582:
220:
97:
787:
692:
Precision approach systems provide both lateral (heading) and vertical (glidepath) guidance.
498:
323:
53:
1744:
1199:
845:
A teardrop penetration diagram, showing a teardrop turn combined with a simultaneous descent
539:(HSI) system, reverse sensing is eliminated if it is set appropriately to the front course.
296:, which includes the course and bearing to be flown, the distance, and the minimum altitude.
1840:
598:
293:
258:
157:
1049:
901:
A useful formula pilots use to calculate descent rates (for the standard 3° glide slope):
555:
8:
1910:
1900:
798:
the approach is based on, with ADF approaches and SRAs tending to have the highest MDAs.
341:
749:
2000:
676:
380:
230:
161:
152:
defines an instrument approach as "a series of predetermined maneuvers by reference to
643:(RNP) – a system that utilizes on-board performance monitoring through the aircraft's
1920:
1712:
1432:
1388:
1250:
672:
153:
1152:
1638:"Order 8260.3C "United States Standard for Terminal Instrument Procedures (TERPS)""
408:
266:
247:
1706:
766:
519:
424:
370:
261:(GNSS) was available for civilian aviation, the requirement for large land-based
251:
133:
84:
1809:
1086:
680:
262:
89:
990:
is the descent or glideslope angle from the horizontal (3° being the standard)
183:(NPA). A precision approach uses a navigation system that provides course and
2035:
2005:
1750:
Audio of a US instrument rating checkride – Part 1 (including RNAV 18 at KFNT
1081:
1045:
854:
436:
obstacle clearance. The TAA is a "T" or "basic T" design with left and right
345:
337:
307:
254:
procedures in plan and profile view, besides listing the steps in sequence.
1623:
Circling
Approach – difference between ICAO PANS-OPS and US TERPS, SKYbrary
970:
514:
493:
1001:
933:
1895:
781:
Illustration of minimum descent altitude during a non-precision approach
120:) is a series of predetermined maneuvers for the orderly transfer of an
140:
and the respective country authorities and in the United States by the
649:
292:: A route for aircraft to proceed from the en route structure to the
184:
932:
where rate of descent is in feet per minute, and ground speed is in
1905:
762:
437:
121:
105:
1938:
1708:
Aeronautical
Dictionary: With Emphasis on ATC Communications Terms
815:
2015:
1869:
542:
129:
1800:
Flight Crew Guide – Precision approach – Category III operations
1854:
1795:
Flight Crew Guide – Precision approach – Category II operations
1779:"Approach Impossible: 'Chair Flying' To Minimums Or Not At All"
758:
679:
form wherein controller-guided VDF navigation is combined with
585:(NDB) – ground-based transmitter for aircraft equipped with an
502:
1790:
Flight Crew Guide – Precision approach – Category I operations
1249:. Aviation Supplies & Academics, Inc. 2011. p. 1013.
777:
171:
There are three categories of instrument approach procedures:
2020:
926:
Rate of descent = glide slope angle × ground speed × 100 / 60
274:
235:
45:
may be in need of reorganization to comply with
Knowledge's
1677:
1057:
626:
614:
610:
606:
384:
243:
208:
200:
149:
137:
417:
1644:
1602:
1195:
1156:
1105:
358:
136:. These approaches are approved in the European Union by
430:
1138:
1048:
must be free from other aircraft and vehicles to avoid
794:
involved in following a precision approach glide-path.
663:(SRA) – also known in some countries as an ASR approach
550:
1044:
airport instrumentation (e.g., the ILS and lighting).
1570:"Warsaw Okęcie Airport - Historical approach charts"
92:" depicting an instrument approach procedure for an
880:requires execution of a missed approach procedure.
687:
621:(RAIM) which detects problems with GPS satellites.
379:
reported or expected to be at least 1000 feet AGL (
277:, United States) that have GNSS-based approaches.
2011:United Kingdom Global Navigation Satellite System
1738:
772:
635:European Geostationary Navigation Overlay Service
156:with specific protection from obstacles from the
132:, or to a point from which a landing may be made
2033:
1839:
1126:. Flight Safety Foundation. August–November 2000
128:from the beginning of the initial approach to a
978:Rate of descent = ground speed × 101.27 × tan α
280:
1776:
1457:Instrument Procedures Handbook, FAA-H-8083-16B
1351:Instrument Procedures Handbook, FAA-H-8083-16A
744:
543:Simplified directional facility (SDF) approach
56:to make improvements to the overall structure.
1825:
1586:
1139:"Electronic Code of Federal Regulations (US)"
969:The simplified formulas above are based on a
947:, which has an error of about 5% up to 10°.
810:
1767:
1663:
1661:
1344:
1342:
1340:
1338:
1336:
1334:
1332:
1330:
1328:
1326:
1324:
1322:
1320:
1318:
1316:
1314:
1312:
801:
715:Joint Precision Approach and Landing System
497:Chart depicting airborne radar approach at
1832:
1818:
1805:Flight Crew Guide – Non-precision approach
1450:
1448:
1310:
1308:
1306:
1304:
1302:
1300:
1298:
1296:
1294:
1292:
896:
862:
508:
1632:
1630:
1408:
1406:
1404:
1153:"Precision Runway Monitor (PRM) Training"
906:Rate of descent = (ground speed ⁄ 2) × 10
72:Learn how and when to remove this message
1658:
840:
814:
776:
748:
619:Receiver autonomous integrity monitoring
554:
492:
83:
1445:
1289:
1038:
522:may be installed alongside the runway.
418:Charted visual flight procedures (CVFP)
14:
2034:
1704:
1627:
1437:: CS1 maint: archived copy as title (
1401:
1393:: CS1 maint: archived copy as title (
1241:
1239:
1121:"Constant-angle Nonprecision Approach"
850:Teardrop procedure or penetration turn
351:
246:. The chart name reflects the primary
1813:
1237:
1235:
1233:
1231:
1229:
1227:
1225:
1223:
1221:
1219:
525:
431:RNP approach (formerly RNAV approach)
392:
1711:. Trafford Publishing. p. 217.
1506:
887:
877:instrument meteorological conditions
669:(ASR) – military designation for SRA
559:An example of a VOR-A approach into
551:Non-precision approaches and systems
168:obstacle clearance criteria apply."
29:
402:
383:) and the visibility is at least 3
146:United States Department of Defense
24:
2052:Types of final approach (aviation)
1783:Business & Commercial Aviation
1216:
1092:
916:Rate of descent = ground speed × 5
364:
25:
2068:
1761:
1705:Balter, J. Deborah (2004-01-01).
1277:. US Department of Transportation
1185:"Instrument Approach Procedure".
739:
477:
1065:Reno–Tahoe International Airport
1004:to feet per minute (1 knot = 1 ⁄
1000:) is the conversion factor from
688:Precision approaches and systems
34:
1777:James Albright (Apr 27, 2017).
1725:
1698:
1616:
1562:
1551:from the original on 2022-10-28
1525:
1488:Federal Aviation Administration
1465:Federal Aviation Administration
1356:Federal Aviation Administration
641:Required navigation performance
593:Simplified directional facility
469:
461:
448:
177:approach with vertical guidance
1739:Audio and multimedia resources
1507:Rowe, Philip A. (1996-09-09).
1500:
1471:
1362:
1263:
1178:
1101:Instrument Procedures Handbook
835:Hold in lieu of procedure turn
773:Minimum descent altitude (MDA)
655:Localizer type directional aid
601:systems, such as the American
537:horizontal situation indicator
205:localizer type directional aid
13:
1:
1544:. June 2017. pp. 60–63.
1247:ASA's 2012 FAR and AIM Series
1171:
921:For other glideslope angles:
631:Wide Area Augmentation System
314:Intermediate approach segment
114:instrument approach procedure
1841:Satellite navigation systems
1198:. 2016-05-26. Archived from
561:Baker City Municipal Airport
281:Instrument approach segments
7:
1542:NATO Standardization Office
1509:"Airborne Radar Approaches"
1070:
745:Decision height or altitude
661:Surveillance radar approach
530:These approaches include a
271:Rangeley Lake Seaplane Base
187:guidance. Examples include
10:
2073:
1770:"Aircraft Landing Systems"
1595:Instrument Flying Handbook
1077:Index of aviation articles
1063:Mountain airports such as
733:Transponder landing system
697:Ground controlled approach
667:Airport surveillance radar
587:Automatic Direction Finder
488:airport surveillance radar
406:
368:
336:When an aircraft is under
27:Aircraft landing procedure
1993:
1919:
1888:
1847:
1188:Pilot/Controller Glossary
811:Course reversal procedure
753:Illustration of DA and DH
709:Instrument landing system
603:Global Positioning System
571:VHF omnidirectional range
193:instrument landing system
1785:. Aviation Week Network.
1480:Advisory Circular 90-80C
802:Straight-in approach IFR
727:Precision approach radar
721:Microwave landing system
645:flight management system
484:precision approach radar
456:precision runway monitor
306:arc, a procedure turn /
300:Initial approach segment
189:precision approach radar
897:Rate-of-descent formula
863:Circle-to-land maneuver
629:correcting signal like
577:Tactical air navigation
509:Airborne radar approach
330:Missed approach segment
126:instrument flight rules
1680:. 2006. Archived from
846:
820:
782:
754:
583:Non-directional beacon
563:
505:
482:This will be either a
326:(MAP) or upon landing.
320:Final approach segment
207:(LDA) with glidepath,
181:non-precision approach
148:for the military. The
101:
98:Tacoma Narrows Airport
2057:Aviation publications
1022:Ground speed = 120 kn
1012:≈ 101.27 ft/min)
844:
818:
788:missed approach point
780:
752:
558:
499:Ali Al Salem Air Base
496:
324:missed approach point
87:
2042:Aircraft instruments
1605:. 2012. p. G-12
1039:Airport requirements
939:The latter replaces
884:markedly different.
599:Satellite navigation
259:satellite navigation
158:initial approach fix
100:in the United States
2047:Air traffic control
828:Procedure turn (PT)
703:GBAS landing system
617:approaches require
352:Types of approaches
342:air traffic control
231:aeronautical charts
197:GBAS landing system
110:instrument approach
54:editing the article
2001:GNSS reflectometry
1046:ILS critical areas
855:teardrop procedure
847:
821:
783:
755:
564:
526:Localizer approach
506:
381:above ground level
173:precision approach
154:flight instruments
102:
2029:
2028:
1921:GNSS augmentation
1768:Patrick Lambert.
1034:≈ 640 ft/min
943:(see below) with
888:Sidestep maneuver
393:#Contact approach
387:(statute miles).
267:aircraft carriers
82:
81:
74:
47:layout guidelines
16:(Redirected from
2064:
1965:QZSS / Michibiki
1834:
1827:
1820:
1811:
1810:
1786:
1773:
1732:
1729:
1723:
1722:
1702:
1696:
1695:
1693:
1692:
1686:
1676:(5th ed.).
1675:
1665:
1656:
1655:
1653:
1652:
1642:
1634:
1625:
1620:
1614:
1613:
1611:
1610:
1600:
1590:
1584:
1583:
1581:
1580:
1566:
1560:
1559:
1557:
1556:
1550:
1539:
1529:
1523:
1522:
1520:
1519:
1504:
1498:
1497:
1496:
1495:
1485:
1475:
1469:
1468:
1462:
1452:
1443:
1442:
1436:
1428:
1426:
1425:
1416:. Archived from
1410:
1399:
1398:
1392:
1384:
1382:
1381:
1372:. Archived from
1366:
1360:
1359:
1346:
1287:
1286:
1284:
1282:
1267:
1261:
1260:
1243:
1214:
1213:
1211:
1210:
1204:
1193:
1182:
1167:
1165:
1164:
1148:
1146:
1145:
1134:
1132:
1131:
1125:
1116:
1114:
1113:
1028:120 kn × 101.27/
520:radar reflectors
414:responsibility.
409:Contact approach
403:Contact approach
248:navigational aid
124:operating under
77:
70:
66:
63:
57:
38:
37:
30:
21:
2072:
2071:
2067:
2066:
2065:
2063:
2062:
2061:
2032:
2031:
2030:
2025:
1989:
1915:
1884:
1843:
1838:
1764:
1741:
1736:
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1730:
1726:
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1640:
1636:
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1628:
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1617:
1608:
1606:
1598:
1592:
1591:
1587:
1578:
1576:
1574:konbriefing.com
1568:
1567:
1563:
1554:
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1548:
1537:
1531:
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1526:
1517:
1515:
1505:
1501:
1493:
1491:
1483:
1477:
1476:
1472:
1460:
1454:
1453:
1446:
1430:
1429:
1423:
1421:
1414:"Archived copy"
1412:
1411:
1402:
1386:
1385:
1379:
1377:
1370:"Archived copy"
1368:
1367:
1363:
1348:
1347:
1290:
1280:
1278:
1269:
1268:
1264:
1257:
1245:
1244:
1217:
1208:
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1202:
1191:
1184:
1183:
1179:
1174:
1162:
1160:
1151:
1143:
1141:
1137:
1129:
1127:
1123:
1119:
1111:
1109:
1098:
1095:
1093:Further reading
1073:
1041:
1036:
1030:
1011:
1007:
999:
967:
962:120 kn / 2 × 10
899:
890:
865:
813:
804:
775:
767:missed approach
747:
742:
690:
553:
545:
528:
511:
480:
472:
464:
451:
433:
425:wake turbulence
420:
411:
405:
373:
371:Visual approach
367:
365:Visual approach
354:
283:
252:missed approach
78:
67:
61:
58:
52:Please help by
51:
39:
35:
28:
23:
22:
15:
12:
11:
5:
2070:
2060:
2059:
2054:
2049:
2044:
2027:
2026:
2024:
2023:
2018:
2013:
2008:
2003:
1997:
1995:
1994:Related topics
1991:
1990:
1988:
1987:
1982:
1977:
1972:
1967:
1962:
1957:
1952:
1947:
1942:
1936:
1931:
1925:
1923:
1917:
1916:
1914:
1913:
1908:
1903:
1898:
1896:BDS / BeiDou-1
1892:
1890:
1886:
1885:
1883:
1882:
1877:
1872:
1867:
1862:
1857:
1851:
1849:
1845:
1844:
1837:
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1829:
1822:
1814:
1808:
1807:
1802:
1797:
1792:
1787:
1774:
1763:
1762:External links
1760:
1759:
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1737:
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1724:
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1697:
1657:
1626:
1615:
1585:
1561:
1540:(E ed.).
1524:
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1444:
1400:
1361:
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1175:
1173:
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1149:
1135:
1117:
1094:
1091:
1090:
1089:
1087:Final approach
1084:
1079:
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1037:
1029:
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1009:
1005:
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848:
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833:
829:
812:
809:
803:
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771:
746:
743:
741:
740:Basic concepts
738:
737:
736:
730:
724:
718:
712:
706:
700:
689:
686:
685:
684:
681:dead-reckoning
670:
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638:
596:
590:
580:
574:
552:
549:
544:
541:
527:
524:
510:
507:
479:
478:Radar approach
476:
471:
468:
463:
460:
450:
447:
432:
429:
419:
416:
407:Main article:
404:
401:
369:Main article:
366:
363:
353:
350:
334:
333:
327:
317:
311:
297:
282:
279:
263:navigation aid
90:approach plate
80:
79:
62:September 2024
42:
40:
33:
26:
9:
6:
4:
3:
2:
2069:
2058:
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2048:
2045:
2043:
2040:
2039:
2037:
2022:
2019:
2017:
2014:
2012:
2009:
2007:
2006:Kalman filter
2004:
2002:
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1996:
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1902:
1899:
1897:
1894:
1893:
1891:
1887:
1881:
1880:IRNSS / NAVIC
1878:
1876:
1875:GPS / NavStar
1873:
1871:
1868:
1866:
1863:
1861:
1858:
1856:
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1746:
1743:
1742:
1728:
1720:
1718:9781412008655
1714:
1710:
1709:
1701:
1687:on 2016-05-19
1683:
1679:
1672:
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1535:
1528:
1514:
1510:
1503:
1489:
1482:
1481:
1474:
1466:
1459:
1458:
1451:
1449:
1440:
1434:
1420:on 2015-03-03
1419:
1415:
1409:
1407:
1405:
1396:
1390:
1376:on 2014-12-08
1375:
1371:
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1301:
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1295:
1293:
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1266:
1258:
1256:9781560278580
1252:
1248:
1242:
1240:
1238:
1236:
1234:
1232:
1230:
1228:
1226:
1224:
1222:
1220:
1205:on 2016-07-29
1201:
1197:
1190:
1189:
1181:
1177:
1158:
1154:
1150:
1140:
1136:
1122:
1118:
1107:
1103:
1102:
1097:
1096:
1088:
1085:
1083:
1082:Marker beacon
1080:
1078:
1075:
1074:
1068:
1066:
1061:
1059:
1053:
1051:
1047:
1035:
1032:
1026:
1023:
1019:
1018:
1003:
995:
992:
989:
986:
985:
984:
979:
976:
975:
974:
973:calculation:
972:
971:trigonometric
966:
963:
960:
957:
953:
952:
948:
946:
942:
937:
935:
927:
924:
923:
922:
917:
914:
913:
912:
907:
904:
903:
902:
894:
885:
881:
878:
873:
869:
856:
852:
849:
843:
837:
834:
830:
827:
826:
825:
817:
808:
799:
795:
791:
789:
779:
770:
768:
764:
760:
751:
734:
731:
728:
725:
722:
719:
716:
713:
710:
707:
704:
701:
698:
695:
694:
693:
683:by the pilot.
682:
678:
674:
671:
668:
665:
662:
659:
656:
653:
651:
648:
646:
642:
639:
636:
632:
628:
624:
620:
616:
612:
608:
604:
600:
597:
594:
591:
588:
584:
581:
578:
575:
572:
569:
568:
567:
562:
557:
548:
540:
538:
533:
523:
521:
516:
515:oil platforms
504:
500:
495:
491:
489:
485:
475:
467:
459:
457:
446:
442:
439:
428:
426:
415:
410:
400:
396:
394:
388:
386:
382:
376:
372:
362:
360:
349:
347:
346:nautical mile
343:
339:
338:radar control
331:
328:
325:
321:
318:
315:
312:
309:
308:teardrop turn
305:
301:
298:
295:
291:
290:Feeder routes
288:
287:
286:
278:
276:
272:
268:
264:
260:
255:
253:
249:
245:
241:
237:
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198:
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178:
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159:
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123:
119:
115:
111:
107:
99:
95:
91:
86:
76:
73:
65:
55:
49:
48:
43:This article
41:
32:
31:
19:
18:Blind-landing
1782:
1727:
1707:
1700:
1689:. Retrieved
1682:the original
1669:
1649:. Retrieved
1647:. 2016-03-14
1618:
1607:. Retrieved
1594:
1588:
1577:. Retrieved
1573:
1564:
1553:. Retrieved
1533:
1527:
1516:. Retrieved
1512:
1502:
1492:, retrieved
1490:, 2017-12-21
1479:
1473:
1456:
1422:. Retrieved
1418:the original
1378:. Retrieved
1374:the original
1364:
1350:
1279:. Retrieved
1274:
1265:
1246:
1207:. Retrieved
1200:the original
1187:
1180:
1161:. Retrieved
1159:. 2013-03-19
1142:. Retrieved
1128:. Retrieved
1110:. Retrieved
1100:
1062:
1054:
1050:multipathing
1042:
1033:
1027:
1024:
1021:
1016:
1015:
993:
987:
982:
977:
968:
965:= 600 ft/min
964:
961:
958:
955:
950:
949:
944:
940:
938:
931:
925:
920:
915:
910:
905:
900:
891:
882:
874:
870:
866:
822:
805:
796:
792:
784:
756:
691:
673:VDF approach
565:
546:
529:
512:
486:(PAR) or an
481:
473:
470:NDB approach
465:
462:VOR approach
452:
449:ILS approach
443:
434:
427:separation.
421:
412:
397:
389:
377:
374:
355:
335:
329:
319:
313:
299:
289:
284:
256:
226:
225:
180:
176:
172:
170:
165:
117:
113:
109:
103:
96:approach to
68:
59:
44:
1848:Operational
238:, VOR, ILS/
195:(ILS), and
179:(APV), and
2036:Categories
1889:Historical
1691:2013-01-27
1651:2017-12-04
1609:2013-05-06
1579:2022-09-13
1555:2022-10-28
1518:2021-09-01
1494:2021-09-01
1424:2015-03-02
1380:2015-03-02
1281:7 November
1209:2016-08-19
1172:References
1163:2013-05-06
1144:2013-05-06
1130:2013-05-06
1112:2019-02-19
956:120 kn × 5
633:(WAAS) or
227:IAP charts
211:/VNAV and
1941:(retired)
650:Localizer
532:localizer
201:baro-VNAV
185:glidepath
1975:StarFire
1970:SouthPAN
1906:Timation
1546:Archived
1433:cite web
1389:cite web
1071:See also
1031:× tan 3°
1017:Example:
1008:≈ 6076 ⁄
951:Example:
763:altitude
637:(EGNOS).
438:base leg
166:en route
134:visually
122:aircraft
106:aviation
2016:Wavelet
1911:Tsiklon
1901:Transit
1870:GLONASS
1865:Galileo
1467:. 2017.
1358:. 2015.
983:where:
790:(MAP).
717:(JPALS)
677:charted
605:(GPS).
579:(TACAN)
257:Before
191:(PAR),
162:holding
144:or the
130:landing
1855:BeiDou
1715:
1253:
1108:. 2017
1025:α = 3°
994:101.27
759:height
589:(ADF).
503:Kuwait
175:(PA),
2021:RINEX
1960:NTRIP
1945:JPALS
1939:GPS·C
1934:GAGAN
1929:EGNOS
1860:DORIS
1685:(PDF)
1674:(PDF)
1641:(PDF)
1599:(PDF)
1549:(PDF)
1538:(PDF)
1513:AVweb
1484:(PDF)
1461:(PDF)
1203:(PDF)
1192:(PDF)
1124:(PDF)
1002:knots
941:tan α
934:knots
735:(TLS)
729:(PAR)
723:(MLS)
711:(ILS)
705:(GLS)
699:(GCA)
657:(LDA)
595:(SDF)
573:(VOR)
275:Maine
236:TACAN
234:NDB,
108:, an
1985:SDCM
1980:WAAS
1955:MSAS
1950:LAAS
1713:ISBN
1678:ICAO
1439:link
1395:link
1283:2022
1251:ISBN
1058:ICAO
945:α/60
853:The
627:SBAS
615:VNAV
611:LNAV
609:and
607:LNAV
244:RNAV
242:and
229:are
209:LNAV
150:ICAO
138:EASA
88:An "
1645:FAA
1603:FAA
1275:FAA
1196:FAA
1157:FAA
1106:FAA
911:or
761:or
623:LPV
395:).
359:IFR
304:DME
294:IAF
273:in
240:MLS
221:NDB
217:VOR
213:LPV
164:or
142:FAA
118:IAP
112:or
104:In
94:ILS
2038::
1781:.
1660:^
1643:.
1629:^
1601:.
1572:.
1511:.
1486:,
1463:.
1447:^
1435:}}
1431:{{
1403:^
1391:}}
1387:{{
1354:.
1291:^
1273:.
1218:^
1194:.
1155:.
1104:.
1052:.
998:kn
996:(⁄
959:or
936:.
501:,
385:SM
340:,
219:,
203:,
1833:e
1826:t
1819:v
1772:.
1752:)
1721:.
1694:.
1654:.
1612:.
1582:.
1558:.
1521:.
1441:)
1427:.
1397:)
1383:.
1285:.
1259:.
1212:.
1166:.
1147:.
1133:.
1115:.
1010:h
1006:h
988:α
928:,
613:/
116:(
75:)
69:(
64:)
60:(
50:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
