IAP charts are aeronautical charts that portray the aeronautical data that is required to execute an instrument approach to an airport. PAs and APVs are flown to a decision height/altitude (DH/DA), while non-precision approaches are flown to a minimum descent altitude (MDA). These approaches include VOR, NDB, LP (Localizer Performance), and LNAV. A non-precision approach uses a navigation system for course deviation but does not provide glidepath information. Examples include baro-VNAV, localizer type directional aid (LDA) with glidepath, LNAV/VNAV and LPV. 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 precision approach radar (PAR), instrument landing system (ILS), and GBAS landing system (GLS). A precision approach uses a navigation system that provides course and glidepath guidance. There are three categories of instrument approach procedures: precision approach (PA), approach with vertical guidance (APV), and non-precision approach (NPA). The ICAO defines an instrument approach as, "a series of predetermined maneuvers by reference to flight instruments with specific protection from obstacles from the initial approach fix, 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 holding or en route obstacle clearance criteria apply." These approaches are approved in the European Union by EASA and the respective country authorities and in the United States by the FAA or the United States Department of Defense for the military. In aviation, an instrument approach or instrument approach procedure ( IAP) is a series of predetermined maneuvers for the orderly transfer of an aircraft operating under instrument flight rules from the beginning of the initial approach to a landing, or to a point from which a landing may be made visually. Click below to download the notice.An " approach plate" depicting an instrument approach procedure for an ILS approach to Tacoma Narrows Airport in the United States This change can help expedite traffic and save time and fuel.Īnother allows controllers to clear pilots for localizer approaches when ILS glideslopes are known to be out of service, and it also removes all references to microwave landing systems.Īll of this is contained in the FAA’s NOTICE N JO 7110.615. One is that you may now also be cleared to a published intermediate fix (IF) somewhere along the final approach course of both RNAV and conventional approaches, as long as that IF is at least 3 NM prior the Final Approach Fix. Under the new rules, the pilots in Aircraft #1 on the RNAV approach shown below should expect to hear a variation of the following clearance: “Cleared direct CENTR, maintain at or above three thousand feet until CENTR, cleared straight-in RNAV Runway One Eight approach.” The phrase “cleared straight-in” is one of the new terms, indicating that ATC does not want you to enter the depicted hold.Īs in the past, Aircraft #2, if cleared to CENTR and for the approach, will have to execute a course reversal PT in the depicted airspace to get turned around and will get receive no separate clearance to do that. More specifically, we are allowed to use that airspace when our current heading is greater than 90 degrees from the inbound approach course. We do not enter that type of published hold unless instructed to do so by ATC, but, we may need to and are OK to use that airspace if required to get turned around to fly the approach – a course reversal. This relatively minor change is intended to clarify some existing confusion about when we need to fly a “thin line” hold-in-lieu-of procedure turn when these are published on the approach plate. If your aircraft is RNAV-equipped, you should expect to hear this new ATC approach clearance language starting in June 2013. The answer lies in changes to the ATC approach clearance phraseology. During the flight debrief the pilot monitoring asked the pilot flying what was up with that controller clearing them for the straight in approach, then telling them they could circle at their discretion.
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