Jeppesen Approach Chart Legend Pdf

[Victorio Galindo]

Readinga missed approach procedure is a critical step toward briefing and flying a complete instrument approach to an airport. The missed approach point is the position where the pilot must immediately climb away from the airport if the landing criteria of FAR 91.175(c) are not met. There are two challenges involved in reading the missed approach point:

Where is the missed approach point? The profile view depicts the missed approach point as a block M symbol or as a pull-up arrow, as shown above. A text description also appears in the time and speed table below the profile view. Missed approach points are generally located between the final approach fix and the airport. Each procedure may have two or three different missed approach points. Common locations for a missed approach point include the runway threshold, the primary NAVAID for the approach, and the intersection of the glide slope with the decision altitude.

How does the pilot know when the aircraft has reached the missed approach point? The pilot must understand the aircraft position relative to the missed approach point while flying each instrument approach procedure. Because each procedure has a unique configuration, the indications and techniques used to identify the missed approach point may be unique as well. Common identifiers for a missed approach point include a named waypoint, a DME fix, and a time and speed table.

This study guide contains several scenarios that illustrate the most common types of instrument approach configurations. These can be used as examples for learning to read and identify the location of a missed approach point.

The profile for an NDB approach is essentially identical to VOR and LOC approaches. The most common difference is that NDB approaches usually do not have DME service, whereas VOR and LOC approaches almost always offer DME.

A common mistake when briefing this type of procedure is to state that the missed approach point is 6.3 NM from the final approach fix, which is depicted two different ways in the profile view and the time and speed table. The correct way to identify the missed approach point is by using 1.1 DME, which is 6.2 DME beyond the final approach fix. Notice they are not the same numbers.

On the example LOC, the missed approach point can be identified only by flying a timed leg using a clock. The missed approach point is the same for straight-in and circling approaches, but is different from the ILS. The missed approach course for straight-in LOC or circling is depicted by the block M symbol in profile view.

A common mistake when briefing this type of procedure is to state that the missed approach point is 3.8 NM from the final approach fix, or 12.3 DME. The correct way to identify the missed approach point is by using the times depicted below the profile view. Notice the missed approach point DME is not depicted. In this example, DME is used only to identify the top of descent fix and the final approach fix.

On the example VOR, the missed approach point is identified when the VOR direction flag changes to the FROM indication. The climb to 2,800 ft is initiated at or before the VOR, and the right turn can be made at or beyond the VOR.

On an LNAV, the missed approach point is the last waypoint depicted in the profile view (RW05). In this example, it is difficult to distinguish between the missed approach point and the visual descent point (VDP). A pilot would initiate the climb to 3,000 ft between the VDP and RW05. Since no turns are allowed and by definition it is impossible to make a normal landing beyond the VDP, there is no reason to wait for RW05.

This is a technicality mentioned in the FAA handbooks. A missed approach point might be defined by a cross-radial from a second NAVAID, and identified during the approach using a second receiver. However, this is extremely rare and I have yet to find any example of this in a non-military procedure. Cross radials are more commonly used to identify a final approach fix. Reference KNFW ILS or LOC RWY 17.

Jeppesen charts include a separate plate for ASR procedures at each airport. The location of the missed approach point is published for approaches that have straight-in minimums, but there is no profile view. ASR approach procedures by their nature assume the pilot may have no functioning navigation equipment.

On a PAR procedure, the missed approach point is the intersection of the PAR glide path and a published decision altitude. The terms Decision Altitude (DA) and Decision Height (DH) have the same meaning in this case, and both are MSL altitudes. RADAR identification of the missed approach point is provided using the following phrase:

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For nearly 20 years, the aviation industry has expressed to the Federal Aviation Administration (FAA) its concern over spatial limitations of circle-to-land approaches. These safety concerns have been raised by industry representatives who suggest that the amount of protected airspace allowed for aircraft maneuvering throughout a circling approach is insufficient.

As a result, the FAA has increased the size of protected airspace used in establishing the minimum descent altitude (MDA) on circle-to-land approaches. Since May 2, 2013, FAA has begun to publish instrument approach procedures that use the larger circling approach airspace dimensions. This new criteria affords pilots greater lateral obstacle clearance protection and increased maneuvering space to properly align and stabilize the final approach and landing out of a circling approach.

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Industry safety groups have long expressed concerns that the radii size used to establish these arcs was insufficient to contain large, jet transport airplanes during the circle-to-land maneuver. These concerns were highlighted following a Boeing 767 controlled flight into terrain accident during a circling approach designed using US TERPS criteria. In addition, the size of the circling approach area did not always allow enough room for pilots to align the aircraft with the final approach and consistently achieve a stabilized approach.

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