understanding approach plates

You’ve probably seen approach plates in magazines, books or in online articles but have never thoughtto use them in your Flight Sim flying because you thought they weren’t needed or perhaps you wereconfused 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 thoseof us in the Flight Sim world, would find landing in poor weather or conditions to be virtually impossible withoutthese important diagrams.

An approach plate, or as they are also more officially called, terminal procedures, show the specific procedurethat you must follow for a particular type of approach to a given runway. They show altitudes and headingsyou need to fly, as well as obstacles, terrain and potentially conflicting airspace. Furthermore, they also listedmissed 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 canfind them on the Internet. Although at first glance, an approach plate looks confusing, you’ll soon see thereis 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 findthe same type of information on other approach plates.

The content of this article is based upon actual names and events. We have strived for historical, aeronautical and geographical accuracy in everyaspect. However, we cannot guarantee that you won’t find errors or misprints. Please keep in mind this is primarily an entertainment article andshould 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 FlightManual) for your favorite FS aircraft for correct spin recovery techniques, these techniques may differ significantly from the description in this article.

By Scott Slaughter

Copyright © 2006 Abacus (www.abacuspub.com)2

Perhaps the best way to talk about the features of anapproach plate is by working from the top-left to thebottom-right.

NOTE: The FAA is changing the format of theapproach plates, especially the changing theinformation in header. Nevertheless, theinformation in this Abacus Free Press article willapply to both the old style approach plates andnew style approach plate even if the location of theinformation has changed.

An Instrument Approach Plate, now also calledInstrument Approach Procedures, are published forand named after the navaid used for the approach.This could be an NDB, VOR, ILS, LOC, RNAV orGPS. Some approaches also require DME or availabilityof airport radar.

The FAA publishes approved instrument approachesfor U.S. airports and all pilots flying aircraft duringinstrument approaches must follow these publishedprocedures.

Please keep in mind that while the layout of approachplates is identical, the type of information on theapproach plates may be different. See page 12 forexamples of how approach plates may be different.

Let’s take a look at the top half of the approach platefor runway 8R at KGRR (see opposite page).

Top row - leftThe left header identifies the city and state where theairport is located. In the example we’re using it’s“Grand Rapids, Michigan.”

The lines below the city name includes the InstrumentApproach information:

* LOC I-CYZ is the navaid information for thisapproach. LOC identifies this as an approachprocedure using an localizer, CYZ is the three-letter identifier of the LOC, and 108.3 is itsfrequency.

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

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

* TDZE 794 is the touch down zone elevation ofthe runway (MSL). Here it is 794 feet. The TDZis that portion of the runway where an aircraft'slanding gear normally first contacts the runwaywhen landing.

* Apt Elev 794 is the airport elevation at somecentral point. Here it is 794 feet. Keep in mindthis can be higher or lower than some of therunways.

Top row - rightThe right header identifies the specifics of theapproach, such as the type of approach, whichrunway and the airport name.

This Instrument Approach Plate (IAP) describes theprocedure for an ILS approach to Runway 8R.

Next is the airport name, which in our example isGrand Rapids/Gerald R Ford International (GRR).Make certain you have the right approach plate infront of you before you approach the airport!

NOTE: In some cases, a runway is not listed in theheader, for example, VOR–A. That means thatthe published approach path is not aligned within30° of any runway heading. In that case, once theairport is in sight you must turn your aircraft toline up with the desired runway.

Center rowThe center boxes list general flight information relatedto the airport.

* The white "T" in the black triangle indicateseither that the takeoff minimums are non-standard or that there is a published departureprocedure (or both). You’ll find this informationin the approach chart booklet if you have itavailable.

* The center section of the second row defines theApproach Lighting System for the specificrunway listed on the approach plate that youare using

Header Information


* MALSR designates a Medium Intensity ApproachLighting System with Runway alignmentindicator lights. The dot on the A5 symbol denotesthe presence of sequenced flashing lights.

* The right side of the second row of headerinformation provides the Missed ApproachProcedure.

This particular missed approach indicates thatyou’ll climb to 3000 feet, turn right to interceptand fly the GRR VOR/DME and hold.

Bottom rowThe number of boxes in the third row depend on theairport. This lists the communications information inthe order that you as a pilot would use it.

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

* The next frequency is approach control. It listsGrand 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 theCommon Traffic Advisory Frequency for GrandRapids.

Realworld pilots announce their intentions overthis frequency, similar to using the Unicom, butknow that the specific coverage is for the GRRairport only.

Note the "L" in the dark circle. It indicates theavailability of Pilot Controlled Lighting forrealworld pilots. A pilot can turn on the runwaylights by rapidly keying the microphone. Pilotscan control up to three different intensity levels oflighting depending on the particular microphonekeying used.

CTAF is only available at fields without a controltower, to increase safety while in or near thetraffic pattern.

* UNICOM is also a channel also for pilots toannounce their intentions at an uncontrolledfield. At GRR it’s on 122.95 MHz.

* Another frequency you may see listed is ASOSInfo (Automated Surface Observation System) Itcontinuously measures and broadcasts, minuteby minute, the surface weather conditions at anairport.

If ASOS is listed but without a frequency, theservice is available for the airport but theinformation can only be obtained over thetelephone. In the realworld it's not necessary toalso broadcast the ASOS information with ATISon the field and Approach Control reportingcurrent conditions if they differ from ATIS.


Quick DefinitionsBefore we talk about each segment of an approach plate, you should understand the following terms. Youmay already be familiar with them, but just in case:

ApproachThe 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 toland 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 MinimumDescent Altitude (MDA) or Decision Height (DH).

IAF (Initial Approach Fix)Point where the decision to land or go around must be made

INTIntersection

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 visualof the runway environment.

Missed ApproachBasicly, re-postioning your aircraft to gain altitude and clear of traffic / obstacles, in preparation foranother approach.

VORVHF Omni-directional Range. Use to transmit Magnetic Bearing informtaion along 360 radials. NoDistance information is sent unless DME accompanies the VOR system.


The Plan View shows the airport as if you werelooking down on it as well as the location ofnavaids and terrain. It shows the basic flight pathto follow as well as other helpful information.

This overhead view is used primarily to get youraircraft to the approach area as well as directionalguidance needed to align your aircraft with the

(1) Radio FrequenciesI already talked about information in the header butI’ll go into a bit more detail here. The Radio Frequencylisting provides all the important frequencies necessaryfor your approach. These include ATIS (Air TrafficInformation Service), Approach Control, Tower,Ground, Clearance Delivery, UNICOM, as well asother possible agencies.

See the image below for a closer look at this part of theapproach plate.

If the Approach Plate has an asterisk ( * ) next to thetower name, as we do in this GRR plate, it means thetower or ATIS is not under continuous operation.

The CTAF refers to the Common Traffic AdvisoryFrequency (135.65 in this illustration).

The “L” inside the black circle indicates runwaylighting that is pilot controlled using a certain numberof “key mike” transmissions on that frequency (339.8in this illustration).

The frequencies in the 100s are VHF and used in mostcivilian aircraft and the numbers in the 200s to 300sare UHF and are used mostly by military aircraft.

(2) NAVAID informationThis box lists information for the NAVAID named inthe box. Note that more than one of these boxes canappear on an approach plate, depending on theairport. In the approach plate example for Runway8R at KGRR, you have two NAVAID informationboxes.

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 radiofrequency has voice capability. The frequency isfollowed by a 3-letter NAVAID Identifier (GRR) andMorse code representing the 3-letter ID. (In thisexample, the frequency is 115.95 and GRR is theNAVAID identifier)

At the bottom is the Chan (short for channel), whichis used for radios thatare can tune withchannels versusdialing in thefrequency. TACANradios can use thischannel to receivemagnetic bearing infofrom TACAN -VORTAC stations orDME from a VOR/DME transmitter.

This area of the approach plate shows important radio frequencies

proper approach route. Everything is drawn toscale for more accuracy inside the 10nm circle.

The overhead view also shows locations of fixes,intersections, points, radials, holding areas, missedapproach turns and more.

Plan View


A dot with no corresponding wedge marker indicatemeasured ground elevations at that particular spotgiven in feet MSL.

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

(5) Procedure TrackThis bold line/arrow indicates the approach path orprocedure track inbound to the airport. It shows aheading value in the center of the arrow. In the KGRRexample, a heading of 085° is shown as the proceduretrack for the approach.

(6) Missed Approach Holding PatternOK, you’ve reached the Missed Approach Point butcouldn’t get a visual of the runway, so you execute aMissed Approach. This requires a left turning climb tothe Missed Approach Holding Fix, GRAND RAPIDSin this example.

Note that according to the approach plate, thedirection of turning is clockwise, turning right, whichis a standard holding turn.

I could write a complete article on holding andholding patterns so we’ll need to keep it simple here.All you need to basically do is to enter holding by oneof three methods depending on your entry headingand the back course of the holding pattern:

1. Direct entry

2. Tear Drop entry

3. Parallel Outbound entry

Direct entry is the most common of the three methodsbecause it applies when approaching the holding fixin half of the possible directions.

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

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

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

Some approach plates may have an additional boxbelow the CHANNEL that includes location gridcoordinates of the navaid radio transmitter.

(3) Minimum Sector AltitudeMinimum Sector Altitude (MSA) shows the safealtitudes to fly around the Approach referenceNAVAID, in this case, GRR GRAND RAPIDS.

The CIRCLE shows the radius that the safe altitudeapplies to in this case 25nm surrounding GRR GRANDRAPIDS.

You can find the Approach Reference Navaid in themiddle of the circle. You’ll probably see SECTORSdrawn inward cutting the circle into pie-like sections.These show directions of approach that have differentsafe altitudes. Note the numbers (3000 and 2400 here)inside the small BOXES. These numbers indicate thealtitude MSL (in feet).

As an example, let’s say you’re flying an inboundcourse of 350°, you would fall between the 280° and140° sectors and would have a MSA of 2400 feet. Butif you were flying inbound at 270°, your MSA wouldbe 3000 feet.

The MSA is designed to give you at least a 1000 footobstacle clearance within a 25nm radius, but notnecessarily adequate navaid reception like the MAAsand MEAs have on enroute charts.

(4) ObstacleThis symbol shows an obstacle at an elevationmeasured in MSL (Mean Sea Level). It’s listed in MSLbecause you as the pilot will be more concerned withyour altimeter reading than converting to feet aboveground level (AGL). The bigger dot inside a biggerwedge indicates the Highest obstacle on the diagram.


direction running from a VOR or TACAN station.When we are on this radial, our VOR/TACAN radiosare capable of indicating this to us throughinstruments.

Note that although you may be ON a radial, youraircraft doesn’t necessarily need to be heading thatdirection. For example, you can be flying north tosouth and pass by the radial and your indicators willmomentarily show you being on the radial, however,you’re not pointing that direction. Crabbing againstthe wind can allow you to be ON a radial and headin a slightly different direction, for example, whentravelling on a 320 radial while flying a heading of316 because of a left cross wind’s effect on youraircraft.

(8) Initial Approach FixesPULLMAN (IAF) is an example of an Initial Approachfix. PULLMAN would be the likely fix to use if wewere approaching from the south.

PULLMAN is defined off of the radial from the Jakesnavaid and is 26nm from that navaid.

Notice the “2700 NoPT” above PULLMAN (IAF) onthe chart. This information lets you know that you’rerequired to fly at a recommended altitude of 2700 feetwhen flying this route. MSL The NoPT refers to thefact that no procedure turns are allowed, inboundcourse of 029° and that PULLMAN (IAF) is 26nmfrom the Final Approach Fix (JAKES).

(9) AirportThis one is probably obvious to you...it’s the runwaysof the airport! The small drawing indicates a simplifiedsketch of the airfield and its orientation relative to theapproach route.

(10) Missed Approach RouteThe Missed Approach Route is a left-curving pathindicating a turn to the left while flying outbound ofthe airport.

When you cannot make a visual contact with theairport environment within a given distance/altitude,you must execute a missed approach to try theapproach again. While flying the missed approachyou must fly this path.

The reason it’s important to follow a missed approachroute 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 youraircraft from obstacles, terrain and even other traffic.Notice that the missed approach route takes you in adirection towards the Missed Approach holding area(see #6) for further directions from ATC. In this case,GRAND RAPIDS (GRR radial 059) is the Holding Fixfor the Missed Approach.

In addition to flying the Missed Approach path, youmust also climb to a certain altitude. See the nextpage for more information.


(1) Missed Approach InstructionsThese instructions explain what steps are necessaryin order to execute the Missed Approach. They detailthe turning and climbing directions as well

The 2700 indicates an altitude restriction placed atthe beginning of the 265° procedure track and theending of the 085° procedure track. (The proceduretrack is the primary track inbound to the airport.)

The 2400 indicates an another altitude restriction thistime placed at the Final Approach Fix (GLAWE INT).

(2) The Missed Approach PointThis is a location during the approach path thatrequires a positive visual identification of the runwayenvironment for you to land. If you cannot see therunway at this point, while maintaining the minimumallowed altitude you must execute a Missed approach.

This point is also the point on the approach whereyou can descend below the Minimum Descent Altitudeif you have identified the runway.

(3) Approach Minima CATEGORYAn approach plate will list different categories forapproaches (A, B, C, D, E and COPTER) and arebased basically on airspeed of your aircraft. The GRRairport 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, 90-120knot approach speed aircraft.

Category C-E Aircraft are faster jet / multi-turbopropaircraft including heavies, 120+ knot approach speeds.

Values for the approach are shown below eachcategory. These values represent altitudes andvisiblities required for using the approach to land onthat particular runway.

(4) Approach Types For Runway 8RThe S-ILS 8R indicates a straight-in approach forRunway 8R. This means that there will be little coursedeviation from 80° and once you reach the MissedApproach Point, you’ll fly directly to the runwaythreshold for landing. In the realworld flying youwould not be allowed to circle around the field, forexample, in a pattern, when flying this approach.

A straight-in approach is assigned a runway and canbe based either on a navaid at the field or simply acourse flown to the runway (as in this approach). Ifthe inbound procedure track is not within 30° of therunway direction, then the approach will bedesignated as a circling approach.

Circling approaches have higher weatherrequirements and allow the pilot to circle around thefield to line up on any available runway at the field.Circling approaches are not runway dependent andis used when you need to circle around the airport toalign with your intended runway. You may use thisapproach, for example, if there are no approachespublished for the runway on which you want to land.

Because circling approaches by definition wanderaround the airport, they must have weatherminimums that will provide obstacle clearance allaround the area. Therefore, circling approachesnormally have altitude and visibility minimums greaterthan other approaches. Precision approaches such asILS approaches (see below) usually have weatherand altitude minimums less than circling or straight-in approaches.

The Profile view is a side look at the approach start- to - finish. This view concentrates on showingelevation changes as you approach the runway. Ituses most of the same symbols as the Plan View.

The principle purpose of the Profile View is toshow how your altitude will change as you flyalong the Procedure Track(s) towards the airfield.

Profile ViewThe Approach Minima Section contains altituderestrictions that correlate with the approach speedof your aircraft. These altitudes are RESTRICTIVEaltitudes that you must fly while at certain phasesof the approach. They are intended to provide youwith obstacle- traffic clearance and smooth altitudetransitions while on the approach


Straight-in approaches usually have the best minima(lower minimum altitude restrictions), so you’ll usuallywant a straight in approach over a circling approachunless you need to circle the airport for some reason.

Another example of a non-precision approach thatyou might see listed on an approach plate are AirportSurveillance Radar (ASR). They’ re similar to PAR,but do not have glide path information. One moreexample is the Localizer-LOC. It uses only the courseguidance from an ILS system and frequency.

In an Instrument Landing System-ILS approach, aradio system transmits information to you throughcourse and glideslope needles. Because this is aprecision approach, it offers course guidance as wellas glide path guidance.

You may see other precision approaches listed aswell. A Precision Approach Radar-PAR, for example,is when the control tower talks you onto the runwayusing radar.


Examples Of Approach Plates


The Field Diagram is an overhead look at theairfield and runways. It shows us small detialsneeded 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 anapproach that does not require DME.

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

(2) Runway DimensionsThese numbers are the Runway Dimensions. The firstvalue is the length of the runway surface in feet andthe second number is the runway width in feet.

In this diagram, runway 8R/26L is 10,000 feet longand 150 feet wide. Keep in mind this is not necessarilythe usable runway; always check in the top rightcorner of the Field Diagram to see if it lists the usablerunway lengths, if so, then you’ll need to consider thenon-usable runway space when making yourapproach and landing.

(3) Runway Lighting SystemsThis area tells you the available runway lightingsystem(s) at the airport. The circled L indicates thatthese lights can be controlled by the pilot in the realworld flying by keying the microphone on thepublished frequency a certain number of times.

The HIRL (Hi-Intensity Runway Lighting) at KGRR isavailable on runways 8R-26L as well as runways 17-35. This lighting is composed of the lights around theoutline of the runway.

The MIRL (Med-Intensity Runway Lighting) lightsare used on runway 8L - 26R. They also outline therunway but are medium intensity.

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

(4) Final Approach Fix (FAF) to MissedApproach (MAP) Fix Distance / TimeThis section lets you know the DISTANCE from theFinal Approach Fix to the Missed Approach Point. Italso gives you approximate TIMES (Min:Sec)according to your approach speed.

This is important at many runways because you don’tneed DME equipment for this approach so you don’thave accurate distance indications to help you knowwhen you reach the missed approach point. So, youneed to note the time when you hit your FAF andwhen you go x minutes/seconds beyond, you knowyou’re at your MAP.

Final Approach Fix to Missed Approach Fix Time

In this example, notice that if you use an approachspeed of 90 knots, you’ll reach the Missed ApproachPoint approximately 3 minutes and 00 seconds afterleaving the Final Approach Fix.

To use this time correctly, simply note the time whenyou reach the Final Approach Fix and when 3 minutesgo by, you’re at the Missed Approach Point. Then youneed to look for the airport again but if you cannot seeit, you MUST execute a missed approach.

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

The Field Diagram


This measurement is used to determine the MDA/DH on ALL Non-Circling Approaches.

The Touchdown Zone Elevation for runway 8R is 994feet.

(6) Tower (TWR)The approach plate also lists information about thetower itself. Note the large star, which indicates theapproximate 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 of948 feet.

(7) Runway IdentifierYou’ll see a number near the end of each runway,which as you’ve probably guessed, is the runwayidentifier. In this case it is Runway 8R.

Runways on an approach plate are identified eitheras numbers (1 through 36) or letters. As you probablyknow, runway numbers are shortened values of themagnetic heading of that runway (basically averagethe heading to the nearest 10th degree, then divide byten). So, runway 8R at GRR has a magnetic headingof about 80 degrees.

A letter referring to a runway on an approach plateis used when there are more than one runwayssharing the same number value, such at larger airportswhere you may have, for example, 22R (the R identifiesit as the right runway) and 22L (the L identifies it asthe left runway).

You might even see three parallel runways, forexample, 22R, 22C and 22L. In this case, the Cidentifies it as the center runway.

I hope this article has helped you understandapproach plates a little better.

If you want to learn more, consider buying one ofthe volumes of the FAA publication “U.S. TerminalProcedures.” The FAA divides the U.S. into twenty-four regions and the publication price for any oneregion is only $3.00.

If you want to download an approach plate for aspecif ic airport, visit http://edj.net/cgi-bin/echoplate.pl (this site was working as presstimeand approach plates are free).

understanding approach plates

Documents

minimum descent

initial approach

final approach

missed approach

instrument

approach reference

missed approach

intensity