1、Chapter 6 Approach Charts,6.1 Introduction6.2 Layout and Information6.3 Non-Precision Approaches6.4 Precision Approach6.5 Straight-In Approaches6.6 Approaches with Reversals,Approach charts are graphic representations of instrument approaches that are available at a given airport. The standards used
2、 in designing these instrument approaches are governed by each countrys controlling civil aviation administration (CAA): TERPS PANS-OPS JAR OPS,6.1 Introduction,6.2 Layout and Information,Jeppesens approach charts are designed by pilots for pilots. Take a closer look at a typical Jeppesen approach c
3、hart to see what information is provided. The Heading The Plan View Profile View Landing Minimums,Heading,Profile View,Plan View,Landing Minimum,6.2.1 Heading,The information in chart heading includes: Heading Border Data(图边信息） Communication Row（通信频率） Pre-Approach Briefing Strip & MSA（进近简令条和最低扇区高度）,
4、6.2.1.1 Heading Border Data,Location Name（机场地名） Procedure Identifier（程序名称） Chart Index Number（进近图索引号） Chart Date（进近图日期） Airport Identifier and Airport Name（机场代码和名称）,The procedure identifier is a common reference used by both the controller and the pilot to ensure both understand what instrument appr
5、oach procedure is expected.,Procedure Identifier,Location Name,Procedure Identifier,On Jeppesen Charts, the procedure identifiers is named according to the Navaids which provides final approach navigation guidance.,Location Name,Procedure Identifier,The chart index number is usually a three- or four
6、-digit number enclosed in an oval (椭圆形）at the top of the chart. The First Digit represents the airport number and is an arbitrary assignment. The Second Digit represents the chart type:,Chart Index Number,0-Area, DP, SID, STAR, Class B, etc.1-ILS, LOC, MLS, LDA (Localizer-type Directional Aid), SDF
7、(Simplified Directional Facility)2-RNAV3-VOR, VOR/DME4-TACAN5-RESERVED6-NDB7-Reserved8-PAR, ASR(airport/airfield surveillance radar), Stand-Alone GPS9-VOR DME RNAV, Charted Visual Flight Procedures (CVFP),The chart date may be used to ensure that the chart selected is correct and current. Each chart
8、 has a chart date and, additionally, may have an effective date. Dates are expressed in the format of day, month, year.,Chart Date,Revision Date,Effective Date,The four-letter airport identifier is a combination of an ICAO regional designation and airports governing agency designation. The three-let
9、ter identifier is a combination of an IATA. The name of the airport may be shortened and common prefixes and suffixes deleted.,Airport Identifier and Name,Airport Identifier,Airport Name,6.2.1.2 Communications Row,The first communication box (es) contains the frequency for obtaining noncontrol airpo
10、rt information and/or weather information from such facilities as ATIS, ASOS, or AWOS.“D” indicates that the ATIS is a digital transmission. Note a asterisk (*) indicates that the ATIS is operational on a part-time basis only.,Directional or altitude limitations may also be placed on the use of the
11、frequency. For example, if the frequency use is defined by a VOR radial or magnetic bearing, you must only use that frequency when flying in the specified area.,6.2.1.3 Pre-flight Approach Briefing Strip &MSA,These rows include the: Primary navigation aid Final approach course bearing Check altitude
12、 box Lowest minimum altitude. DA(H) or MDA(H) Airport elevation Minimum Safe Altitude (MSA) graphic Missed approach instructions Additional notes/Altimeter setting information,Primary Navigation Aid,Final Approach Course Bearing,Check Altitude Box,Lowest Minimum Altitude,Airport Elevation,MSA,Missed
13、 Approach,Additional Notes,Check Altitude Box,The content of the check altitude box varies depending on the type of approach you are flying: On precision approaches, it provides the crossing altitude of the glide slope at the OM. On non-precision approaches, it contains the altitude at the FAF.,Lowe
14、st Minimum Altitude,This altitude may be expressed as a DA or MDA, depending on the type of approach: For a precision approach, this box contains the lowest DA(H), generally based on a straight-in landing with all equipment operation. For a non-precision approach, it contains the lowest MDA(H) for t
15、he straight-in landing.,The airport elevation is the highest point of an airports usable runways, while the TDZE is the highest elevation in the first 3,000 feet of the landing surface.Terps Pans-ops,Airport Elevation,The MSA indicates the minimum altitude you can fly that will provide you with at l
16、east 1,000 feet of obstruction clearance within the given radius of the fix or facility designated below the MSA circle (when not specified, the radius is 25 nautical miles). The center of the MSA is normally the locator on ILS or localizer approaches, the VOR on VOR or VOR/DME approaches, and the N
17、DB on NDB approaches.,MSA,Missed Approach Instructions,The full textual description of the missed approach procedure is placed in the pre-approach briefing strip area, since the entire missed approach procedure should be reviewed during the pre-approach briefing.,This information could include requi
18、rements for altimeter setting units, avionics（航空电子设备）, ground installation systems, crew training, and many and varied other requirements unique to an approach procedure.,Additional Notes/Altimeter Setting Information,6.2.2 Plan View,The plan view of the instrument approach chart is a graphic overvi
19、ew（形象的概述） of the approach procedure. It is placed under the heading section for you to use as a visual planning aid. The symbology of plan view has been divided into four major categories:Scale, Terrain（地形）and Elevation symbols Navaid symbols Flight track symbols Airspace fix symbols,6.2.2.1 Scale,
20、Topographical, and Elevation Symbols,Scale,Elevation,Man-made structure Elevation,Navaid Symbology,Missed Approach Track,Contour,Prohibitive Area,longitude,latitude,Approach Track,Fix,Scale,The plan view is depicted to scale. To help you measure distance, a mileage(里程） scale is located along the lef
21、t side of the chart. Normally, this scale is one inch equals five nautical miles (1inch=5 nm). However, occasionally the length of the approach may require a different scale factor to be used.,The instrument approach plan view includes some, but not all, orientation details. Lakes or large water are
22、as, rivers, and aeronautical lights/beacons are all examples of orientation details found in the plan view.,Terrain Symbols,Terrain and Man-made structures,A bold arrow indicates the highest portrayed terrain high point or man-made structure depicted in the plan view. The elevation of the depicted t
23、errain high points and man-made structures is reported in feet above mean sea level in the plan view. An inverted “ ” symbol with a dot represents an unidentified man-made structure. When man-made objects are known, they are depicted with specific symbols such as a tower or a building.,The IFR airpo
24、rt of landing is depicted with a diagram of its runways according to scale. Other airports that fall within the plan view and underlie the instrument approach are also depicted, as follows:,Airport Symbols,6.2.2.2 Navaid Symbology,Navaid facilities Marker beacons Facility information boxes,Navigatio
25、n Facilities,Front Course,Back Course,Offset Facility,VOR & NDB,Marker Beacons,Facility Information Boxes,Information box (es) with shadow means that it is used as the main navaid when acting final approach.,6.2.2.3 Flight Track Symbols,Flight track symbols are used to depict the: Instrument approac
26、h procedure flight track, including the missed approach track; Radials, including lead radials and cross radials; Bearing and courses; Approach transitions, feeder routes, and/or arrival routes, including distances and altitudes; Course reversals, including procedure turns; Holding patterns.,Flight
27、Track,Approach procedure flight trackMissed approach trackVisual flight trackHigh level track,Magnetic Bearings and Courses,True CourseMagnetic Heading (Routes without radio aids guidance)Magnetic Course,Radial,Radial,Radial,Radial,Course Reversals and Procedure Turns,Holding Pattern,6.2.2.4 Airspac
28、e Fixes,Fixes, reporting points and waypoints are all geographical positions or locations that may be used for navigation purposes on an approach procedure course. Fixes and Reporting Points Waypoints Computer Navigation Fixes (CNFs) and Database Identifiers,There are basically two categories of fix
29、es, reporting points, and/or waypoints:,DME Fixes,Waypoints,6.2.3 Profile View,The profile view schematically(直观地） portrays a side view of the approach procedure flight path. It begins at the same location as the plan view and contains many of the same symbols; however, it is not drawn to scale.,The
30、 symbols in profile view include: Flight tracks, including bearings, distances, times, course reversals, Airspace fixes, including FAF, stepdown fix, MAP, visual descent points, and makers Altitudes, including the recommended descent altitude/height Conversion table missed approach points, Lighting
31、and missed approach icons,6.2.3.1 Descent Flight Tracks,(non) Precision Approach,Glide Slope,MLS Glide Path,Non-precision Glide Slope,High level approach track,Visual flight track,Outbound limitedby DME,Outbound limitedby Time,6.2.3.2 Airspace Fixes,The flight track from intermediate approach course
32、 to final approach course is defined by Marker Beacons, Fixes, Waypoints and Navaids on the profile view.,FAF/FAP,Fix,Navaid,MAP,For a nonprecision approach procedure, the FAF is indicated on the profile view by a Maltese Cross（马耳他叉）, if specified by the state source.,FAF/FAP,Stepdown Fixes,After yo
33、u overfly stepdown fixes, you can further descend to a minimum descent altitude. When you cannot identify a stepdown fix, you must level off at the minimum altitude specified for that fix.,Only one stepdown fix normally is permitted between the final approach fix and the missed approach point.,The M
34、AP (Missed Approach Point) is a point prescribed in each instrument approach procedure at which a missed approach procedure must be executed if the required visual reference has not been achieved.,MAP,Precision Approach MAP,Nonprecision Approach MAP,For precision approaches, the MAP is the point whe
35、re you reach the DA(H), while descending on the glide slope. For nonprecision approaches, the MAP occurs either at a fix defined by a navaid, The conversion table will specify the time at various speeds from the FAF to the MAP.,A VDP (Visual descent point) depicted by the letter V in the profile vie
36、w, represents the point from which you can make a normal descent to a landing, provided you have the approach end of the runway in sight and you are at the minimum descent altitude (MDA) . A descent below the MDA should not be started prior to reaching the VDP.,VDP,6.2.3.3 Altitudes,The profile view
37、 shows minimum altitudes along the flight track. All altitudes are given above QNH in feet, followed by a parenthetical(放在括号里的） number which represent height above the airport elevation (HAA). TDZE is the highest elevation in the first 3,000 feet of the landing surface. TCH (Threshold Crossing Heigh
38、t) is a theoretical height above the runway threshold when you are established on the glide slope descent path.,6.2.3.4 Conversion Tables,For a precision approach, the table lists the glide slope angle,groundspeed and the rate of descent for the ILS glide slope (descent in feet per minute).,For nonp
39、recision approaches, the table relates groundspeed to the distance from the FAF (the LOM or similar fix) and shows the time in minutes and seconds to fly from FAF or other specified fix to MAP.,For combined ILS and LOC approaches, only one descent table is provided when the ILS glide slope angle and
40、 the descent gradient of the LOC approach are coincidental.,6.2.3.5 Lighting Icons,PAPI: Precision Approach Path indicator,Standard 2-bar VASI,VASI: Visual approach slop indicator,Missed Approach Icons,6.2.4 Landing Minimums,The landing minimums table, found at the bottom of the Jeppesen approach ch
41、art, contains two types of minimums that must both be met in order to legally complete the approach to landing: DA(H)/MDA(H) VIS/RVR,6.2.4.1 Type of Procedure,Landing minimums are affected by any or all of the following factors: Straight-in Sidestep（旁侧进近） Circle-to-Land,6.2.4.2 Type of Approach,Anot
42、her differentiation made in the landing minimums table is the type of approach.Category I Precision Category II/III Precision Nonprecision Multiple Approach Types,Category III precision approaches typically do not have a decision altitude and require special certification for the operator and the in
43、dividual pilot.,Occasionally, a chart portrays more than one type of approach procedure on the same chart. In that case, multiple sets of straight-in minimums are provided.,6.2.4.3 Aircraft Approach Category,The type of aircraft affects the landing minimums. The landing minimums table includes divis
44、ions for each of four aircraft categories. Each aircraft is placed into an aircraft approach category based on its computed approach speed. This speed equals 130% of the aircrafts stall speed in the landing configuration at the maximum certificated landing weight.,6.2.4.4 Inoperative Components or V
45、isual Aids,Landing minimums usually increase when a required radio navigation component or visual aid becomes inoperative. Regulation permit you to make substitutions for certain components when the component is inoperative, or is not utilized during an approach. For example, on an ILS approach, a c
46、ompass locator or precision approach radar may be substituted for the outer marker where so depicted in the profile view.,When the ILS glide slope is inoperative, the procedure becomes a nonprecision localizer approach, raising the minimum altitude to which you can descend, and changing to a minimum
47、 descent altitude rather than a decision altitude.,Glide Slope,Sometimes lower minimums are allowed when you can identify a particular fix in a nonprecision final approach segment. Although DME may not be required to fly the specific approach procedure, the ability to identify a DME fix provides low
48、er minimums.,DME Fixes,Whether or not certain lighting systems (typically approach lights, centerline lights, or touchdown zone lights) are working affects the visibility requirements for the approach procedure.,Lighting,Middle Marker,Although in the U.S, the FAA has eliminated the penalty(处罚） for a
49、n inoperative middle marker, a few countries (such as Brazil, Chain Taipei ) continue the penalty.,Altimeter Setting,When an altimeter setting is derived from a remote source more than 5 miles from the airport reference point, rather than a local altimeter, the DA(H) or MDA(H) is increased by a fact
50、or that considers both the remote altimeter as well as the elevation difference between the landing airport and the remote altimeter airport.,6.2.4.5 Airport Operating Specifications,There are three primary specifications that Jeppesen applies when determining minimums: ICAO Document 9365, Manual of All-Weather Operations Joint Aviation Regulations Operations (JAR OPS-1 Subpart E) FAA Handbook 8260.3B TERPS,
