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045°
090° 270°
Holding/Racetrack Pattern 80°/260° Course Reversal
260°
090°
170°
Figure 5-29. Course Reversal Methods.
5-41
begins at an IAF and usually ends where it joins the
intermediate approach segment or at an IF. The letters IAF on an approach chart indicate the location of an IAF and more than one may be available.
Course, distance, and minimum altitudes are also provided for initial approach segments. A given procedure may have several initial approach segments.
When more than one exists, each joins a common
intermediate segment, although not necessarily at the
same location.
Occasionally, a chart may depict an IAF, although there
is no initial approach segment for the procedure. This
usually occurs at a point located within the en route
structure where the intermediate segment begins. In this
situation, the IAF signals the beginning of the intermediate segment.
INTERMEDIATE APPROACH SEGMENT
The intermediate segment is designed primarily to position the aircraft for the final descent to the airport. Like
the feeder route and initial approach segment, the chart
depiction of the intermediate segment provides course,
distance, and minimum altitude information.
The intermediate segment, normally aligned within 30°
of the final approach course, begins at the IF, or intermediate point, and ends at the beginning of the final
approach segment. In some cases, an IF is not shown on
an approach chart. In this situation, the intermediate segment begins at a point where you are proceeding
inbound to the FAF, are properly aligned with the final
approach course, and are located within the prescribed
distance prior to the FAF. An instrument approach that
incorporates a procedure turn is the most common
example of an approach that may not have a charted IF.
The intermediate segment in this example begins when
you intercept the inbound course after completing the
procedure turn. [Figure 5-31]
FINAL APPROACH SEGMENT
The final approach segment for an approach with vertical guidance or a precision approach begins where
the glide slope intercepts the minimum glide slope
intercept altitude shown on the approach chart. If ATC
authorizes a lower intercept altitude, the final
approach segment begins upon glide slope interception at that altitude. For a nonprecision approach, the
final approach segment begins either at a designated
FAF, depicted as a cross on the profile view, or at the
point where the aircraft is established inbound on the
final approach course. When a FAF is not designated,
such as on an approach that incorporates an on-airport
VOR or NDB, this point is typically where the procedure turn intersects the final approach course
inbound. This point is referred to as the final
approach point (FAP). The final approach segment
ends at either the designated MAP or upon landing.
FAF
Beginning of
Intermediate Segment
IAF
Initial Approach
Segment
Feeder Route
Enroute Fix
Figure 5-31. Approach without a Designated IF.
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There are three types of procedures based on the
final approach course guidance:
• Precision Approach (PA) — an instrument
approach based on a navigation system that provides course and glidepath deviation information
meeting precision standards. Precision Approach
Radar (PAR), ILS, and Microwave Landing
System (MLS) procedures are examples of PA
procedures.
• Approach with Vertical Guidance (APV) — an
instrument approach based on a navigation system that is not required to meet the precision
approach standards but provides course and
glidepath deviation information. Baro-VNAV,
LDA with glidepath, and LPV are examples of
APV approaches.
• Nonprecision Approach (NPA) — an instrument
approach based on a navigation system that
provides course deviation information but no
glidepath deviation information is considered a
NPA procedure. VOR, TACAN, LNAV, NDB,
LOC and ASR approaches are examples of
NPA procedures.
MISSED APPROACH SEGMENT
The missed approach segment begins at the MAP
and ends at a point or fix where an initial or en route
segment begins. The actual location of the MAP
depends upon the type of approach you are flying.
For example, during a precision or an APV approach,
the MAP occurs at the DA or DH on the glide slope.
For nonprecision approaches, the MAP is either a
fix, NAVAID, or after a specified period of time has
elapsed after crossing the FAF.
APPROACH CLEARANCE
According to FAA Order 7110.65, Air Traffic Control,
　
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