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circumstances, the departure controller will issue
further instructions before the aircraft reaches the
final fix of the missed approach course. It is also
common for the designated fix to be an IAF so that
another approach attempt can be made without
having to fly from the holding fix to an IAF.
As shown in Figure 5-25 on page 5-36, there are many
different ways that the MAP can be depicted, depending on the type of approach. On all approach charts it is
depicted in the profile and planviews by the end of the
solid course line and the beginning of the dotted missed
approach course line for the “top-line”/lowest published minima. For a precision approach, the MAP is
the point at which the aircraft reaches the DA or DH
while on the glide slope. MAPs on nonprecision
approaches can be determined in many different ways.
If the primary NAVAID is on the airport, the MAP is
normally the point at which the aircraft passes the
NAVAID.
On some nonprecision approaches, the MAP is given as
a fixed distance with an associated time from the FAF to
the MAP based on the groundspeed of the aircraft. A
table on the lower right hand side of the approach chart
shows the distance in NM from the FAF to the MAP and
the time it takes at specific groundspeeds, given in 30-
knot increments. Pilots must determine the approximate
groundspeed and time based on the approach speed and
true airspeed of their aircraft and the current winds along
the final approach course. A clock or stopwatch should
be started at the FAF of an approach requiring this
method. Many nonprecision approaches designate a specific fix as the MAP. These can be identified by a course
(LOC or VOR) and DME, a cross radial from a VOR, or
an RNAV (GPS) waypoint.
Obstacles or terrain in the missed approach segment
may require a steeper climb gradient than the standard
200 feet per NM. If a steeper climb gradient is
required, a note will be published on the approach chart
plan view with the penetration description and examples of the required FPM rate of climb for a given
groundspeed (future charting will use climb gradient).
An alternative will normally be charted that allows
using the standard climb gradient. [Figure 5-25 on page
5-36] In this example, if the missed approach climb
requirements cannot be met for the Burbank ILS RWY
8 chart, the alternative is to use the LOC RWY 8 that is
charted separately. The LOC RWY 8, S-8 procedure
has a MDA that is 400 foot higher than the ILS RWY 8,
S-LOC 8 MDA, and meets the standard climb gradient
requirement over the terrain.
EXAMPLE APPROACH BRIEFING
During an instrument approach briefing, the
name of the airport and the specific approach
Figure 5-22. Operation Below DA, DH, or MDA.
91.175 TAKEOFF AND LANDING UNDER IFR
(c) Operation below DH or MDA. Where a DH or MDA is
applicable, no pilot may operate an aircraft, except a military
aircraft of the United States, at any airport below the authorized
MDA or continue an approach below the authorized DH unless —
(1) The aircraft is continuously in a position from which a
descent to a landing on the intended runway can be made at a
normal rate of descent using normal maneuvers, and for
operations conducted under Part 121 or Part 135 unless that
descent rate will allow touchdown to occur within the
touchdown zone of the runway of intended landing.
(2) The flight visibility is not less than the visibility prescribed in
the standard instrument approach procedure being used; and
(3) Except for a Category II or Category III approach where any
necessary visual reference requirements are specified by the
Administrator, at least one of the following visual references
for the intended runway is distinctly visible and identifiable
to the pilot:
(i) The approach light system, except that the pilot
may not descend below 100 feet above the touchdown
zone elevation using the approach lights as a
reference unless the red terminating bars or the red
side row bars are also distinctly visible and
identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual approach slope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
5-34
procedure should be identified to allow other
crewmembers the opportunity to cross-reference
the chart being used for the brief. This ensures
that pilots intending to conduct an instrument
　
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