• Kenai Approach Plates Ifr

An ' depicting an instrument approach procedure for an approach to in the United StatesIn aviation, an instrument approach or instrument approach procedure ( IAP) is a series of predetermined maneuvers for the orderly transfer of an aircraft under from the beginning of the initial approach to a landing or to a point from which a landing may be made visually. These approaches are approved in the European Union by and the respective country authorities and in the United States by the or the for the military. The defines an instrument approach as a series of predetermined maneuvers by reference to flight instruments with specific protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if landing is not completed, to a position at which or enroute obstacle clearance criteria apply.There are three categories of instrument approach procedures: precision approach (PA), approach with vertical guidance (APV), and non-precision approach (NPA). A precision approach uses a navigation system that provides course and guidance.

Examples include (PAR), (ILS), and (GLS). An approach with vertical guidance also uses a navigation system for course and glidepath deviation, just not to the same standards as a PA. Examples include, (LDA) with glidepath, /VNAV.

Kenai Approach Plates Ifr

A non-precision approach uses a navigation system for course deviation but does not provide glidepath information. These approaches include, and LNAV.

PAs and APVs are flown to a decision height/altitude (DH/DA), while non-precision approaches are flown to a minimum descent altitude (MDA).: 757IAP charts are that portray the aeronautical data that is required to execute an instrument approach to an airport. Besides depicting topographic features, hazards and obstructions, they depict the procedures and airport diagram. Each procedure chart uses a specific type of electronic navigation system such as an NDB, VOR, ILS/ and.: 981–982 The chart name reflects the primary (NAVAID), if there is more than one straight-in procedure or if it is just a circling-only procedure. A communication strip on the chart lists frequencies in the order they are used. Minimum, maximum and mandatory altitudes are depicted in addition to the minimum safe altitude (MSA) for emergencies. A cross depicts the final approach fix (FAF) altitude on NPAs while a lightning bolt does the same for PAs. NPAs depict the MDA while a PA shows both the decision altitude (DA) and decision height (DH).

Finally, the chart depicts the procedures in plan and profile view, besides listing the steps in sequence.: 4-9,4-11,4-19,4-20,4-41Before was available for civilian aviation, the requirement for large land-based (NAVAID) facilities generally limited the use of instrument approaches to land-based (i.e. Asphalt, gravel, turf, ice) runways (and those on ). Technology allows, at least theoretically, to create instrument approaches to any point on the Earth's surface (whether on land or water); consequently, there are nowadays examples of water aerodromes (such as in, United States) that have GNSS-based approaches.

Contents.Instrument approach segments An instrument approach procedure may contain up to five separate segments, which depict course, distance, and minimum altitude. These segments are: 4-43,4-53. Feeder routes: A route for aircraft to proceed from the en route structure to the, which includes the course and bearing to be flown, the distance, and the minimum altitude.: 4-43. Initial approach segment: This segment provides a method for aligning the aircraft with the intermediate or final approach segment and to permit descent during the alignment. It begins at an IAF and ends at the intermediate approach segment or intermediate fix (IF). A arc, a procedure turn, or holding pattern may be involved or the terminal route may simply intersect the final approach course.: 4-50. Intermediate approach segment: This segment positions the aircraft for the final descent to the airport.

It begins at the IF and ends at the final approach segment.: 4-53. Final approach segment: For a PA or APV, this segment starts where the glideslope intercepts the glideslope-intercept altitude plane.

For an NPA, this segment starts at the FAF, final approach point (FAP), or where the aircraft is established on the final approach course. This segment ends at either the designated (MAP) or upon landing.: 4-53. Missed approach segment: This segment starts at the MAP and ends at a point or fix where the initial or en route segment begins.: 4-54When an aircraft is under, (ATC) may replace some or all of these phases of the approach with radar vectors (ICAO radar vectoring is the provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar).: 1033 ATC will use an imaginary 'approach gate' when vectoring aircraft to the final approach course. This gate will be 1 (NM) from the FAF and at least 5 NM from the landing threshold.

Outside radar environments, the instrument approach starts at the IAF.: 4-54,4-56 Types of approaches Though ground-based NAVAID approaches still exist, the FAA is transitioning to approaches which are satellite-based (RNAV). Additionally, in lieu of the published approach procedure, a flight may continue as an flight to landing while increasing the efficiency of the arrival with either a contact or visual approach.: 4-57 Visual approach A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure.A visual approach may be requested by the pilot or offered by ATC. Visual approaches are possible when weather conditions permit continuous visual contact with the destination airport. They are issued in such weather conditions in order to expedite handling of IFR traffic. The ceiling must be reported or expected to be at least 1000 feet AGL and the visibility is at least 3 (statute miles).: 4-57A pilot may accept a visual approach clearance as soon as the pilot has the destination airport in sight. According to ICAO Doc.

4444, it is enough for a pilot to see the terrain to accept a visual approach. The point is that if a pilot is familiar with the terrain in the vicinity of the airfield he/she may easily find the way to the airport having the surface in sight.ATC must ensure that weather conditions at the airport are above certain minima (in the U.S., a ceiling of 1000 feet AGL or greater and visibility of at least 3 statute miles) before issuing the clearance. According to ICAO Doc. 4444, it is enough if the pilot reports that in his/her opinion the weather conditions allow a visual approach to be made.

In general, the ATC gives the information about the weather but it's the pilot who makes a decision if the weather is suitable for landing. Once the pilot has accepted the clearance, he/she assumes responsibility for separation and wake turbulence avoidance and may navigate as necessary to complete the approach visually. According to ICAO Doc. 4444, ATC continues to provide separation between the aircraft making a visual approach and other arriving and departing aircraft. A 'procedure turn' maneuver, showing two commonly used variations in the way it may be performed by a pilot.Some approach procedures do not permit straight-in approaches unless the pilots are being radar vectored.

In these situations, pilots are required to complete a procedure turn (PT) or other course reversal, generally within 10 NM of the PT fix, to establish the aircraft inbound on the intermediate or final approach segment.: 4-49 When conducting any type of approach, if the aircraft is not lined up for a straight-in approach, then a course reversal might be necessary. The idea of a course reversal is to allow sufficiently large changes in the course flown (in order to line the aircraft up with the final approach course), without taking too much space horizontally and while remaining within the confines of protected airspace. This is accomplished in one of three ways: a procedure turn, a holding pattern, or a teardrop course reversal.Procedure turn (PT) ICAO defines a PT as a maneuver in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track.: 775,1030: 4-49 A standardized way of reversing course to get lined up for final approach. The approach chart must indicate that a procedure turn is authorized for the approach, via a 'procedure turn barb' symbol or a similar notation.

Note that when a procedure turn exists for an approach, the maximum speed of the aircraft in the procedure turn is limited by regulations (typically, it should not exceed 200 knots IAS). The procedure turn is typically entered by tracking a navaid course outbound (usually following a reciprocal of the inbound course), and then turning 45° off of the course; after that, the pilot flies this leg for a certain time, then conducts a 180° turn to get on a 45° intercepting course, and then re-intercepts the inbound course.

Hold in lieu of procedure turn It is established over a final or intermediate fix when an approach can be made from a properly aligned holding pattern. It is a required maneuver, as is a PT, unless the aircraft is being radar vectored to the final approach course, when 'NoPT' is shown on the approach chart, or when the pilot requests or the controller advises the pilot to make a 'straight-in' approach.: 775,1011: 4-50 This maneuver is commonly referred to as the racetrack pattern. It is another method of course reversal, but it can also be used for losing altitude within protected airspace. A holding pattern used for this purpose is depicted in U.S. Government publications as the 'hold-in-lieu-of-PT' holding pattern symbol. The procedure has two parallel legs, with 180° turns between them.

Teardrop procedure or penetration turn The teardrop procedure consists of departure from an initial approach fix on an outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point.: 775 If the controlled airspace is extremely limited, a teardrop may be used to reverse the direction of the aircraft and permit the aircraft to lose altitude. This procedure is shaped like a teardrop, hence the name. It typically consists of the outbound course flown at 30° angle to the reciprocal of the inbound course, and then making a 210° turn to intercept the inbound course.

Circle-to-land maneuver Circle-to-land is a maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable, and only after ATC authorization has been obtained and the pilot has established and maintains required visual reference to the airport.: 994: 4-11 A circle-to-land maneuver is an alternative to a straight-in landing. 'Instrument Approach Procedure'. Archived from (PDF) on 2016-07-29. Retrieved 2016-08-19. ^ ASA's 2012 FAR and AIM Series. Aviation Supplies & Academics, Inc.

P. 1013. ^.

Archived from on 2014-12-08. Retrieved 2015-03-02. CS1 maint: archived copy as title. ^.

Archived from on 2015-03-03. Retrieved 2015-03-02. CS1 maint: archived copy as title.

^ (PDF). 2017. (pdf). Retrieved 2013-05-06.

^ (PDF). Retrieved 2017-12-04. ^ (PDF) (5th ed.). Archived from (pdf) on 2016-05-19.

Retrieved 2013-01-27. Balter, J. Deborah (2004-01-01). Trafford Publishing. P. 217. See approach plates for 'LOC RWY 16R', 'ILS RWY 16R' and 'ILS or LOC/DME RWY 34L' approaches at KRNO.Audio and multimedia resources.

).External links. Patrick Lambert. James Albright (Apr 27, 2017). Business & Commercial Aviation.

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