Approaches Flashcards
(25 cards)
Approach corridor
The volume of airspace in which an airplane maneuvering in accordance with a standard instrument approach procedure is provided adequate clearance from obstacles. The approach corridor is defined by the mandatory courses, the minimum altitudes, and the maximum distances prescribed for a particular standard instrument approach procedure.
Area navigation (RNAV)
FAA has created new low altitude area navigation (RNAV) “T” routes for the en route and terminal environments. The RNAV routes will provide more direct routing for IF aircraft and enhance the safety and efficiency of the National Airspace System. To utilize these routes aircraft are required to be equipped with IF approved GNSS. In Alaska, TSO-145a and 146a equipment is required.
Circle to land
A maneuver required, after completing a standard instrument approach procedure, to descend and land on a runway other than the one designated as the straight-in runway in the minimums section of that standard instrument approach procedure.
Decision altitude (DA)
A specified altitude (mean sea level (MSL)) on an instrument approach procedure (ILS, GLS, vertically guided RNAV) at which the pilot must decide whether to continue the approach or initiate an immediate missed approach if the required visual references are not visible.
Decision height (DH)
the height at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach, or to execute a missed approach. DH is referenced in feet above the threshold elevation.
Feeder routes
Are established where the lAF is not part of the en route structure and where preferred over other options [for example, radar vectors, terminal arrival area (TAA)]. The number of feeder routes where radar vectoring is provided on a 24-hour basis are limited, but where practical provide at least one route per location to account for radar/communications failure. Feeder routes originate at a navigation facility or named fix on an airway and terminate at another feeder fix or at an IAF. All feeder routes have course, minimum altitude, and distance information published.
Full approach
standard instrument approach procedure during which it is necessary to make a course reversal to establish the airplane inbound in the approach corridor.
Initial approach fix (IAF)
The fix depicted on IAP charts that identifies the beginning of the initial approach segment; there may be more than one IAF or none listed.
Intermediate fix (IF)
The fix that identifies the beginning of the intermediate approach segment of an instrument approach procedure. The fix is normally identified on the instrument approach chart as an IF.
Minimum decent altitude (MDA)
The lowest altitude (until lower is needed to land) to which descent is authorized on final approach or during circle-to-land maneuvering in the execution of a non-precision approach.
Missed approach point (MAP)
A point prescribed in each instrument approach procedure at which a missed approach shall be executed if the required visual reference does not exist. The missed approach point may be designated as a point in space (decision height) for a precision approach or defined as a geographic position in the case of a non-precision approach.
Non precision approach procedure
A standard instrument approach procedure in which no electronic glide slope or vertical guidance is provided; e.g. VOR, NDB, LOC, LOC (BC), ASR, LDA, GPS or SDF.
Precision final approach fix (PFAF)
PFAF is a calculated WGS84 geographic position located on the final approach course where the designed vertical path (NPA procedures) or glidepath (APV and PA procedures) intercepts the intermediate segment altitude (glidepath intercept
altitude). The PFAF marks the beginning of the Final Approach Segment (FAS). The calculation of the distance from LTP to PFAF includes the earth curvature.
Precision approach
standard instrument approach procedure in which an electronic glide slope glide path is provided; e.g. ILS/MLS, vertically guided RNAV and PAR.
Standard instrument approach procedure
The series of predetermined maneuvers for the orderly transfer of an aircraft in IMC from the beginning of the initial approach to a point from which a landing may be made visually. This is sometimes referred to as an instrumen.
approach procedure (IAP).
Stepdown fix
fix that permits additional descent within a segment of an instrument approach procedure
A stepdown fix may be used on the approach to ensure adequate obstacle clearance. Having identified a stepdown fix, you may decend to the next lowest
published altitude.
Straight in approach
A standard instrument approach procedure in which the airplane is established inbound in the approach corridor by a method other than a course reversal. (See Full Approach.)
Straight in landing
A landing made, after completing a standard instrument approach procedure, on the runway designated as the straight-in runway in the minimums section of that standard instrument approach procedure.
(See Circle-to-Land.)
U.S terminal procedure publication (TPP)
-These are the charts that graphically display the standard instrument approach procedures. They are prepared by NACO for the FAA and Department of Defense (DoD).
Minimum reception altitude
(MRA)-Determined by
FAA fight inspection traversing an entire route of flight to establish the minimum altitude the navigation signal can be received for the route and for off-course NAVAID facilities that determine a fix. When the MRA at the fix is higher than the MEA, an MRA is established for the fix and is the lowest altue at which an intersection can be determined.
Maximum authorized altitude (MAA)
A published attitude representing the maximum usable altitude or flight level for an airspace structure or route segment. It is the highest attitude on a Federal airway, jet route, RNAV low or high route, or other direct route for which an MEA is designated at which adequate reception of navigation signals is assured.
Minimum obstruction clearance altitude (MOCA)
-The lowest published altitude in effect between fixes on VOR airways, off-airway routes, or route segments that meets obstacle clearance requirements for a VOR. The MOCA seen on the en route chart may have been computed by adding the required obstacle clearance (ROC) to the controlling obstacle in the primary area or computed by using a TERPS chart if the controlling obstacle is located in the secondary area. This figure is then rounded to the nearest 100-foot increment (i.e., 2049 feet becomes 2000, and 2050 feet becomes 2100 feet). An extra 1000 feet is added in mountainous areas, in most cases.
Minimum turning altitude (MTA)
charted altitude providing vertical and lateral obstruction clearance based on turn criteria over certain fixes, NAVAIDs, waypoints, and on charted route segments. When a VHF airway or route terminates at a NAVAID or fix, the primary area extends beyond that termination point. When a change of course on VHF airways and routes is necessary, the en route obstacle clearance turning area extends the primary and secondary obstacle clearance areas to accommodate the turn radius of the aircraft. Since turns at or after fix passage may exceed airway and route boundaries, pilots are expected to adhere to airway and route protected airspace by leading turns early before a fix. The turn area provides obstacle clearance for both turn anticipation (turning prior to the fix) and flyover protection (turning after crossing the fix). Turning fixes requiring a higher MTA are charted with a flag along with accompanying text describing the MTA restriction.
Minimum crossing altitude (MCA)
MCA is the lowest altitude at certain fixes at which the aircraft must cross when proceeding in the direction of a higher minimum en route IFR altitude. MCAs are established in all cases where obstacles intervene to prevent pilots from maintaining obstacle clearance during a normal climb to a higher MEA after passing a point beyond which the higher MEA applies. The same protected en route area vertical obstacle clearance requirements for the primary and secondary areas are considered in the determination of the MCA.
