Missed Approach Point Study Guide - captainslog.aero · Scenario #4: ILS or LOC Approach with DME Example procedure: KAPN ILS or LOC RWY 1 On an ILS, the missed approach point is

Missed Approach Point Study Guide Retrieved from http://captainslog.aero/?p=1429

Introduction

Reading a missed approach procedure is a critical step toward briefing and flying a complete instrument approach to an airport. The missed approach point is the position where the pilot must immediately climb away from the airport if the landing criteria of FAR 91.175(c) are not met. There are two challenges involved in reading the missed approach point: a. Location

Where is the missed approach point? The profile view depicts the missed approach point as the beginning of a dashed line, as shown above. It is generally located between the final approach fix and the airport. However, only one missed approach point is depicted, and each procedure may have two or three different missed approach points. Common locations for a missed approach point include the runway threshold, the primary NAVAID for the approach, and the intersection of the glide slope with the decision altitude.

b. Identification

How does the pilot know when the aircraft has reached the missed approach point? The pilot must understand the aircraft position relative to the missed approach point while flying each instrument approach procedure. Because each procedure has a unique configuration, the indications and techniques used to identify the missed approach point may be unique as well. Common identifiers for a missed approach point include a named waypoint, a DME fix, and a time and speed table.

This study guide contains several scenarios that illustrate the most common types of instrument approach configurations. These can be used as examples for learning to read and identify the location of a missed approach point.

Revised 7 January © 2015 by Robert Chapin

Scenario #1: ILS Approach

Example procedure: KDTW ILS Y RWY 4L

On an ILS, the missed approach point is that point at which the glide slope intersects the Decision Altitude (DA). In this example, the climb to 1,100 ft is initiated upon reaching 895 ft and deciding to go missed. In case of an early missed approach, the pilot would rely on DME or RADAR to approximate crossing the missed approach point before making the left turn. The point depicted as (TICUD) is called a Computer Navigation Fix.

Scenario #2: LOC Approach without DME

Example procedure: KEMV LOC RWY 34

On the example LOC, the missed approach point can be identified only by flying a timed leg using a clock. The climb to 3,000 ft is initiated when the final approach time expires, and the right turn can be made at or beyond that point. In general, it is “inadvisable or impossible” to execute a normal landing from the missed approach point of a non-precision approach procedure. The missed approach point is the same for straight-in and circling approaches.


In case of an early missed approach, the pilot would maintain the approach speed and cross the missed approach point before making the right turn. The profile for a LOC approach is essentially identical to VOR and NDB approaches. VOR and LOC approaches are relatively rare without DME, but they help to explain the following procedures that are more complex. NDB approaches usually do not have DME service. A runway fix is sometimes depicted at the missed approach point, as in the KDET NDB RWY 15. This might serve as a quasi-DME for GPS equipped pilots.

Scenario #3: LOC Approach with DME

Example procedure: KIMT LOC/DME BC RWY 19

On the example LOC, the missed approach point is 1.5 DME from the IMT VOR/DME. The climb to 3,100 ft is initiated at or before 1.5 DME, and the left turn can be made at or beyond 1.5 DME. In general, it is “inadvisable or impossible” to execute a normal landing from the missed approach point of a non-precision approach procedure (the descent angle from 1.5 DME in this example would be 5.6 degrees). The missed approach point is the same for straight-in and circling approaches. To use DME in identifying the missed approach point, the DME number must be published in the procedure, which is not always the case. Not pictured in the excerpt above is the airport sketch from this procedure which states, “5.3 NM from FAF.” According to an FAA document (Control # 12-02-257) this is called the Airport Sketch Final Approach Course. It can be depicted six different ways and may or may not represent the location of a missed approach point. It is therefore incorrect, when briefing any procedure, to use the arrow in the airport sketch to identify the missed approach point.


Scenario #4: ILS or LOC Approach with DME

Example procedure: KAPN ILS or LOC RWY 1

On an ILS, the missed approach point is that point at which the glide slope intersects the Decision Altitude (DA). This is depicted by “the beginning of the dotted missed approach course line” in profile view. On the example LOC, the missed approach point is 1.1 DME from the APN VORTAC. The climb to 1,100 ft is initiated at or before 1.1 DME, and the left turn can be made at or beyond 1.1 DME. In general, it is “inadvisable or impossible” to execute a normal landing from the missed approach point of a non-precision approach procedure. If not equipped with DME or a GPS substitute, the missed approach point can be identified by flying a timed leg using a clock. The missed approach point is the same for straight-in and circling approaches, but is different from the ILS. The missed approach course for straight-in LOC or circling is not depicted in profile view. A common mistake when briefing this type of procedure is to state that the missed approach point is 6.3 NM from the final approach fix, which is depicted four different ways in the profile view and airport sketch. The correct way to identify the missed approach point is by using 1.1 DME, which is 6.2 DME beyond the final approach fix. Notice they are not the same numbers. This type of approach is named LDA if not aligned within 3° of the runway centerline. The lines of minima are named LDA/GS instead of S-ILS, and LDA instead of S-LOC. The profile is essentially identical, but LDA/GS is considered an APV type rather than a precision type.


Scenario #5: ILS or LOC Approach without DME

Example procedure: KDET ILS or LOC RWY 15

On an ILS, the missed approach point is that point at which the glide slope intersects the Decision Altitude (DA). This is depicted by “the beginning of the dotted missed approach course line” in profile view. In case of an early missed approach, no turns are allowed prior to reaching the CARGL NDB. On the example LOC, the missed approach point can be identified only by flying a timed leg using a clock. The missed approach point is the same for straight-in and circling approaches, but is different from the ILS. The missed approach course for straight-in LOC or circling is not depicted in profile view.

Scenario #6: VOR Approach with Incomplete DME Information

Example procedure: KDET VOR RWY 33

On the example VOR, the missed approach point can be identified only by flying a timed leg using a clock. The climb to 3,000 ft is initiated when the final approach time expires. In general, it is “inadvisable or impossible” to execute a normal landing from the missed approach point of a non-precision approach procedure. The missed approach point is the same for straight-in and circling approaches.


Also note this procedure requires a descent angle greater than 3 degrees. A common mistake when briefing this type of procedure is to state that the missed approach point is 3.8 NM from the final approach fix, or 12.3 DME. The correct way to identify the missed approach point is by using the times depicted below the profile view. Notice the missed approach point DME is not depicted. In this example, DME is used only to identify the top of descent fix and the final approach fix. The example procedure KACB VOR RWY 2 was deleted on 8 January 2015.

Scenario #7: VOR at the Airport

Example procedure: KAPN VOR RWY 1

On the example VOR, the missed approach point is identified when the VOR direction flag changes to the FROM indication. The climb to 2,800 ft is initiated at or before the VOR, and the right turn can be made at or beyond the VOR. Similarly, on an NDB approach, the ADF needle would indicate passing the NDB.


Scenario #8: RNAV without VNAV

Example procedure: KSLH RNAV (GPS) RWY 10

On an LNAV, the missed approach point is the last waypoint depicted in the profile view (RW10). In case of an early missed approach, no turns are allowed prior to reaching the FIKAM waypoint. LP is a slightly more precise RNAV guidance level provided by WAAS. The missed approach point is the same for LP, LNAV, and circling approaches.

Scenario #9: RNAV with VNAV

Example procedure: KADG RNAV (GPS) RWY 5

On an LPV or LNAV/VNAV, the missed approach point is that point at which the glide slope intersects the Decision Altitude (DA). In this example, there are two different DAs. The missed approach point for the “top-line” minima only is depicted by “the beginning of the dotted missed approach course line.” The missed approach course for LNAV/VNAV is not depicted in profile view.


In case of an early missed approach, no turns are allowed prior to reaching the EZHAF waypoint. On an LNAV, the missed approach point is the last waypoint depicted in the profile view (RW05). In this example, it is difficult to distinguish between the missed approach point and the visual descent point (VDP). A pilot would initiate the climb to 3,000 ft between the VDP and RW05. Since no turns are allowed and by definition it is impossible to make a normal landing beyond the VDP, there is no reason to wait for RW05. The missed approach point is the same for LNAV and circling approaches, but is different from the LPV and LNAV/VNAV. In other words, the example procedure has three different missed approach points. The missed approach course for LNAV is not depicted in profile view.

Scenario #10: LOC/VOR Approach

This is a technicality mentioned in the FAA handbooks. A missed approach point might be defined by a cross-radial from a second NAVAID, and identified during the approach using a second receiver. However, this is extremely rare and I have yet to find any example of this in a non-military procedure. Cross radials are more commonly used to identify a final approach fix. Reference KNFW ILS or LOC RWY 17.

Scenario #11: LOC/DME with RNAV Substitution

Example procedure: KORK LOC/DME RWY 5

LOC/DME procedures rarely include timed legs or a named fix or intersection to identify the missed approach point. On the example LOC, the missed approach point may be identified only by using DME. Because general aviation aircraft are increasingly dependent on GPS distance information and may not have DME transceivers, the pilot must determine whether the avionics are “suitable” for this procedure. This includes procedures titled “ILS or LOC/DME” which are


relatively common. RNAV substitution for the DME is allowed per AC 90-108 to “determine aircraft position relative to or distance from a … DME fix.” Notice it also says, “Pilots must extract waypoints, NAVAIDs, and fixes by name.”

The attached photo of a GNS 430 receiver shows that the I-ORK facility can be identified by name when manually entered as IORK. The small blue square symbol next to the cursor indicates this is a DME facility. Note the DME antenna is located beyond and offset from the final approach path for this procedure. GNS 430 is capable of displaying the distance to this facility, but it will not load the 1 DME fix via the procedures menu for non-overlay approach information. As described in AIM 1-1-18(n)(11), “a DME fix will not be in the waypoint sequence on the GPS receiver unless there is a published name assigned to it.”

Scenario #12: ASR Approach

RADAR identification of the missed approach point is provided for ASR approach procedures. However, the location of the missed approach point is not published. Air Traffic Control uses the following phrase to specify the location: “Missed approach point is (distance) miles from the runway.” During the approach, ATC uses this phrase to identify the point:

“Over missed approach point. If runway not in sight, execute missed approach.”

Scenario #13: PAR Approach

On a PAR procedure, the missed approach point is the intersection of the PAR glide path and a published decision altitude. The terms Decision Altitude (DA) and Decision Height (DH) have the same meaning in this case, and both are MSL altitudes. RADAR identification of the missed approach point is provided using the following phrase:

“At decision height.”


Scenario #14: Unusual Approaches

Example procedure: KSPS ILS or LOC/DME RWY 15C

Can you fly this ILS profile? Are you sure? Take a close look at it. What do all those symbols mean? If the glideslope is out of service, how will you identify the missed approach point? Maybe you are equipped for this, but maybe not! This study guide does not describe all real world situations. There are exotic procedures involving mountainous terrain, restricted airspace, Cat II & III, SDF, IGS, RNP, PRM, and many others. It is always the pilot’s responsibility to understand the procedure before attempting it.


652

689

716

881TWR

A5

A5

A

A

P

P

P

P

PP

A

A5

A5

A5

P

P

A

3L

12003 X 200

9L

9R

3R

27L

8500 X 150

10001 X 150

8501 X 200

27

R

21L21

R

4R

22R

10000 X 150

4L

22L

8708

X 150

ELEV

CATEGORY B C DA

250 (300- )895/24S-ILS 4L

RADAR REQUIRED

APP CRS

DETROIT, MICHIGAN

DETROIT, MICHIGAN

(DTW)

(DTW)

DETROIT METROPOLITAN WAYNE COUNTY

DETROIT METROPOLITAN WAYNE COUNTY

AL-119 (FAA)

645

Apt Elev

TDZE

Rwy ldg

645645

10000

ALSF-2

LOC/DME I-ALA

Chan

HIRL all runways

REIL Rwys 3L, 9L, 9R and 21R

TDZ/CL Rwys 4L, 4R and 3R

MSA DXO 25 NM

2800

12

T

ILS Y RWY 4L

ILS Y RWY 4L

LOC offset 2.52°

111.75IALA

RADAR

I-ALA 15.8

COZZY

RADAR

I-ALA 9.9

JITLI

RADAR

I-ALA 6.9

PEVSE

RADAR

I-ALA 5.7

MOTWN

037°

037°

037°

037°

(1.2)

2600 APCH FIX

ALTERNATE MISSED

359 YI

YIPPS

LOMYI

YI359

053°

233°

YIPPS

YI

UNITED S

TATE

SC

AN

AD

A

113.4

Chan 81

DXO

DETROITDXO(TICUD)

GS 3.00°

TCH 55

4000

2600

2600

037°7000

3000

6000

1.2 NM

5000

2.9 NM 2.9 NM 3 NM 3 NM

RADAR

I-ALA 18.6

SMPTR

RADAR

I-ALA 15.8

COZZY

RADAR

I-ALA 12.9

RUCOB

RADAR

I-ALA 9.9

JITLI

RADAR

I-ALA 6.9

PEVSE

RADAR

I-ALA 5.7

MOTWN

3000 SVM

111.75

213°

033° SMV

R-0

33

037°

5.9 NM

Chan 54 (Y)

I-ALA

LOCALIZER

037°

RADAR

I-ALA 18.6

SMPTR

(IAF)

RADAR

I-ALA 12.9

RUCOB

(IF)

217°

(TICUD)

(2.9) 6000

(2.9) 5000

(3) 4000

(3) 3000

D

GND CONDETROIT APP CON METRO TOWER

125.15 363.2

124.05 363.2

(EAST)

(WEST)

(SW)

(NW)

(SE)

(NE)

132.72

121.8

119.25

119.45ATIS

133.675 120.65CLNC DEL

Chan 90

114.3

SVM

SALEM

MISSED APCH FIX

TDZE 645

42°13’N-83°21’W

54(Y)

1313

(EAST)

(WEST)

118.4 317.725

135.0 317.725

Orig-A 26JUL12

with Rwy 3R. Procedure NA when glideslope not available.

DME or RADAR required. Simultaneous approach authorized

SVM VORTAC R-130 to SVM VORTAC and hold.

climbing left turn to 3000 on heading 320° and

MISSED APPROACH: Climb to 1100 then

1100

320°

hdg R-130

SVM

R-130

114.3 SVMChan 90

13178

781

1305

825

804

777

766

H

EC

-1, 14 NO

V 2013 to 12 D

EC

2013E

C-1

, 14

NO

V 2

013

to 1

2 D

EC

201

3

0.3

% U

P

P

P

ELEV

108.75 APP CRS 5010

126

CATEGORY B C DA

UNICOMAWOS-3

123.0124.175

WASHINGTON CENTER

(CTAF)L

A

EMPORIA, VIRGINIA

EMPORIA, VIRGINIA

(EMV)

(EMV)

AL-5534 (FAA)

126

LOC I-EMV

335°

CIRCLING

460-1

1700

Remain

within 10 NM

TCH 43

2.99

155°

335°

1600

600 3000

from FAF

335° 4.6 NM

155°

030°

2000

2000

(7.8)

(8.8)

209°

ADF REQUIRED

MSA ELQ 25 NM

2500 1600

335°

110°

290°

155°

180°

360°

777

202

LOCALIZER 108.75

NA

L

L

36°41’N - 77°29’W

NA

NA

632

362

669

GUMBE

I-EMV

ELQ

261 ELQ

EMPORIA

IAF

564

EMPORIA-GREENSVILLE RGNL

EMPORIA-GREENSVILLE RGNL

T

132.025 269.4

Rwy Idg

TDZE

Apt Elev

CIRCLING

S-34

S-34

SIPLE FIX MINIMUMS (DUAL VOR RECEIVERS REQUIRED)

720-1

580-1 454 (500-1)

720-1 594 (600-1) NA

NA

MAZON

573

489

202

SIPLEINT

720

2.8 NM1.8 NM

R-270

110.6 FKN

Chan 43

SIPLE INT

1801501209060Knots

Min:Sec

FAF to MAP 4.6 NM

4:36 3:04 2:18 1:50 1:32

x

x

(CFBBW)

(CFBBV)

MIRL Rwy 16-34

REIL Rwys 16 and 34

NDB

ELQ

14093

273

271

234

LOC RWY 34

LOC RWY 34Amdt 1A 03APR14

altimeter setting and increase all MDA 80 feet.

When local altimeter setting not received, use Ahoskie

122

TDZE 122

338 (400-1)

598 (600-1)

climb-in-hold to 3000.

right turn to 3000 direct ELQ NDB and hold, continue

MISSED APPROACH: Climb to 600 then climbing

X

X

X

5010 X 100

X

16

34

NE

-3, 03 AP

R 2014 to 01 M

AY

2014N

E-3

, 03

AP

R 2

014

to 0

1 M

AY

201

4

1359

1172

1179

0.8

% U

P

1192

V

V

A5

CATEGORY B C DA

ELEV

EMQIF

(IAF)and LOC (4.2)

100° (4.9)

3400 to IZLAR

010°

190°

(5)

2900

BACK COURSE

3400

2900

1660-1 478 (500-1)1660-1 1660-1

478 (500-1 ) 478 (500-1 )

1660-1478 (500-1)

1720-1538 (600-1)

1780-1 598 (600-1 )

1780-2598 (600-2)

1414

12

12

12

12

0.8

TCH 45

2.99°

190°

Turn NA

Procedure

4.5 NM 5 NM

from FAF

190° 5.3 NM

S-19

CIRCLING

slope indications.

Disregard glide

IZLAR

IZLAR

1.5

IMT

IMT

IMT

6

NOODL 11

IMT

IMT

IMT

I-IMT

Chan 49

111.2

IRON MOUNTAIN

UNICOM

122.8

11821182

MINNEAPOLIS CENTER

121.25 322.5 (CTAF) L

REIL Rwys 19 and 31

HIRL Rwy 1-19

MIRL Rwy 13-31 L

L

L

LOC/DME BC RWY 19

LOC/DME BC RWY 19

(IMT)

(IMT)

FORD

FORD

AL-5347 (FAA)

1182

IRON MOUNTAIN/KINGSFORD, MICHIGAN

IRON MOUNTAIN/KINGSFORD, MICHIGAN

MSA IMT 25 NM

3300 2900

150°

050

°

APP CRS

Apt Elev

TDZE

Rwy Idg

T

190°111.5 LOC I-IMT

ASOS

119.025

D

3100

1182TDZE

Amdt 13A 02MAY13

14093

191°

011°

LOCALIZER 111.5

direct IMT VOR/DME and hold.

Climb to 3100 then left turn

MISSED APPROACH:

1840

1805

1685

1669

1511

1429

1324

1399

2062

6

NOODL

R-011

IMT

IMT

R-0

11

11

below 1 SM NA. Rwy 19 Straight-in and Circling and Circling to Rwy 31 NA at night.

Simultaneous reception of I-IMT and IMT DME required. Helicopter visibility reduction

Circling NA northeast of Rwys 19 and 31. DME from IMT VOR/DME.

45°49’N-88°07’W

6481

VOR/DMEIMT

19

1

13

31

3809 X 75

6501 X 1

50

EC

-1, 03 AP

R 2014 to 01 M

AY

2014E

C-1

, 03

AP

R 2

014

to 0

1 M

AY

201

4

731

743

755

768TWR

A5

P

P

P

P

A5

CATEGORY B C DA

1

19

7

25

5028 X 100

9001 X 1

50

ELEV

2800

2800GS 3.00°

TCH 52

12

1260-1 570 (600-1)

1260-12 577 (600- )

2761

187°

007°

S-LOC 1

CIRCLING

S-ILS 1

1260-1

1260-1 570 (600-1 )

1260-2570 (600-2)

AILES

(IAF) 187°

206 AP

FELPS

LOM/IAFAPAPN 7.3

1100 2800

1801501209060Knots

Min:Sec

FAF to MAP 6.3 NM

6:18 4:12 3:09 2:31 2:06

ALPENA, MICHIGAN (APN)

690

AP

and 25

REIL Rwys 7, 19

MIRL Rwy 7-25

HIRL Rwy 1-19 L

L

L

from FAF

007° 6.3 NM

ALPENA COUNTY RGNL

APP CRS

Apt Elev

THRE

Rwy Idg

A NA

I-APN

LOCALIZER 109.7

ALPENA APP CONASOS

120.675

007°

ALPENA, MICHIGAN

128.425 379.3

LOC I-APN

109.7

T

D

ILS or LOC RWY 1

THRE 683

58

S-LOC 1

CIRCLING

12

1140-1 450 (500-1)

1140-12 457 (500- )

1212

457 (500- )1140-

1140-1 450 (500-1 )

1260-2570 (600-2)

45°05’N-83°34’W

78

78

HOMSU FIX MINIMUMS

58

58

14 577 (600-1 )1

4

883-12 200 (200- )12

LOC (2.7)

090° (3.9) and

2800 to YARLU

APN 13.3

YARLU

(IF)

4.6 NM1.7 NM

1260*

PANR-355

175°

355°

1.1

APN

*

142°322°187°

007°

1649

(6)

2800

within 10 NM

Remain

9001 683 690

IAPN

ALPENA TOWER

AL-718 (FAA)

121.35 318.1

799

MALSR

GND CON

Chan 25

108.8 APN

ALPENAAPN(CTAF) 121.9 275.8

ALPENA COUNTY RGNL

ILS or LOC RWY 1

and hold.

climbing left turn to 2800 direct AP LOM


L

1140

965

907

UNICOM

122.95

(APN)

1409

to 1 mile. ADF Required.

For inoperative MALSR, increase S-LOC 1 Cat C/D visibility

APN 2.8

HOMSULOC only

188° (7.3)2800 to LOM

APN 2.8

HOMSU

ALPENA

APN

108.8

Chan 25

ALTERNATE MISSED APCH FIX

(IYIJY)

Amdt 9 05MAY11

X

14037

2700

3500

MSA APN 25 NM

180°

090°

AP 7.3

LOM

EC

-1, 06 FE

B 2014 to 06 M

AR

2014E

C-1

, 06

FE

B 2

014

to 0

6 M

AR

201

4

677

671

781

650

668

692

TWR

714

V

P

P

CATEGORY B C DA

ELEV

2800

2600

Remain

within 10 NM

GS 3.00°

TCH 60

148°

328°

Chan 90

114.3 SV

M

193°

013°

IDET I-DET

LOCALIZER 111.3

Chan 85

113.8 YQG

WINDSORYQG

MSA DE 25 NM

2800

LOM/IAFDEMADDS INT

REIL Rwys 15 and 33

HIRL Rwy 15-33

MIRL Rwy 7-25

from FAF

148° 5.7 NM

GND CON

121.85

111.3 APP CRS 5090

624 626

ATIS

148°

T

DETROIT APP CON DETROIT CITY TOWER

ADF REQUIRED

CARGL3000

328°

LOM/INTMADDS

5.7 NM

2539

1180-1 1200-2

554 (600-1 ) 574 (600-2)

S-ILS 15

S-LOC 15

CIRCLING

1160-1 536 (600-1)

1180-1

900-1 276 (300-1)

DETROIT, MICHIGAN

DETROIT, MICHIGAN

(DET)

(DET)

AL-118 (FAA)

626

CA

NA

DA

UNITED S

TATE

S

LOC I-DET

126.85 363.2 121.3 257.8

148°

COLEMAN A. YOUNG MUNI


124.875

624TDZE

ILS or LOC RWY 15

ILS or LOC RWY 15

A

and hold, continue climb-in-hold.

direct CARGL NDB/YQG 8.5 DME

MISSED APPROACH: Climb to 3000

increase S-LOC 15 Cat C/D and Circling Cat C visibility mile.

Wayne County altimeter setting and increase all DA 48 feet and all MDA 60 feet;

helicopters NA. When local altimeter setting not received, use Detroit Metropolitan

VGSI inop, Straight-In/Circling Rwy 15 procedure NA at night. Visibility reduction by

Circling to Rwy 7 NA at night. When VGSI inop, Circling Rwy 25 NA at night. When

14

1801501209060Knots

Min:Sec

FAF to MAP 5.7 NM

5:42 3:48 2:51 2:17 1:54

1160-112 536 (600-1 )12

554 (600-1)1

212

327° (18.8)

MADDS LOM/INT

2800 to

x

328°

1737

1734

1313

1249

1191

1176 1143

1140

963 936

889879

878

872

827

791

791

781

723

1749 1749

1749

1749

R-080

148°

338 DE

MADDS

148°

328°

338 DEDEChan

90R-08

0114.

3 SVM

LOM/INT

MADDS

ALTERNATE MISSED APCH FIX

(JWKFD)

YQG 8.5

VQ230 VQ

CARGL

42°25’N-83°01’W

14317

Amdt 10A 16OCT14

Apt Elev

TDZE

Rwy Idg

3714 X

100

5090 X 100

33

25

15

7

E

C-1, 11 D

EC

2014 to 08 JAN

2015E

C-1

, 11

DE

C 2

014

to 0

8 JA

N 2

015

677

671

781

650

668

692

TWR

714

V

P

P

CATEGORY B C DA

3714 X

100

5090 X 100

33

25

15

7

ELEVELEVELEV

1 min

MSA YQG 25 NM

2800

1313

1191936

11431176

7911249

889 879

1140

781

878

827

963

1734

1749

1749

GND CON

121.85

113.8 APP CRS 5090

626 626Apt Elev

TDZE

Rwy Idg

ATIS

326°

T

DETROIT APP CON DETROIT CITY TOWER

Chan 85

Chan 85

113.8 YQG

WINDSORYQG

R-146

326°

146°

3000

30003000

One Minute

Holding Pattern

146°

326°

YQG 4.1

STACK INT

R-326

DELOW

2000

326°

3.8 NM 4.4 NM 4.1 NM

airway radials 040 CW 101.NoPT for arrival on YQG VOR/DME

146°

326°

YQG 4.1

STACK INT

326°

(4.1)

3000R-08

2

Chan 81

DXO 113.4

326°

(4.4)

2000

R-085

Chan 90SVM 114.3

S-33

CIRCLING

1240-1 1240-2

614 (700-1 )

1240-1 1240-2

614 (700-1 ) 614 (700-2)

1240-1 614 (700-1)

1240-1 614 (700-1)34

34

1801501209060Knots

Min:Sec

FAF to MAP 3.8 NM

3:48 2:32 1:54 1:31 1:16

from FAF

326° 3.8 NM

REIL Rwys 15 and 33

HIRL Rwy 15-33

MIRL Rwy 7-25

DETROIT, MICHIGAN

DETROIT, MICHIGAN

(DET)

(DET)

AL-118 (FAA)

626

CA

NA

DA

UNITED S

TATE

S

VOR/DME YQG

126.85 363.2 121.3 257.8

YQG R-326

VOR/DME

YQG

1749

872791



723

124.875

1737

A 14

34

34 614 (700-2)

3.31°

TCH 49

IF/IAF

VOR RWY 33

VOR RWY 33

YQG 8.5

KUDLY INT

Chan 81DXO

113.4

R-071

DELOW

626TDZE

42°25’N-83°01’WAmdt 28 12MAR09

14317

and increase Cat C and D visibility mile.

use Detroit Metro Wayne County altimeter setting and increase all MDA 60 feet

Visibility reduction by helicopters NA. When local altimeter setting not received,

and hold, continue climb-in-hold to 3000.

YQG VOR/DME R-326 to DELOW INT

MISSED APPROACH: Climb to 3000 via

YQG 8.5

KUDLY INT

3.00/TCH 49).

not coincident (VGSI Angle

VGSI and descent angles

EC

-1, 08 JAN

2015 to 05 FE

B 2015

EC

-1, 0

8 JA

N 2

015

to 0

5 F

EB

201

5

731

743

755

768TWR

A5

P

P

P

P

A5

CATEGORY B C DA1

19

7

25

5028 X 100

9001 X 1

50

ELEV

12

12

1280-1 591 (600-1)

1280- 595 (600- )

CIRCLING1280-1

591 (600-1 )

1280-2

591 (600-2)

1280-1

595 (600-1)

1280-1

595 (600-1 )

2600

194°

within 10 NM

Remain

014°

S-114

14

2800 APN

1649

1409

965

149°3

29°

R-1

94

014°

194°

108.8 APN

Chan 25

VOR RWY 1

ALPENA, MICHIGAN (APN)

689

45°05’N - 83°34’W

and 25

REIL Rwys 7, 19

MIRL Rwy 7-25

HIRL Rwy 1-19 L

L

L

ALPENA COUNTY RGNL

907

APP CRS

1140

IAF

ALPENA

MALSR

9001 685 689Apt Elev

TDZE

Rwy Idg

014°25Chan

108.8 VOR RWY 1

ALPENA, MICHIGAN

(APN)

AL-718 (FAA)

VORTAC APN

GND CON UNICOM

122.95

ALPENA TOWERALPENA APP CONASOS

120.675 L128.425 379.3 (CTAF)121.35 318.1 121.9 275.8

2800 in APN VORTAC holding pattern.

MISSED APPROACH: Climbing right turn to

ALPENA COUNTY RGNL

T

Amdt 14C 06MAY10

34

34

VORTAC

014° to

D 685TDZE

14037

3500

MSA APN 25 NM

180°

090°

2600

APN VORTAC

EC

-1, 06 FE

B 2014 to 06 M

AR

2014E

C-1

, 06

FE

B 2

014

to 0

6 M

AR

201

4

FIKAM

(6)

296°

2600

102°

2400

CHEBOYGAN, MICHIGAN (SLH)CHEBOYGAN COUNTY

(SLH)

3000

102°

282°

2600

2400RW10

282°

102°

1620

ELEV

CATEGORY B C DA

LNAV MDA

CIRCLING

1100-1 461 (500-1)

1140-1 500 (500-1)

1100-1

461 (500-1 )

1140-1

500 (500-1 )

NA

NA12

12

2600 FIKAM

L

L

102°

097°

RW10

097° to

RW10

640

2.5 NM 2.9 NM

097°

TCH 40

3.00°

RW10

2.9 NM to

FELNO

Holding Pattern

4 NM JATRA

CATAP

to RW10

2.9 NM

FELNO

JATRA

(IF/IAF)

CATAP

(FAF)

PLN

PELLSTON

4 NM

4 NM

RNAV (GPS) RWY 10

RNAV (GPS) RWY 10

PINES

(25.7)

218°

2600

CHEBOYGAN COUNTY

CHEBOYGAN, MICHIGAN AL-6096 (FAA)

T

A

UNICOM

122.8122.5

MINNEAPOLIS CENTER

134.6 354.05 (CTAF)L

AWOS-3

118.175

38

38

THRE 639

6 NM

(6)

097°

277°

2600 direct FIKAM and hold.

MISSED APPROACH: Climb to 18

Amdt 3 25AUG11

12040

(VGSI Angle 4.00/TCH 25).

angles not coincident

VGSI and descent

APP CRS

Apt Elev

THRE

Rwy Idg

097°CH

WAAS

50224

W10A 640639

4005

1060-1 421 (500-1)1060-1

421 (500-1 )NALP MDA

14

14

MSA RW10 25 NM

radials 219 CW 023.

on PLN VORTAC airway

Procedure NA for arrivals

DME/DME RNP-0.3 NA. Visibility reduction by helicopters NA.

When VGSI inop, Straight-in/Circling Rwy 10 procedure NA at night.

increase all MDA 60 feet, increase LP and LNAV Cat C visibility mile.

When local altimeter setting not received, use Pellston altimeter setting and

NoPT for arrivals at JATRA

via V78 southeast bound.

MIRL Rwy 10-28 and 17-35

REIL Rwys 10 and 28

45°39’N-84°31W

1290

1200

1140

789

743

839

1473

35

17

10

28

P

P

4005 X 75

X 7

51874

0.3% UP

EC

-1, 14 NO

V 2013 to 12 D

EC

2013E

C-1

, 14

NO

V 2

013

to 1

2 D

EC

201

3

P

P

CATEGORY B C DA

APP CRS

053°

A

ADRIAN, MICHIGAN

ADRIAN, MICHIGAN

Apt Elev

TDZE

Rwy Idg

AL-5555 (FAA)

122.8 L134.35 317.55

UNICOM

(CTAF)

ASOS

118.375

TOLEDO APP CON

WAAS

CH

W05A

42603 RNAV (GPS) RWY 5

RNAV (GPS) RWY 5

ELEV

3000

2400

233°

053°

12

12

1300-1 1320-1 1320-1 1380-2

502 (600-1) 522 (600-1) 522 (600-1 ) 582 (600-2)

1200-1 402 (500-1)

CIRCLING

3.1 NM 1.2

L

RW05

053° to

798

OBIHI

REIL Rwy 5

HIRL Rwy 5-23

4 NM

053°

053°

233°

6.2 NM

LNAV MDA 14402 (500-1 )1

41200-1

2400

(6.2)

233°

1567

T

OBIHI

(IF/IAF)

PIONS

(IAF)

SECRU

(FAF)

053°

4 NM

(15)

207°

3000

053°

(ADG)

(ADG)798798

5001

(11)06

9°3000 NoP

T

CRUXX

LPV DA

MSA RW05

2600

25 NM

1207

10331008

VNAV

LNAV/ DA1119-1 1

4 321 (400-1 )14

1048-34 250 (300- )34

TCH 47

GS 3.00°

*

0.5 NM

14

RW05

1.7 NM to

HAGVI

849

Amdt 1 14037

hold.

to 3000 direct EZHAF and

MISSED APPROACH: Climb

RW05

EZHAF*

1380

*

3000 EZHAF

to RW05

1.2 NM

RW05

to RW05

1.7 NM

HAGVISECRU

Holding Pattern

4 NM

mile. Baro-VNAV and VDP NA when using Ann Arbor Muni altimeter setting.

MDAs 80 feet, and increase LPV all Cats, LNAV Cat D and Circling Cat C visibility

received, use Ann Arbor Muni altimeter setting and increase all DAs 66 feet and all

above 47°C (116°F). DME/DME RNP -0.3 NA. When local altimeter setting not

For uncompensated Baro-VNAV systems, LNAV/VNAV NA below -16°C (4°F) or

TDZE 798

(VGSI Angle 3.00/TCH 32).

glidepath not coincident

VGSI and RNAV

L

41°52’N-84°05’W LENAWEE COUNTY

LENAWEE COUNTY

via V11 northeast bound.

Procedure NA for arrivals at CRUXX

V6 northwest bound.

via V11 and V98 southwest bound,

Procedure NA for arrivals at PIONS

LNAV only.

919

948

5001 X 100

5

23

11

29

1810 X 150

EC

-1, 06 FE

B 2014 to 06 M

AR

2014E

C-1

, 06

FE

B 2

014

to 0

6 M

AR

201

4

ELEV

APP CRS

Apt Elev

TDZE

Rwy Idg

CATEGORY B C DA

12

12

980-1 439 (500-1)

1040-1 495 (500-1)

NA

NA1040-1

495 (500-1 )

S-LOC 5

CIRCLING

T

A NA

053°

5002541545

LOC/DME I-ORK

Chan56

111.9

UNICOM

122.8121.6

CLNC DELLITTLE ROCK APP CON

119.5 306.2 (CTAF) L

MIRL Rwys 5-23 and 17-35

L

L

R-352 to OCAPU/25 DME and hold.

climbing left turn to 4000 on LIT VORTAC


RADAR REQUIRED

2500

2200

TCH 40

3.00°

1

I-ORK

I-ORK 13.4

HULKO

I-ORK 6.1

AWHOG

7.3 NM 5.1 NM

LOC/DME RWY 5

LOC/DME RWY 5

NORTH LITTLE ROCK, ARKANSAS

NORTH LITTLE ROCK, ARKANSAS

(ORK)

(ORK)

NORTH LITTLE ROCK MUNI

NORTH LITTLE ROCK MUNI

AL-5897 (FAA)

34° 50’ N-92° 15’ W

545

from FAF

053° 5.1 NM

1700 4000

R-352

LIT

R-2403A

R-2403B

730 635

586

739

2220

MISSED APCH FIX

LIT 25

OCAPU

172°

352°

093°(9.4)

LITTLE ROCK

113.9 LITLIT

Chan 86

LOCALIZER 111.9

I-ORKIORK

Chan 56

I-ORK 6.1

AWHOG

053°

(7.3)

2200

MSA LIT 25 NM

3300

R-273

R-3

52

113.9 LIT

Chan 8

6

R-3

52

I-ORK 13.4

HULKO

(IF)

LIT 23.5

PARON

(IAF)

053°

2500

233°

Use I-ORK DME when on the localizer course.

439 (500-1 )

980-1 1414

Orig-A 12320

REIL Rwys 5, 17, and 23

TDZE 541

OCAPU

reduction by helicopters NA.

Circling NA for Cat C north of Rwy 5-23 when R-2403B active. Visibility

received use Searcy altimeter setting and increase all MDAs 60 feet.

Use Bill and Hillary Clinton National/Adams Field altimeter setting, if not

0.5%

UP

5002 X 75

3019 X 7

5

23

5

35

17

570

P

P

P

P

SC

-1, 01 MA

Y 2014 to 29 M

AY

2014S

C-1

, 01

MA

Y 2

014

to 2

9 M

AY

201

4

SC

-2, 06 FE

B 2014 to 06 M

AR

2014S

C-2

, 06

FE

B 2

014

to 0

6 M

AR

201

4

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