Instrument Approach Procedure Design

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BY
MUHAMMAD TARIQ SULTAN
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Types of Procedure
Factors Governing the Design of Procedure
Categories of Aircraft
Instrument Approach Procedure

± 5 Segments of Instrument Approach Procedure
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SIDS
STARS
HOLDING
LED-DOWN
CIRCLING APPROACH
MISSED APPROACH
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Terrain Surrounding the Aerodrome

± Min Sec Altitude
± Transition Altitude / Level
± Minimum Obstacle Clearance
± Holding Pattern / Initial Approach Altitude
Area Available for Safe Operation

± Danger / Prohibited / Restricted
± Population
± Adjacent Aerodrome Traffic
± Mountains / Volcanic Eruption
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Types of Operation
± Passenger/Cargo Operation
± Military
± General Aviation
± Training
Type of Aircraft
± Heavy / Medium / Light
± Speed of Aircraft
± Manoeuvrability (Turn / Bank)
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Pilot Ability
± Experienced
± Trainee
Available Nav Aids

± Performance / Reliability / Accuracy
Procedural Utility (Aircraft Equipment)
Flight Safety Concerns

± Type of Land
± Bird Activity
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Weather Phenomena
± Extreme Weather
± Position of Sun & Moon
± Wind Direction
Tail Wing / Cross Wing Factor
Search & Rescue
Security Concerns
± Population
± Terrorist Activities
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less than 169 km/h (91 kt) indicated airspeed (IAS
169 km/h (91 kt) or more but less than 224 km/h (121 kt) IAS
³Helicopters´

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An instrument approach procedure may have

five separate segments
± Arrival
± Initial
± Intermediate
± Final
± Missed approach segments
In addition, an area for circling the

aerodrome under visual conditions is also
considered

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A standard instrument arrival (STAR) route

permits transition from the en-route phase to
the approach phase
When necessary or where an operational

advantage is obtained, arrival routes from the
en-route phase to a fix or facility used in the
procedure are published
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Minimum sector altitudes or terminal arrival

altitudes are established for each aerodrome
and provide
± at least 300 m (1 000 ft) obstacle clearance
within 46 km (25 NM) of the
Navigation aid
Initial approach fix or intermediate fix associated with
the approach procedure for that aerodrome
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The initial approach segment begins at the

initial approach fix (IAF) and ends at the
intermediate fix (IF)
In the initial approach, the aircraft has left the

en-route structure and is manoeuvring to
enter the intermediate approach segment
Aircraft speed and configuration will depend

on the distance from the aerodrome, and the
descent required
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The initial approach segment provides at

least 300 m (1 000 ft) of obstacle clearance
in the primary area, reducing laterally to zero
at the outer edge of the secondary area
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Where no suitable IAF or IF is available to

construct the instrument procedure, a
reversal procedure, racetrack or holding
pattern is required.
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The reversal procedure may be in the form of

a procedure or base turn. Entry is restricted
to a specific direction or sector.
In these cases, a specific pattern ² normally

a base turn or procedure turn ² is
prescribed
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A racetrack procedure consists of:

± A turn from the inbound track through 1*0° from
overhead the facility or fix on to the outbound
track, for 1, 2 or 3 minutes; followed by a 1*0°
turn in the same direction to return to the
inbound track
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Entry
Speed restrictions
Bank angle
Descent
Wind effect
Descent rates
Shuttle
Dead reckoning (DR) segment

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This is the segment during which the aircraft

speed and configuration should be adjusted
to prepare the aircraft for final approach
For this reason, the descent gradient is kept

as shallow as possible.
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During the intermediate approach, the

obstacle clearance requirement reduces from
300 m (9*4 ft) to 150 m (492 ft) in the
primary area, reducing laterally to zero at the
outer edge of the secondary area
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Where a final approach fix (FAF) is available,

the intermediate approach segment begins
when the aircraft is on the inbound track of
the procedure turn, base turn or final inbound
leg of the racetrack procedure.
It ends at the FAF or final approach point

(FAP), as applicable.

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This is the segment in which alignment and

descent for landing are made.
Final approach may be made to a runway for

a straight-in landing, or to an aerodrome for a
visual manoeuvre.
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The criteria for final approach vary according

to the type
± Non-precision approach (NPA) with final
approach fix (FAF)
± NPA without FAF
± Approach with vertical guidance (APV)
± Precision approach (PA)
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During the missed approach phase of the

instrument approach procedure, the pilot is
faced with the demanding task of changing
the aircraft configuration, attitude and altitude
For this reason, the design of the missed

approach has been kept as simple as
possible and consists of three phases
± Initial
± Intermediate
± Final
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Only one missed approach procedure is

established for each instrument approach
procedure
It is designed to provide protection from

obstacles throughout the missed approach
manoeuvre
It specifies a point where the missed

approach begins, and a point or an
altitude/height where it ends
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The missed approach should be initiated not

lower than the decision altitude/height (DA/H)
in precision approach procedures, or at a
specified point in non-precision approach
procedures not lower than the minimum
descent altitude/height (MDA/H)
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It is expected that the pilot will fly the missed

approach procedure as published. If a
missed approach is initiated before arriving
at the missed approach point (MAPt), the
pilot will normally proceed to the MAPt (or to
the middle marker fix or specified DME
distance for precision approach procedures)
and then follow the missed approach
procedure in order to remain within the
protected airspace
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Missed Approach ends at a point from where

± Another approach can be initiated
± Join the holding pattern
± Join the en-route phase

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Factors Governing the Design of Procedure

Instrument Approach Procedure

Terrain Surrounding the Aerodrome

Area Available for Safe Operation

Available Nav Aids

Procedural Utility (Aircraft Equipment)

Flight Safety Concerns

Search & Rescue

less than 169 km/h (91 kt) indicated airspeed (IAS

An instrument approach procedure may have

In addition, an area for circling the

A standard instrument arrival (STAR) route

When necessary or where an operational

Minimum sector altitudes or terminal arrival

The initial approach segment begins at the

In the initial approach, the aircraft has left the

Aircraft speed and configuration will depend

The initial approach segment provides at

Where no suitable IAF or IF is available to

  | 

The reversal procedure may be in the form of

In these cases, a specific pattern ² normally

@ | 

A racetrack procedure consists of:

Dead reckoning (DR) segment

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This is the segment during which the aircraft

For this reason, the descent gradient is kept

During the intermediate approach, the

Where a final approach fix (FAF) is available,

It ends at the FAF or final approach point

This is the segment in which alignment and

Final approach may be made to a runway for

The criteria for final approach vary according

During the missed approach phase of the

For this reason, the design of the missed

Only one missed approach procedure is

It is designed to provide protection from

It specifies a point where the missed

The missed approach should be initiated not

It is expected that the pilot will fly the missed

 || | 

Missed Approach ends at a point from where

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