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approach speed should be calculated and the effects on the
approach determined and briefed in the preflight planning
phase, as well as reviewed prior to commencing an
approach.
OPERATIONAL CONSIDERATIONS
Most commercial operators dictate standard procedures
for conducting instrument approaches in their FAA
approved manuals. These standards designate company
callouts, flight profiles, configurations, and other
specific duties for each cockpit crewmember during the
conduct of an instrument approach.
APPROACH CHART FORMATS
Beginning in February 2000, NACO began issuing the
current format for IAPs. This chart was developed by the
Department of Transportation, Volpe National
Transportation Systems Center and is commonly referred
to as the Pilot Briefing Information format. The NACO
CIRCLING
APPROACH AREA
RADII ( ) DEFINING SIZE
OF AREAS, VARY WITH THE
APPROACH CATEGORY
Approach Category
A
B
C
D
E
Radius (Miles)
1.3
1.5
1.7
2.3
4.5
Figure 5-3. Construction of Circling Approach Area.
5-8
chart format is presented in a logical order, facilitating
pilot briefing of the procedures. [Figure 5-4]
APPROACH CHART NAMING CONVENTIONS
Individual NACO charts are identified on both the top and
the bottom of the page by their procedure name (based on
the NAVAIDs required for the final approach), runway
served, and airport location. The identifier for the airport
is also listed immediately after the airport name, as shown
in Figure 5-5.
There are several types of approach procedures that
may cause some confusion for flight crews unfamiliar with the naming conventions. Although specific
information about each type of approach will be covered later in this chapter, here are a few procedure
names that can cause confusion.
STRAIGHT-IN PROCEDURES
When two or more straight-in approaches with the
same type of guidance exist for a runway, a letter suffix
is added to the title of the approach so that it can be
more easily identified. These approach charts start with
the letter Z and continue in reverse alphabetical order.
For example, consider the RNAV (GPS) Z RWY 13C
and RNAV (RNP) Y RWY 13C approaches at Chicago
Midway International Airport. [Figure 5-6] Although
these two approaches can both be flown with GPS to
the same runway they are significantly different, e.g.,
one is a “SPECIAL AIRCRAFT & AIRCREW
AUTHORIZATION REQUIRED (SAAAR); one has
circling minimums and the other does not; the minimums are different; and the missed approaches are not
the same. The approach procedure labeled Z will have
lower landing minimums than Y (some older charts
may not reflect this). In this example, the LNAV MDA
for the RNAV (GPS) Z RWY 13C has the lowest minimums of either approach due to the differences in the
final approach ROC evaluation. This convention also
eliminates any confusion with approach procedures
labeled A and B, where only circling minimums are
published. The designation of two area navigation
(RNAV) procedures to the same runway can occur
when it is desirable to accommodate panel
mounted global positioning system (GPS)
receivers and flight management systems
(FMSs), both with and without VNAV. It is also
important to note that only one of each type of
approach for a runway, including ILS, VHF
omnidirectional range (VOR), non-directional
beacon (NDB), etc., can be coded into a database.
CIRCLING ONLY PROCEDURES
Approaches that do not have straight-in landing
minimums are identified by the type of approach
followed by a letter. Examples in Figure 5-7 show
four procedure titles at the same airport that have
only circling minimums.
As can be seen from the example, the first approach of
this type created at the airport will be labeled with the
letter A, and the lettering will continue in alphabetical
Figure 5-5. Chart Identification.
Figure 5-4. Pilot Briefing Information NACO Chart Format.
5-9
Figure 5-6. Multiple Approaches.
5-10
order. Circling-only approaches are normally designed
for one of the following reasons:
• The final approach course alignment with the
runway centerline exceeds 30 degrees.
• The descent gradient is greater than 400 feet per
NM from the FAF to the threshold crossing
height (TCH). When this maximum gradient is
exceeded, the circling only approach procedure
may be designed to meet the gradient criteria limits. This does not preclude a straight-in landing if
a normal descent and landing can be made in
　
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