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closest to the en route arrival point. When the IAF is part
of the en route structure, there may be no need to designate additional routes for aircraft to proceed to the IAF.
When a feeder route is designated, the chart provides
the course or bearing to be flown, the distance, and the
minimum altitude. En route airway obstacle clearance
criteria apply to feeder routes, providing 1,000 feet of
obstacle clearance (2,000 feet in mountainous areas).
Instrument Approach/Operational
Briefing Items
ATIS
Weather/Terrain
NOTAMS
Approaches in use
Runway conditions
Performance considerations
Feeder route/expected routing
to the planned approach
Traffic
Radar/Non-radar environment
Towered/Non-towered airport
Straight-in/Circling approach
1. Airport/City name
2. Approach title
3. Page number and revision date
4. Primary/Secondary NAVAID
frequencies
5. Final approach course
6. Barometric altitude at OM for
crosscheck
7. Decision Altitude, Decision Height
or Minimum Descent Altitude
(DA,DH, or MDA)
8. Touchdown zone elevation and
airport elevation
9. Missed approach procedure
10. Minimum Safe Altitude
(MSA)
11. Applicable notes
12. Approach Lighting System
13. Visual glide slope indicators
(VGSI) [none in this example]
14. Required visibility (including
inoperative equipment
adjustments)
15. Runway length
16. Planned runway turnoff and
expected taxi route
Aircraft specific items, such as auto-
pilot, auto-brakes, auto-throttles,
speed brakes, reverse thrust, etc.
Aircraft specific missed approach
considerations/techniques
Additional items/duties pertaining to
the situation (CAT II/III [auto-land],
inoperative equipment, etc.)
Transfer of flight controls
Communications
Figure 5-26. Approach Chart Briefing Sequence.
5-38
TERMINAL ROUTES
In cases where the IAF is part of the en route structure
and feeder routes are not required, a transition or terminal route is still needed for aircraft to proceed from the
IAF to the intermediate fix (IF). These routes are initial
approach segments because they begin at the IAF. Like
feeder routes, they are depicted with course, minimum
altitude, and distance to the IF. Essentially, these routes
accomplish the same thing as feeder routes but they
originate at an IAF, whereas feeder routes terminate at
an IAF.
DME ARCS
DME arcs also provide transitions to the approach
course, but DME arcs are actually approach segments
while feeder routes, by definition, are not. When
established on a DME arc, the aircraft has departed
the en route phase and has begun the approach and is
maneuvering to enter an intermediate or final segment of the approach. DME arcs may also be used as
an intermediate or a final segment, although they are
extremely rare as final approach segments.
An arc may join a course at or before the IF. When joining a course at or before the IF, the angle of intersection
of the arc and the course is designed so it does not
exceed 120°. When the angle exceeds 90°, a radial that
provides at least 2 NM of lead shall be identified to
assist in leading the turn on to the intermediate course.
DME arcs are predicated on DME collocated with a
facility providing omnidirectional course information,
such as a VOR. A DME arc cannot be based on an ILS
or LOC DME source because omnidirectional course
information is not provided.
Required obstruction clearance (ROC) along the arc
depends on the approach segment. For an initial
approach segment, a ROC of 1,000 feet is required in
the primary area, which extends to 4 NM on either side
of the arc. For an intermediate segment primary area
the ROC is 500 feet. The initial and intermediate segment secondary areas extend 2 NM from the primary
boundary area edge. The ROC starts at the primary
area boundary edge at 500 feet and tapers to zero feet at
the secondary area outer edge. [Figure 5-28]
COURSE REVERSAL
Some approach procedures do not permit straight-in
approaches unless pilots are being radar vectored. In
these situations, pilots will be 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.
If Category E airplanes are using the PT or there is a
descent gradient problem, the PT distance available can
be as much as 15 NM. During a procedure turn, a
maximum speed of 200 knots indicated airspeed
　
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