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.
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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
Revised 7 January © 2015 by Robert Chapin
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.”
Revised 7 January © 2015 by Robert Chapin
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.
Revised 7 January © 2015 by Robert Chapin
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
MISSED APPROACH: Climb to 1100 then
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
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
COLEMAN A. YOUNG MUNI
COLEMAN A. YOUNG MUNI
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
MISSED APPROACH: Climb to 1700 then
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