13.1 Instrument Approach Plate Anatomy & Briefing

Instrument Approach Plate Anatomy & Briefing

Quick Answer: FAA Instrument Approach Procedure (IAP) charts (approach plates) are divided into six primary sections: Margin/Header, Plan View, Profile View, Minimums Section, Aerodrome Sketch, and Missed Approach Instructions. A procedure turn (PT) is mandatory to reverse direction unless one of the SHARPTT conditions exists (Straight-in clearance, Holding in lieu of PT, DME Arc, Radar vectors, PT not authorized / NoPT, Timed approach, or Teardrop PT). Aircraft approach categories (A through E) are based on $1.3 \times V_{SO}$ at maximum certified landing weight. On non-precision straight-in approaches, the Visual Descent Point (VDP) marks the point where a normal $3^\circ$ visual descent from the MDA begins (computed as $\text{VDP (NM)} = \text{HAT} \div 300$).

Executing an Instrument Approach Procedure (IAP) in Instrument Meteorological Conditions (IMC) requires rapid, error-free interpretation of standardized aeronautical charts published in the FAA Terminal Procedures Publications (TPP) or by commercial providers (such as Jeppesen). An approach plate condenses intricate navigation geometries, obstacle clearance floors, communication frequencies, and transition routes into a single page.

To manage cockpit workload and maintain situational awareness, an instrument pilot must master every functional zone of the approach chart and execute a disciplined, standardized approach briefing before descending into the terminal environment.

---

The Six Functional Zones of an FAA Approach Plate

+-----------------------------------------------------------------------------------------+
|                       FAA TPP INSTRUMENT APPROACH CHART LAYOUT                          |
|                                                                                         |
| 1. MARGIN / HEADER INFORMATION                                                          |
|    [City, State] [Airport Name (ICAO/FAA ID)]           [Approach Procedure Name]       |
|    [Chart Currency Dates / Cycle]                       [Aeronautical Charting ID]      |
| --------------------------------------------------------------------------------------- |
| 2. BRIEFING STRIP / COMMUNICATIONS                                                      |
|    [Primary NAVAID/Freq] [Final App Course] [FAF Alt] [DA/MDA] [Apt Elev / TDZE]       |
|    [Special Notes, Equipment Req, Temperature Restrictions, Approach Lighting Type]     |
|    [ATIS] ──► [App Control] ──► [Tower] ──► [Ground] ──► [UNICOM/CTAF]                  |
| --------------------------------------------------------------------------------------- |
| 3. PLAN VIEW (Overhead Bird's-Eye Perspective)                                          |
|    • Initial Approach Fixes (IAF) & Intermediate Fixes (IF)                             |
|    • Feeder routes, radials, bearings, DME arcs, and distances                          |
|    • Procedure Turn / Holding in Lieu of PT barb and dimensions                         |
|    • Minimum Safe Altitudes (MSA / TAA) sector circle                                   |
| --------------------------------------------------------------------------------------- |
| 4. PROFILE VIEW (Side Cross-Section Elevation)                                          |
|    • Glide slope intercept altitude (⚡) or Non-Precision FAF Maltese cross (✠)          |
|    • Step-down fixes and minimum crossing altitudes                                     |
|    • Visual Descent Point (V), Threshold Crossing Height (TCH), Descent Angle (3.00°)   |
|    • Missed Approach Point (MAP) depiction and initial climb instructions               |
| --------------------------------------------------------------------------------------- |
| 5. MINIMUMS SECTION                                                                     |
|    • Aircraft Approach Categories (A, B, C, D, E based on 1.3 * Vso)                    |
|    • Straight-in vs. Circling MDA/DA, Height Above Touchdown (HAT), Visibility (SM/RVR) |
|    • Inoperative components adjustments and remote altimeter setting notes              |
| --------------------------------------------------------------------------------------- |
| 6. AERODROME SKETCH / AIRPORT DIAGRAM                                                    |
|    • Runway layout, lengths, widths, bearings, TDZE, airport elevation                  |
|    • Approach lighting system symbology (MALSR, ALSF-2, PAPI, REIL)                     |
|    • Time / Groundspeed table from FAF to MAP for non-precision timing                  |
+-----------------------------------------------------------------------------------------+

---

1. Margin and Header Information

• Procedure Title: Named after the primary navigation facility providing final approach lateral guidance (e.g., ILS or LOC RWY 16, RNAV (GPS) RWY 22, VOR RWY 34, VOR/DME-A). If multiple approaches of the same type serve the same runway, alphabetical suffixes from the end of the alphabet are assigned (e.g., ILS Z RWY 28R vs. ILS Y RWY 28R). Suffixes at the beginning of the alphabet (VOR-A, LDA-B) denote circling-only approaches.
• Location Identifiers: City, state, airport name, FAA four-letter ICAO identifier (e.g., KORD), and alphanumeric FAA LID.
• Chart Index & Edition Dates: Printed along top and bottom margins (e.g., 21JUL26 to 18AUG26). Pilots must verify that the chart is current within the active 28-day aeronautical chart cycle.
• Communications Row: Frequencies arranged sequentially in order of operational use from left to right: ATIS/AWOS $\rightarrow$ Approach Control $\rightarrow$ Tower $\rightarrow$ Ground $\rightarrow$ Clearance Delivery $\rightarrow$ UNICOM/CTAF.

---

2. Plan View: Course Geometry and Procedure Turns

The Plan View depicts an overhead diagram of the approach environment within a defined geographic scale (typically 10 to 15 NM radius), with a Minimum Safe Altitude (MSA) or Terminal Arrival Area (TAA) diagram.

Fix Types and Navigational Tracks

1. Initial Approach Fix (IAF): The entry waypoint transitioning the aircraft from the en route structure to the approach procedure.
2. Intermediate Fix (IF): Aligns the aircraft with the intermediate approach segment where airspeed and aircraft configuration are stabilized prior to the final approach course.
3. Final Approach Fix (FAF): The fix from which the final descent to the runway begins.
4. Feeder Routes: Heavy dashed lines providing course, distance, and minimum altitude from an en route NAVAID to an IAF.

Procedure Turns (PT) & Reversal Maneuvers

A Procedure Turn (PT) is a maneuver prescribed to reverse direction and establish the aircraft inbound on the intermediate or final approach course at a safe altitude. The standard maneuver is depicted as a $45^\circ / 180^\circ$ barb pointing toward the maneuvering side.

+-----------------------------------------------------------------------------------------+
|                           COURSE REVERSAL MANEUVERS                                     |
|                                                                                         |
|  Standard 45°/180° Barb          80°/260° Reversal             Teardrop / Racetrack     |
|                                                                                         |
|         /▲ 180° Turn                ▲ 260° Turn                       ╭─────╮           |
|        / │                         /  │                              │  ▲  │  Inbound   |
|  45°  /  │                        /   │                             │   │  │   Course   |
|  ───-╯   │                       (    │                            │    │  │ ────────►  |
|  Outbound│ Inbound               │    │                           │     │  │            |
|  ◄───────┘ ──────►               ╰────┴─────►                     ╰─────┴──╯            |
+-----------------------------------------------------------------------------------------+

• Standard $45^\circ / 180^\circ$ Barb: Turn $45^\circ$ away from outbound course, fly 1 minute, execute a $180^\circ$ turn in the opposite direction, and intercept the inbound course.
• $80^\circ / 260^\circ$ Turn: Turn $80^\circ$ away from outbound course immediately followed by a $260^\circ$ turn in the opposite direction to intercept inbound.
• Holding in Lieu of PT (Racetrack): Depicted with standard holding pattern racetrack markings with a heavy solid line. Flown as a standard holding pattern entry (direct, parallel, or teardrop) with published leg lengths (either 1 minute or DME distance).
• Maximum Airspeed: Unless otherwise specified, the maximum indicated airspeed for all procedure turns in the U.S. is 200 KIAS (14 CFR § 91.175).
• Maneuvering Distance: The entire course reversal must be completed within the charted remaining distance (usually 10 NM from the PT fix).

---

The "SHARPTT" NoPT Conditions

Under 14 CFR § 91.175, a pilot must NOT execute a procedure turn if any of the following conditions exist, summarized by the SHARPTT mnemonic:

+-----------------------------------------------------------------------------------------+
|                      SHARPTT — WHEN NOT TO FLY A PROCEDURE TURN                         |
|                                                                                         |
|   S ──► Straight-in clearance issued by ATC ("Cleared straight-in ILS Runway 16")       |
|   H ──► Holding in lieu of PT (when already established in holding and cleared)          |
|   A ──► Arc of a DME (transitioning via an Initial Approach DME Arc)                    |
|   R ──► Radar vectors to final approach course provided by ATC                          |
|   P ──► Procedure turn not authorized on chart ("NoPT" published on arrival sector/leg) |
|   T ──► Timed approach from a holding fix                                               |
|   T ──► Teardrop procedure turn (when a charted teardrop is flown instead of barb)      |
+-----------------------------------------------------------------------------------------+

1. S — Straight-In Clearance: ATC clears the aircraft "Cleared straight-in approach", relieving the requirement to reverse course.
2. H — Holding in Lieu of PT: When established in a charted holding pattern and cleared for the approach, or when ATC instructions specifically waive the reversal.
3. A — Arc: When transitioning to final via a published DME arc (marked NoPT).
4. R — Radar Vectors: When ATC vectors the aircraft across or onto the final approach course.
5. P — Published "NoPT": When flying a feeder or initial segment specifically labeled with the symbol NoPT.
6. T — Timed Approach: When conducting timed approaches from a holding fix under air traffic control instruction.
7. T — Teardrop Procedure Turn: When a specific teardrop course reversal track is published and flown instead of a standard barb.

---

3. Profile View: Vertical Guidance and Fixes

The Profile View depicts a vertical cross-section of the approach from the intermediate fix to the runway threshold.

+-----------------------------------------------------------------------------------------+
|                              PROFILE VIEW SYMBOLOGY                                     |
|                                                                                         |
|   Intermediate Fix          Glide Slope Intercept (⚡)                                    |
|   3,000 ft MSL              2,400 ft MSL                                                |
|      │                             │                                                    |
|      ▼                             ▼ Maltese Cross (✠) Non-Precision FAF                |
|   ───●─────────────────────────────⚡────────────────────────────────                    |
|                                     \ 3.00° Glidepath                                   |
|                                      \                 VDP (V)                          |
|                                       \                  │    Missed Approach Point     |
|                                        \                 ▼           (MAP)              |
|                                         \───────────────[V]────────────●                |
|                                          \ MDA: 860 ft                  │               |
|                                           \                             │               |
|                                            \                            │  Runway       |
|                                             ▼ DA: 440 ft                ▼  Threshold    |
|                                           ══════════════════════════════■════════       |
+-----------------------------------------------------------------------------------------+

Key Profile Symbols

• Lightning Bolt (⚡): Indicates the Glide Slope Intercept Altitude and Precision Final Approach Fix on precision (ILS) and APV (LPV) approach profiles.
• Maltese Cross (✠): Identifies the Final Approach Fix (FAF) for non-precision approaches (LOC, VOR, NDB, RNAV LNAV).
• Step-Down Fixes: Minimum crossing altitudes published between the FAF and MAP to provide obstacle clearance during descent.
• Visual Descent Point (VDP): Depicted as a bold letter "V" on non-precision straight-in approach profiles.
  • Definition: A defined point on the final approach course of a non-precision straight-in approach procedure from which a normal descent from the MDA to the runway touchdown point may be commenced visually.
  • Rule: A pilot should not descend below the MDA prior to reaching the VDP, even if the runway is visually acquired, to avoid penetrating obstacle clearance surfaces.
  • Mathematical Computation (Rule of Thumb):

$\text{VDP Distance from Threshold (NM)} = \frac{\text{Height Above Touchdown (HAT)}}{300}$

$\text{VDP Timing from FAF (Seconds to subtract)} = \frac{\text{HAT}}{10}$

Example: If MDA provides a HAT of 450 feet: $\text{VDP Distance} = \frac{450\text{ ft}}{300} = 1.5\text{ NM prior to threshold}$

Decision Altitude (DA) vs. Minimum Descent Altitude (MDA)

• Decision Altitude (DA): Specified in feet MSL on precision and APV approaches. DA is a decision point—the missed approach must be initiated immediately upon reaching DA if required visual references are not in sight. The aircraft does not level off.
• Minimum Descent Altitude (MDA): Specified in feet MSL on non-precision approaches. MDA is a hard minimum floor below which no descent is permitted until the runway environment is distinctly visible and the aircraft is in a position for a normal descent to landing.

Missed Approach Point (MAP) Identification

On non-precision approaches, the MAP is identified by one of four methods:

1. Distance Measuring Equipment (DME): Charted distance from a NAVAID (e.g., 1.2 DME from I-BOS).
2. Elapsed Time: Flying a timed leg from FAF to MAP using the charted groundspeed/time table.
3. GPS Waypoint: Depicted as a Fly-Over Waypoint (a 4-pointed star inside a circle) directly over the runway threshold.
4. Station Passage / Cross Radial: Crossing over an on-airport VOR or an intersecting VOR radial.

---

4. Minimums Section: Aircraft Approach Categories

Approach minimums are categorized by aircraft approach speed. Under 14 CFR § 97.3, aircraft approach category is determined by $1.3 \times V_{SO}$ (stall speed in landing configuration) at maximum certified landing gross weight.

+-----------------------------------------------------------------------------------------+
|                        AIRCRAFT APPROACH CATEGORIES (14 CFR § 97.3)                     |
|                                                                                         |
|   Category   | 1.3 x Vso Speed Range   | Standard Circling Radius (Legacy) | Exp. 'C'   |
|   ---------- | ----------------------- | --------------------------------- | ---------  |
|   Category A | Less than 91 knots      | 1.3 NM                            | 1.3 NM     |
|   Category B | 91 knots to 120 knots   | 1.5 NM                            | 1.7 - 1.8 NM|
|   Category C | 121 knots to 140 knots  | 1.7 NM                            | 2.7 - 2.9 NM|
|   Category D | 141 knots to 165 knots  | 2.3 NM                            | 3.6 - 3.7 NM|
|   Category E | 166 knots or greater    | 4.5 NM                            | 4.5 NM     |
+-----------------------------------------------------------------------------------------+

• Operational Category Rule: If an aircraft is flown on approach at a speed higher than its certified category (e.g., flying a Category A Cessna 172 at 100 knots on final approach), the pilot must use the higher category minimums (Category B) corresponding to the actual speed flown.
• Expanded Circling Minimums (Negative 'C' Icon): When a white "C" inside a black square ($\mathbf{\text{C}}$) is charted next to circling minimums, it signifies that the approach utilizes modern expanded circling airspace radii based on True Airspeed and airport elevation, providing greater obstacle clearance margins.

---

5. Aerodrome Sketch & Approach Lighting Systems

The aerodrome sketch in the lower right corner provides runway geometry, TDZ elevations, airport reference point (ARP), and approach lighting icons:

---

Standardized Approach Briefing Frameworks (WARTS & MARTHA)

A professional approach briefing primes the flight crew for all lateral, vertical, and contingency requirements of the procedure before reaching the initial approach fix.

The WARTS Briefing Model

• W — Weather: Current ATIS ceiling, visibility, altimeter setting, wind direction/velocity, and runway surface conditions.
• A — Approach Plate: Name of approach, chart currency date, primary NAVAID frequency, inbound course, FAF altitude, DA/MDA.
• R — Runway: Runway length, width, expected touchdown elevation, and runway lighting systems.
• T — Terrain & Taxi: Minimum safe altitudes (MSA), highest obstacles, and anticipated taxiway exits.
• S — Special Considerations / Missed Approach: Initial missed approach climb altitude and heading, lost communications plan, and fuel status.

The MARTHA Briefing Model (Alternative IFR Flow)

• M — Missed Approach: Initial climb altitude and heading.
• A — Approach Name & Course: Verification of procedure title and inbound magnetic track.
• R — Radios & Frequencies: NAVAIDs tuned, identified (morse code audio), and comm frequencies set.
• T — Time & Transitions: Leg timing, DME checkpoints, and step-downs.
• H — Heights & Minimums: FAF crossing altitude, MDA/DA, and HAT.
• A — Aerodrome Sketch: Review of taxi paths, runway environment, and PAPI availability.