10) NON PRECISION APPROACHES
o CIRC FCL 19 LONG BRIEF NON-PRECISION APPROACH PROCEDURE
o AMC1 FCL.930.IRI IRI — Training course P442
1 DIFFERENT KINDS OF NON-PREC. APPROACH & CHARTS 2
2 INITIAL/INTERMEDIATE/FINAL APPROACH PROCEDURES 3
• Approach to the initial approach fix
• Minimum Sector/Safe Altitude
• Frequency selection & identification: navaids requirements
• Communication (ATC liaison and R/T phraseology)
• Holding procedure
• Outb. proc. (inclusive completion of pre-landing checks)
• Forming a mental picture of the approach
• Assessment of distance, groundspeed time, and rate of
descent from the final approach fix to the aerodrome
• Determination of inbound track
• Obstacle clearance altitude/height
o The obstruction heights to be borne in mind during
visual manoeuvring after an instrument approach
• Operating minima
o Weather considerations: cloud base and visibility
o Approach ban
o Failed or downgraded equipment (eu-ops 1)
• Achieving the horizontal and vertical patterns
• Use of DME (as applicable)
• The final approach
• Maintaining the final approach track
o Descent rate from the final approach fix
o Anticipation of wind velocity change & effect on drift
• Stabilized approach procedure
• Determination of MDA/H or DA/H and altimeter setting
o Availability of runway lighting
• Runway direction
• Transition from instr. to visual flight (sensory illusions)
3 GO-AROUND AND MISSED APPROACH PROCEDURE
4 VISUAL MANOEUVRING AFTER AN INSTRUMENT APPROACH
• Circling approach
• Visual approach to landing
5 NOTES ON CDFA
6 CONCLUSIONS
• C182 checklist & procedures
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 1
,1 DIFFERENT KINDS OF NON-PREC. APPROACHES & CHARTS
Components
The guiding elements of a non-precision approach are
made of all the radio-navigation aids that
do not have a guiding slope for the descent.
Examples
Ø for the azimuth guiding: VOR, Locator,
NDB, ASR,
Ø For the distance guiding: DME,
Ø For the visual guiding: VASI, PAPI, ALS etc.
The required equipments for flying an approach
are (usually) mentioned in the title of this approach.
LFAV: LOC (11)
EBCI: VOR (13)
EBOS: Lctr (16)
EBOS: NDB (16)
EBKT: NDB LOC DME (11)
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 2
,Example: EBAW VOR 29
When one of the components of the approach (here the DME) is temporarily unserviceable, the
required minima for this type of approach are higher (here DA 560 iso 440 – even the visibility in cat C)
or, in certain cases, the approach is not possible.
Here the DME is not written
in the title of the approach
but written in a lower box.
The other approaches (PAR, SRA) will be discussed in another briefing
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 3
,And the associated minima:
Either DA/H or MDA/H … discussed later
EBKT
LOC 24
LFAV
LOC 11
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 4
,2 INITIAL/INTERMEDIATE/FINAL APPROACH PROCEDURES
• Approach to the initial approach fix
See Briefings IRI 08 app segments & reversal procedures
See Briefings IRI 09 ILS APP p24
The so-called 'non-precision' approach is carried out in a very similar way to the approach of precision.
The following describes the important differences.
Preparation before approach
As in the precision approach, preparation will consist of performing the following:
• Weather briefing;
• Planning of radio navigation aids;
• Approach briefing and particularities associated with the missed approach;
• Approach checklist.
Check the operation of the chrono (one of the decision elements being the time passed after the FAF
when no DME avail) and position it ready for use.
Position the 'markers' on the LOW sensitivity.
Rather make sure three times than one of the correct indication of the QNH, indeed in a 'non-precision
approach' no specific point makes it possible to verify the adequacy of the altimeter indication.
In poor visibility conditions, request maximum power from the approach lighting system if it is
adjustable (mention HI ... in the code of the ALS).
Before the descent
• Weather:
Checking the weather conditions at the arrival and diversion aerodrome using all appropriate
means (ATIS, VOLMET, etc.) Reminder: special attention regarding the QNH.
• Notam:
Reminder of the important Notam in use for the destination and the diversion.
• Approach charts:
Preparation, provision of the maps necessary for the different possible approaches. Review
the arrival route, the procedure (outbound tracking and timing), inbound interception, the
'Missed Approach' procedure.
Altitudes:
Memorize important altitudes (MSA, Altitude outbound, interception, FAF, MDA,
Missed Approach, etc.). Carry out a cross-check ('X-Check') of the altimeters, display
the 'bugs'.
Note: It is easier to round heights to the next 20 ', example: MDA to 930' rounded to
940 '.
• Minimum Sector/Safe Altitude
See Briefings IRI 09 ILS APP p26
• Frequency selection & identification: navaids requirements
Radio aids schedule:
Apply a standard selection and display procedure.
For example for a Localizer approach:
1. Select and identify the Locator / FAF;
2. Select and identify (NAV 1) the LOC;
3. Select and identify (NAV 2) the beacon for the 'go around' or a guard radial on the
FAF.
4. Select the markers on LOW;
5. Select the DME
6. Prepare the COM frequencies.
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 5
,EBKT: LOC APP but NDB and DME required also :
EBOS: NDB APP, but 2 NDB’s are required
EBCI: VOR, but also DME is required even not written in the title
• Arrival
Before the 'Top of Descent Point - TOD':
• Carry out the “approach crew briefing” 'APCB). Check in passing The information relating to
the radio aids, the adequacy of the description of the procedure and the displays made a few
minutes earlier (X-Check).
Note - In the event that the time remaining before the beacon goes 'outbound' is no longer
sufficient, it is preferable to carry out an abbreviated Approach Crew Briefing limited to the
following essential information: Altitude of interception, FAF, decision; approach axis; missed
approach procedure (Review: Particularities associated with the missed approach).
• Carry out the vital actions 'before approach' and check using the 'Checklist' supported by an
appropriate mnemonic.
• Start the application of 'NEXT STEP CONCEPT' so as to remain constantly 'in front' of the
aircraft: Announce "NEXT STEP WILL BE: Time on, Turn to <heading> to intercept
<QDR>, report".
Outbound
Intercept the output QDR, apply the six 'T' rule (Turn - Time - Twist - Throttle - Tune - Talk) and
prepare the next step:
Announce "NEXT STEP WILL BE: At <time> (or / and <altitude>) turn in to <heading> to
intercept <bearing>."
• Communication (ATC liaison and R/T phraseology)
See Briefings IRI 09 ILS APP p27 & 28
• Holding procedure
See Briefings IRI 09 ILS APP p29
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 6
, • Forming a mental
picture of the
approach
Try to memorize what you see
on the chart as much as
possible:
• Top (plane view) and
bottom (altitude vs
distance)
• Where to descend
• Bearings
• MSA
• Guard radials
• Beacon frequencies
• Approach lights (ALS,
PAPI…)
• Obstacles
• Holdings if any
• Go-around proc.
• ATC Approach freq
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 7
, • Assessment of ...
o DISTANCE
§ “VS DME / ALTITUDE” box is for the LOC app, not for ILS!
or “LOC (G/S out)” box for LOC app
§ The “DME D 5.8 VS” info on the chart is the FAF, where starting descent
with DME, otherwise descent is done when established on course at end
of racetrack
§ MAP at D 0.9 Nm
o GROUNDSPEED: “Gnd speed- Kts”
§ This box is for the reference speed for the app
o TIME: “Lctr to MAP” to be used if DME not avail
o RATE OF DESCENT
§ E.g.: 120 kts gives a ROD of 637 ft/min = nice to know, so have a look to
your VSI: too high VSI means you will be soon below the slope!
... From the final approach fix to the aerodrome
•
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 8
, • Determination of inbound track
Inbound
In 'inbound' turn:
Announce "NEXT STEP WILL BE: On <bearing> and descent to <altitude>."
Check the value of the attack on the approach QDM using the ADF (if any, or the VOR), anticipate an
exit from a turn (30 ° before the axis to be intercepted) before the approach axis for the case where
the plane is 'inside' or plan - by accelerating the turn if possible (that is to say by increasing the bank
and therefore the rate of turn) - an exit on a heading of attack towards the approach axis for the case
where the airplane is blown outside the procedure turn. Finish the turn by finding as quickly as
possible the value of an estimated average heading using known wind or observed elements (beware
of hasty conclusions).
When the QFU is reached within +/- 5 degrees, descend to the authorized altitude until the FAF and:
Announce "NEXT STEP WILL BE: Final Approach Fix, gear down, Check Altitude and all set for
landing, time on, tune and report."
See also Briefings IRI 09 ILS APP p32
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 9
, • Obstacle clearance altitude/height
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 10
o CIRC FCL 19 LONG BRIEF NON-PRECISION APPROACH PROCEDURE
o AMC1 FCL.930.IRI IRI — Training course P442
1 DIFFERENT KINDS OF NON-PREC. APPROACH & CHARTS 2
2 INITIAL/INTERMEDIATE/FINAL APPROACH PROCEDURES 3
• Approach to the initial approach fix
• Minimum Sector/Safe Altitude
• Frequency selection & identification: navaids requirements
• Communication (ATC liaison and R/T phraseology)
• Holding procedure
• Outb. proc. (inclusive completion of pre-landing checks)
• Forming a mental picture of the approach
• Assessment of distance, groundspeed time, and rate of
descent from the final approach fix to the aerodrome
• Determination of inbound track
• Obstacle clearance altitude/height
o The obstruction heights to be borne in mind during
visual manoeuvring after an instrument approach
• Operating minima
o Weather considerations: cloud base and visibility
o Approach ban
o Failed or downgraded equipment (eu-ops 1)
• Achieving the horizontal and vertical patterns
• Use of DME (as applicable)
• The final approach
• Maintaining the final approach track
o Descent rate from the final approach fix
o Anticipation of wind velocity change & effect on drift
• Stabilized approach procedure
• Determination of MDA/H or DA/H and altimeter setting
o Availability of runway lighting
• Runway direction
• Transition from instr. to visual flight (sensory illusions)
3 GO-AROUND AND MISSED APPROACH PROCEDURE
4 VISUAL MANOEUVRING AFTER AN INSTRUMENT APPROACH
• Circling approach
• Visual approach to landing
5 NOTES ON CDFA
6 CONCLUSIONS
• C182 checklist & procedures
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 1
,1 DIFFERENT KINDS OF NON-PREC. APPROACHES & CHARTS
Components
The guiding elements of a non-precision approach are
made of all the radio-navigation aids that
do not have a guiding slope for the descent.
Examples
Ø for the azimuth guiding: VOR, Locator,
NDB, ASR,
Ø For the distance guiding: DME,
Ø For the visual guiding: VASI, PAPI, ALS etc.
The required equipments for flying an approach
are (usually) mentioned in the title of this approach.
LFAV: LOC (11)
EBCI: VOR (13)
EBOS: Lctr (16)
EBOS: NDB (16)
EBKT: NDB LOC DME (11)
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 2
,Example: EBAW VOR 29
When one of the components of the approach (here the DME) is temporarily unserviceable, the
required minima for this type of approach are higher (here DA 560 iso 440 – even the visibility in cat C)
or, in certain cases, the approach is not possible.
Here the DME is not written
in the title of the approach
but written in a lower box.
The other approaches (PAR, SRA) will be discussed in another briefing
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 3
,And the associated minima:
Either DA/H or MDA/H … discussed later
EBKT
LOC 24
LFAV
LOC 11
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 4
,2 INITIAL/INTERMEDIATE/FINAL APPROACH PROCEDURES
• Approach to the initial approach fix
See Briefings IRI 08 app segments & reversal procedures
See Briefings IRI 09 ILS APP p24
The so-called 'non-precision' approach is carried out in a very similar way to the approach of precision.
The following describes the important differences.
Preparation before approach
As in the precision approach, preparation will consist of performing the following:
• Weather briefing;
• Planning of radio navigation aids;
• Approach briefing and particularities associated with the missed approach;
• Approach checklist.
Check the operation of the chrono (one of the decision elements being the time passed after the FAF
when no DME avail) and position it ready for use.
Position the 'markers' on the LOW sensitivity.
Rather make sure three times than one of the correct indication of the QNH, indeed in a 'non-precision
approach' no specific point makes it possible to verify the adequacy of the altimeter indication.
In poor visibility conditions, request maximum power from the approach lighting system if it is
adjustable (mention HI ... in the code of the ALS).
Before the descent
• Weather:
Checking the weather conditions at the arrival and diversion aerodrome using all appropriate
means (ATIS, VOLMET, etc.) Reminder: special attention regarding the QNH.
• Notam:
Reminder of the important Notam in use for the destination and the diversion.
• Approach charts:
Preparation, provision of the maps necessary for the different possible approaches. Review
the arrival route, the procedure (outbound tracking and timing), inbound interception, the
'Missed Approach' procedure.
Altitudes:
Memorize important altitudes (MSA, Altitude outbound, interception, FAF, MDA,
Missed Approach, etc.). Carry out a cross-check ('X-Check') of the altimeters, display
the 'bugs'.
Note: It is easier to round heights to the next 20 ', example: MDA to 930' rounded to
940 '.
• Minimum Sector/Safe Altitude
See Briefings IRI 09 ILS APP p26
• Frequency selection & identification: navaids requirements
Radio aids schedule:
Apply a standard selection and display procedure.
For example for a Localizer approach:
1. Select and identify the Locator / FAF;
2. Select and identify (NAV 1) the LOC;
3. Select and identify (NAV 2) the beacon for the 'go around' or a guard radial on the
FAF.
4. Select the markers on LOW;
5. Select the DME
6. Prepare the COM frequencies.
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 5
,EBKT: LOC APP but NDB and DME required also :
EBOS: NDB APP, but 2 NDB’s are required
EBCI: VOR, but also DME is required even not written in the title
• Arrival
Before the 'Top of Descent Point - TOD':
• Carry out the “approach crew briefing” 'APCB). Check in passing The information relating to
the radio aids, the adequacy of the description of the procedure and the displays made a few
minutes earlier (X-Check).
Note - In the event that the time remaining before the beacon goes 'outbound' is no longer
sufficient, it is preferable to carry out an abbreviated Approach Crew Briefing limited to the
following essential information: Altitude of interception, FAF, decision; approach axis; missed
approach procedure (Review: Particularities associated with the missed approach).
• Carry out the vital actions 'before approach' and check using the 'Checklist' supported by an
appropriate mnemonic.
• Start the application of 'NEXT STEP CONCEPT' so as to remain constantly 'in front' of the
aircraft: Announce "NEXT STEP WILL BE: Time on, Turn to <heading> to intercept
<QDR>, report".
Outbound
Intercept the output QDR, apply the six 'T' rule (Turn - Time - Twist - Throttle - Tune - Talk) and
prepare the next step:
Announce "NEXT STEP WILL BE: At <time> (or / and <altitude>) turn in to <heading> to
intercept <bearing>."
• Communication (ATC liaison and R/T phraseology)
See Briefings IRI 09 ILS APP p27 & 28
• Holding procedure
See Briefings IRI 09 ILS APP p29
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 6
, • Forming a mental
picture of the
approach
Try to memorize what you see
on the chart as much as
possible:
• Top (plane view) and
bottom (altitude vs
distance)
• Where to descend
• Bearings
• MSA
• Guard radials
• Beacon frequencies
• Approach lights (ALS,
PAPI…)
• Obstacles
• Holdings if any
• Go-around proc.
• ATC Approach freq
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 7
, • Assessment of ...
o DISTANCE
§ “VS DME / ALTITUDE” box is for the LOC app, not for ILS!
or “LOC (G/S out)” box for LOC app
§ The “DME D 5.8 VS” info on the chart is the FAF, where starting descent
with DME, otherwise descent is done when established on course at end
of racetrack
§ MAP at D 0.9 Nm
o GROUNDSPEED: “Gnd speed- Kts”
§ This box is for the reference speed for the app
o TIME: “Lctr to MAP” to be used if DME not avail
o RATE OF DESCENT
§ E.g.: 120 kts gives a ROD of 637 ft/min = nice to know, so have a look to
your VSI: too high VSI means you will be soon below the slope!
... From the final approach fix to the aerodrome
•
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 8
, • Determination of inbound track
Inbound
In 'inbound' turn:
Announce "NEXT STEP WILL BE: On <bearing> and descent to <altitude>."
Check the value of the attack on the approach QDM using the ADF (if any, or the VOR), anticipate an
exit from a turn (30 ° before the axis to be intercepted) before the approach axis for the case where
the plane is 'inside' or plan - by accelerating the turn if possible (that is to say by increasing the bank
and therefore the rate of turn) - an exit on a heading of attack towards the approach axis for the case
where the airplane is blown outside the procedure turn. Finish the turn by finding as quickly as
possible the value of an estimated average heading using known wind or observed elements (beware
of hasty conclusions).
When the QFU is reached within +/- 5 degrees, descend to the authorized altitude until the FAF and:
Announce "NEXT STEP WILL BE: Final Approach Fix, gear down, Check Altitude and all set for
landing, time on, tune and report."
See also Briefings IRI 09 ILS APP p32
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 9
, • Obstacle clearance altitude/height
Briefings IRI 10 NDB ADF APP. Rev01 05 2021 Page 10
