Y

ou’ve probably seen approach plates in magazines, books or in online articles but have never thought
to use them in your Flight Sim flying because you thought they weren’t needed or perhaps you were
confused by all the data, arrows, numbers, circles and symbols that look as if someone added them
only to confuse you even more.
However, approach plates are a great tool not only for IFR/ILS flying but also VFR flying. Pilots, even those
of us in the Flight Sim world, would find landing in poor weather or conditions to be virtually impossible without
these important diagrams.
An approach plate, or as they are also more officially called, terminal procedures, show the specific procedure
that you must follow for a particular type of approach to a given runway. They show altitudes and headings
you need to fly, as well as obstacles, terrain and potentially conflicting airspace. Furthermore, they also listed
missed approach procedures and commonly-used radio frequencies.
In this issue of the Abacus FS Free Press , we’ll take a closer look at the approach plates and where you can
find them on the Internet. Although at first glance, an approach plate looks confusing, you’ll soon see there
is some logic in how the information is presented.
We’ll look at an approach chart for KGRR (Gerald Ford International Airport) in Grand Rapids but you’ll find
the same type of information on other approach plates.
By Scott Slaughter
The content of this article is based upon actual names and events. We have strived for historical, aeronautical and geographical accuracy in every
aspect. However, we cannot guarantee that you won’t find errors or misprints. Please keep in mind this is primarily an entertainment article and
should not be used as an aviation, technical or historic reference.
The information in this article is not designed or meant for one specific aircraft. Therefore, consult the Pilot’s Operating Handbook (Approved Flight
Manual) for your favorite FS aircraft for correct spin recovery techniques, these techniques may differ significantly from the description in this article.
Header Information
Perhaps the best way to talk about the features of an
approach plate is by working from the top-left to the
bottom-right.
NOTE: The FAA is changing the format of the
approach plates, especially the changing the
information in header. Nevertheless, the
information in this Abacus Free Press article will
apply to both the old style approach plates and
new style approach plate even if the location of the
information has changed.
An Instrument Approach Plate, now also called
Instrument Approach Procedures, are published for
and named after the navaid used for the approach.
This could be an NDB, VOR, ILS, LOC, RNAV or
GPS. Some approaches also require DME or availability
of airport radar.
The FAA publishes approved instrument approaches
for U.S. airports and all pilots flying aircraft during
instrument approaches must follow these published
procedures.
Please keep in mind that while the layout of approach
plates is identical, the type of information on the
approach plates may be different. See page 12 for
examples of how approach plates may be different.
Let’s take a look at the top half of the approach plate
for runway 8R at KGRR (see opposite page).
Top row - left
The left header identifies the city and state where the
airport is located. In the example we’re using it’s
“Grand Rapids, Michigan.”
The lines below the city name includes the Instrument
Approach information:
* LOC I-CYZ is the navaid information for this
approach. LOC identifies this as an approach
procedure using an localizer, CYZ is the three-
letter identifier of the LOC, and 108.3 is its
frequency.
* APP CRS 085° is the magnetic course to the
runway for this instrument approach.
* Rwy ldg 10000 refers to the available length of
runway for landing (here 10,000 feet).
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* TDZE 794 is the touch down zone elevation of
the runway (MSL). Here it is 794 feet. The TDZ
is that portion of the runway where an aircraft's
landing gear normally first contacts the runway
when landing.
* Apt Elev 794 is the airport elevation at some
central point. Here it is 794 feet. Keep in mind
this can be higher or lower than some of the
runways.
Top row - right
The right header identifies the specifics of the
approach, such as the type of approach, which
runway and the airport name.
This Instrument Approach Plate (IAP) describes the
procedure for an ILS approach to Runway 8R.
Next is the airport name, which in our example is
Grand Rapids/Gerald R Ford International (GRR).
Make certain you have the right approach plate in
front of you before you approach the airport!
NOTE: In some cases, a runway is not listed in the
header, for example, VOR–A. That means that
the published approach path is not aligned within
30° of any runway heading. In that case, once the
airport is in sight you must turn your aircraft to
line up with the desired runway.
Center row
The center boxes list general flight information related
to the airport.
* The white "T" in the black triangle indicates
either that the takeoff minimums are non-
standard or that there is a published departure
procedure (or both). You’ll find this information
in the approach chart booklet if you have it
available.
* The center section of the second row defines the
Approach Lighting System for the specific
runway listed on the approach plate that you
are using
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* MALSR designates a Medium Intensity Approach * Another frequency you may see listed is ASOS
Lighting System with Runway alignment Info (Automated Surface Observation System) It
indicator lights. The dot on the A5 symbol denotes continuously measures and broadcasts, minute
the presence of sequenced flashing lights. by minute, the surface weather conditions at an
airport.
* The right side of the second row of header
information provides the Missed Approach If ASOS is listed but without a frequency, the
Procedure. service is available for the airport but the
information can only be obtained over the
This particular missed approach indicates that
telephone. In the realworld it's not necessary to
you’ll climb to 3000 feet, turn right to intercept
also broadcast the ASOS information with ATIS
and fly the GRR VOR/DME and hold.
on the field and Approach Control reporting
current conditions if they differ from ATIS.
Bottom row
The number of boxes in the third row depend on the
airport. This lists the communications information in
the order that you as a pilot would use it.
* The first frequency is ATIS, which for GRR is at a
frequency of 127.1 on the approach plate.
* The next frequency is approach control. It lists
Grand Rapids App Con at a frequency of 128.4
(the 257.6 MHz is for military aircraft).
* Next is the tower frequencies and information.
The Grand Rapids tower frequency is 135.65.
CTAF following the frequency signifies the
Common Traffic Advisory Frequency for Grand
Rapids.
Realworld pilots announce their intentions over
this frequency, similar to using the Unicom, but
know that the specific coverage is for the GRR
airport only.
Note the "L" in the dark circle. It indicates the
availability of Pilot Controlled Lighting for
realworld pilots. A pilot can turn on the runway
lights by rapidly keying the microphone. Pilots
can control up to three different intensity levels of
lighting depending on the particular microphone
keying used.
CTAF is only available at fields without a control
tower, to increase safety while in or near the
traffic pattern.
* UNICOM is also a channel also for pilots to
announce their intentions at an uncontrolled
field. At GRR it’s on 122.95 MHz.

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Quick Definitions
Before we talk about each segment of an approach plate, you should understand the following terms. You
may already be familiar with them, but just in case:
Approach
The transition from standard flight in preparation to land.
DME (Distance Measuring Equipment)
This system allows us to use radio signals to determine distance from the transmitting station.
FAF (Final Approach Fix)
The point where we begin our transition down to the airfield, TOWER gives us further clearance to
land here, also where we can descend to the MDA.
HAT (Height Above Touchdownzone)
The distance in feet, above the touchdown area of the runway that is used to compute the Minimum
Descent Altitude (MDA) or Decision Height (DH).
IAF (Initial Approach Fix)
Point where the decision to land or go around must be made
INT
Intersection
MAP (Missed Approach Point)
Point where the decision to land or go around must be made
MDA (Minimum Descent Altitude)
The altitude restriction placed after the FAF that you can not descend below UNTIL you have visual
of the runway environment.
Missed Approach
Basicly, re-postioning your aircraft to gain altitude and clear of traffic / obstacles, in preparation for
another approach.
VOR
VHF Omni-directional Range. Use to transmit Magnetic Bearing informtaion along 360 radials. No
Distance information is sent unless DME accompanies the VOR system.

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6 Copyright © 2006 Abacus (www.abacuspub.com)
Plan View
The Plan View shows the airport as if you were
looking down on it as well as the location of
navaids and terrain. It shows the basic flight path
to follow as well as other helpful information.
This overhead view is used primarily to get your
aircraft to the approach area as well as directional
guidance needed to align your aircraft with the
proper approach route. Everything is drawn to
scale for more accuracy inside the 10nm circle.
The overhead view also shows locations of fixes,
intersections, points, radials, holding areas, missed
approach turns and more.

(1) Radio Frequencies (2) NAVAID information

I already talked about information in the header but This box lists information for the NAVAID named in
I’ll go into a bit more detail here. The Radio Frequency the box. Note that more than one of these boxes can
listing provides all the important frequencies necessary appear on an approach plate, depending on the
for your approach. These include ATIS (Air Traffic airport. In the approach plate example for Runway
Information Service), Approach Control, Tower, 8R at KGRR, you have two NAVAID information
Ground, Clearance Delivery, UNICOM, as well as boxes.
other possible agencies.
See the image below for a closer look at this part of the
approach plate.
If the Approach Plate has an asterisk ( * ) next to the
tower name, as we do in this GRR plate, it means the
tower or ATIS is not under continuous operation. The first item listed is the NAME of the NAVAID
The CTAF refers to the Common Traffic Advisory (GRAND RAPIDS in this illustration)
Frequency (135.65 in this illustration). Next, the FREQUENCY is shown in the box (115.95).
The “L” inside the black circle indicates runway If the frequency is underlined, it means that the radio
lighting that is pilot controlled using a certain number frequency has voice capability. The frequency is
of “key mike” transmissions on that frequency (339.8 followed by a 3-letter NAVAID Identifier (GRR) and
in this illustration). Morse code representing the 3-letter ID. (In this
example, the frequency is 115.95 and GRR is the
The frequencies in the 100s are VHF and used in most NAVAID identifier)
civilian aircraft and the numbers in the 200s to 300s
are UHF and are used mostly by military aircraft. At the bottom is the Chan (short for channel), which
is used for radios that
are can tune with
channels versus
dialing in the
frequency. TACAN
radios can use this
channel to receive
magnetic bearing info
from TACAN -
VORTAC stations or
DME from a VOR/
DME transmitter.
This area of the approach plate shows important radio frequencies
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Some approach plates may have an additional box
below the CHANNEL that includes location grid
coordinates of the navaid radio transmitter.
(3) Minimum Sector Altitude
Minimum Sector Altitude (MSA) shows the safe
altitudes to fly around the Approach reference
NAVAID, in this case, GRR GRAND RAPIDS.
The CIRCLE shows the radius that the safe altitude
applies to in this case 25nm surrounding GRR GRAND
RAPIDS.
You can find the Approach Reference Navaid in the
middle of the circle. You’ll probably see SECTORS
drawn inward cutting the circle into pie-like sections.
These show directions of approach that have different
safe altitudes. Note the numbers (3000 and 2400 here)
inside the small BOXES. These numbers indicate the
altitude MSL (in feet).
As an example, let’s say you’re flying an inbound
course of 350°, you would fall between the 280° and
140° sectors and would have a MSA of 2400 feet. But
if you were flying inbound at 270°, your MSA would
be 3000 feet.
The MSA is designed to give you at least a 1000 foot
obstacle clearance within a 25nm radius, but not
necessarily adequate navaid reception like the MAAs
and MEAs have on enroute charts.
(4) Obstacle
This symbol shows an obstacle at an elevation
measured in MSL (Mean Sea Level). It’s listed in MSL
because you as the pilot will be more concerned with
your altimeter reading than converting to feet above
ground level (AGL). The bigger dot inside a bigger
wedge indicates the Highest obstacle on the diagram.
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A dot with no corresponding wedge marker indicate
measured ground elevations at that particular spot
given in feet MSL.
The obstacle near the highlighted number 4 in the
approach plate is an obstacle 1920 feet above Mean
Sea Level. The approach plate also lists other obstacles,
including one at 1022 feet and 932 feet.
(5) Procedure Track
This bold line/arrow indicates the approach path or
procedure track inbound to the airport. It shows a
heading value in the center of the arrow. In the KGRR
example, a heading of 085° is shown as the procedure
track for the approach.
(6) Missed Approach Holding Pattern
OK, you’ve reached the Missed Approach Point but
couldn’t get a visual of the runway, so you execute a
Missed Approach. This requires a left turning climb to
the Missed Approach Holding Fix, GRAND RAPIDS
in this example.
Note that according to the approach plate, the
direction of turning is clockwise, turning right, which
is a standard holding turn.
I could write a complete article on holding and
holding patterns so we’ll need to keep it simple here.
All you need to basically do is to enter holding by one
of three methods depending on your entry heading
and the back course of the holding pattern:
1. Direct entry
2. Tear Drop entry
3. Parallel Outbound entry
Direct entry is the most common of the three methods
because it applies when approaching the holding fix
in half of the possible directions.
Once there, fly one minute legs in direction of holding
(unless otherwise published) for non-DME, otherwise
a mileage for the legs will be listed.
This gives you and ATC time to prepare for another
attempt to a landing.
(7) RADIAL Identifier
This indicate a radial corresponding to a nearby
Navaid. In this case, it’s radial R-288 off of GRR
(GRAND RAPIDS). The radial is simply a magnetic
direction running from a VOR or TACAN station.
When we are on this radial, our VOR/TACAN radios
are capable of indicating this to us through
instruments.
Note that although you may be ON a radial, your
aircraft doesn’t necessarily need to be heading that
direction. For example, you can be flying north to
south and pass by the radial and your indicators will
momentarily show you being on the radial, however,
you’re not pointing that direction. Crabbing against
the wind can allow you to be ON a radial and head
in a slightly different direction, for example, when
travelling on a 320 radial while flying a heading of
316 because of a left cross wind’s effect on your
aircraft.
The reason it’s important to follow a missed approach
route is in case the airport has obstacles nearby and,
under IFR conditions, may not be seen by the pilot. So,
the missed approach route is designed to protect your
aircraft from obstacles, terrain and even other traffic.
Notice that the missed approach route takes you in a
direction towards the Missed Approach holding area
(see #6) for further directions from ATC. In this case,
GRAND RAPIDS (GRR radial 059) is the Holding Fix
for the Missed Approach.
In addition to flying the Missed Approach path, you
must also climb to a certain altitude. See the next
page for more information.

(8) Initial Approach Fixes

PULLMAN (IAF) is an example of an Initial Approach
fix. PULLMAN would be the likely fix to use if we
were approaching from the south.
PULLMAN is defined off of the radial from the Jakes
navaid and is 26nm from that navaid.
Notice the “2700 NoPT” above PULLMAN (IAF) on
the chart. This information lets you know that you’re
required to fly at a recommended altitude of 2700 feet
when flying this route. MSL The NoPT refers to the
fact that no procedure turns are allowed, inbound
course of 029° and that PULLMAN (IAF) is 26nm
from the Final Approach Fix (JAKES).

(9) Airport
This one is probably obvious to you...it’s the runways
of the airport! The small drawing indicates a simplified
sketch of the airfield and its orientation relative to the
approach route.

(10) Missed Approach Route

The Missed Approach Route is a left-curving path
indicating a turn to the left while flying outbound of
the airport.
When you cannot make a visual contact with the
airport environment within a given distance/altitude,
you must execute a missed approach to try the
approach again. While flying the missed approach
you must fly this path.

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10 Copyright © 2006 Abacus (www.abacuspub.com)
Profile View
The Profile view is a side look at the approach start
- to - finish. This view concentrates on showing
elevation changes as you approach the runway. It
uses most of the same symbols as the Plan View.
The principle purpose of the Profile View is to
show how your altitude will change as you fly
along the Procedure Track(s) towards the airfield.
(1) Missed Approach Instructions
These instructions explain what steps are necessary
in order to execute the Missed Approach. They detail
the turning and climbing directions as well
The 2700 indicates an altitude restriction placed at
the beginning of the 265° procedure track and the
ending of the 085° procedure track. (The procedure
track is the primary track inbound to the airport.)
The 2400 indicates an another altitude restriction this
time placed at the Final Approach Fix (GLAWE INT).
(2) The Missed Approach Point
This is a location during the approach path that
requires a positive visual identification of the runway
environment for you to land. If you cannot see the
runway at this point, while maintaining the minimum
allowed altitude you must execute a Missed approach.
This point is also the point on the approach where
you can descend below the Minimum Descent Altitude
if you have identified the runway.
(3) Approach Minima CATEGORY
An approach plate will list different categories for
approaches (A, B, C, D, E and COPTER) and are
based basically on airspeed of your aircraft. The GRR
airport has A, B, C and D.
Category A aircraft are usually slower, single prop,
60-90 knot approach speed aircraft.
Category B aircraft are usually moderate, 90-120
knot approach speed aircraft.
Category C-E Aircraft are faster jet / multi-turboprop
aircraft including heavies, 120+ knot approach speeds.
Copyright © 2006 Abacus (www.abacuspub.com)
The Approach Minima Section contains altitude
restrictions that correlate with the approach speed
of your aircraft. These altitudes are RESTRICTIVE
altitudes that you must fly while at certain phases
of the approach. They are intended to provide you
with obstacle- traffic clearance and smooth altitude
transitions while on the approach
Values for the approach are shown below each
category. These values represent altitudes and
visiblities required for using the approach to land on
that particular runway.
(4) Approach Types For Runway 8R
The S-ILS 8R indicates a straight-in approach for
Runway 8R. This means that there will be little course
deviation from 80° and once you reach the Missed
Approach Point, you’ll fly directly to the runway
threshold for landing. In the realworld flying you
would not be allowed to circle around the field, for
example, in a pattern, when flying this approach.
A straight-in approach is assigned a runway and can
be based either on a navaid at the field or simply a
course flown to the runway (as in this approach). If
the inbound procedure track is not within 30° of the
runway direction, then the approach will be
designated as a circling approach.
Circling approaches have higher weather
requirements and allow the pilot to circle around the
field to line up on any available runway at the field.
Circling approaches are not runway dependent and
is used when you need to circle around the airport to
align with your intended runway. You may use this
approach, for example, if there are no approaches
published for the runway on which you want to land.
Because circling approaches by definition wander
around the airport, they must have weather
minimums that will provide obstacle clearance all
around the area. Therefore, circling approaches
normally have altitude and visibility minimums greater
than other approaches. Precision approaches such as
ILS approaches (see below) usually have weather
and altitude minimums less than circling or straight-
in approaches.
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Straight-in approaches usually have the best minima
(lower minimum altitude restrictions), so you’ll usually
want a straight in approach over a circling approach
unless you need to circle the airport for some reason.
Another example of a non-precision approach that
you might see listed on an approach plate are Airport
Surveillance Radar (ASR). They’ re similar to PAR,
but do not have glide path information. One more
example is the Localizer-LOC. It uses only the course
guidance from an ILS system and frequency.
In an Instrument Landing System-ILS approach, a
radio system transmits information to you through
course and glideslope needles. Because this is a
precision approach, it offers course guidance as well
as glide path guidance.
You may see other precision approaches listed as
well. A Precision Approach Radar-PAR, for example,
is when the control tower talks you onto the runway
using radar.

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Examples Of Approach Plates

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14 Copyright © 2006 Abacus (www.abacuspub.com)
The Field Diagram
The Field Diagram is an overhead look at the
airfield and runways. It shows us small detials
needed for our approach such as runway lengths,
lighting, arresting gear, elevations, etc..
This diagram also includes Final Approach Fix -
Missed Approach point TIMES when using an
approach that does not require DME.

(1) Elevation The REIL (Runway End Identifier Lighting) consists

This shows the altitude or elevation of the field in feet
MSL. Note this isn’t necessarily the same altitude as
all the runways or taxiways but refers to the highest
elevation on the airfield. In our example for KGRR,
the field elevation is 794 feet MSL
(2) Runway Dimensions
These numbers are the Runway Dimensions. The first
value is the length of the runway surface in feet and
the second number is the runway width in feet.
In this diagram, runway 8R/26L is 10,000 feet long
and 150 feet wide. Keep in mind this is not necessarily
the usable runway; always check in the top right
corner of the Field Diagram to see if it lists the usable
runway lengths, if so, then you’ll need to consider the
non-usable runway space when making your
approach and landing.
(3) Runway Lighting Systems
This area tells you the available runway lighting
system(s) at the airport. The circled L indicates that
these lights can be controlled by the pilot in the real
world flying by keying the microphone on the
published frequency a certain number of times.
The HIRL (Hi-Intensity Runway Lighting) at KGRR is
available on runways 8R-26L as well as runways 17-
35. This lighting is composed of the lights around the
outline of the runway.
The MIRL (Med-Intensity Runway Lighting) lights
are used on runway 8L - 26R. They also outline the
runway but are medium intensity.
Copyright © 2006 Abacus (www.abacuspub.com)
of two WHITE lights on the approach end of the
runway, one on each side. This system is available on
runways 8R, 26L and 17 at KGRR.
(4) Final Approach Fix (FAF) to Missed
Approach (MAP) Fix Distance / Time
This section lets you know the DISTANCE from the
Final Approach Fix to the Missed Approach Point. It
also gives you approximate TIMES (Min:Sec)
according to your approach speed.
This is important at many runways because you don’t
need DME equipment for this approach so you don’t
have accurate distance indications to help you know
when you reach the missed approach point. So, you
need to note the time when you hit your FAF and
when you go x minutes/seconds beyond, you know
you’re at your MAP.
Final Approach Fix to Missed Approach Fix Time
In this example, notice that if you use an approach
speed of 90 knots, you’ll reach the Missed Approach
Point approximately 3 minutes and 00 seconds after
leaving the Final Approach Fix.
To use this time correctly, simply note the time when
you reach the Final Approach Fix and when 3 minutes
go by, you’re at the Missed Approach Point. Then you
need to look for the airport again but if you cannot see
it, you MUST execute a missed approach.
(5) TDZE - Touchdown Zone Elevation
The Touchdown Zone Elevation is the elevation of the
runway segment that you are intended to land upon.
It is listed in feet (MSL) and is useful when you’re on
final approach and flaring.
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This measurement is used to determine the MDA/
DH on ALL Non-Circling Approaches.
The Touchdown Zone Elevation for runway 8R is 994
feet.
(6) Tower (TWR)
The approach plate also lists information about the
tower itself. Note the large star, which indicates the
approximate location of a control tower on the airfield.
The number below TSR indicate its height in feet
(MSL). For example, the tower at GRR has a height of
948 feet.
I hope this article has helped you understand
approach plates a little better.
If you want to learn more, consider buying one of
the volumes of the FAA publication “U.S. Terminal
Procedures.” The FAA divides the U.S. into twenty-
four regions and the publication price for any one
region is only $3.00.
If you want to download an approach plate for a
specific airport, visit http://edj.net/cgi-bin/
echoplate.pl (this site was working as presstime
and approach plates are free).

(7) Runway Identifier

You’ll see a number near the end of each runway,
which as you’ve probably guessed, is the runway
identifier. In this case it is Runway 8R.
Runways on an approach plate are identified either
as numbers (1 through 36) or letters. As you probably
know, runway numbers are shortened values of the
magnetic heading of that runway (basically average
the heading to the nearest 10th degree, then divide by
ten). So, runway 8R at GRR has a magnetic heading
of about 80 degrees.
A letter referring to a runway on an approach plate
is used when there are more than one runways
sharing the same number value, such at larger airports
where you may have, for example, 22R (the R identifies
it as the right runway) and 22L (the L identifies it as
the left runway).
You might even see three parallel runways, for
example, 22R, 22C and 22L. In this case, the C
identifies it as the center runway.

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