Professional Documents
Culture Documents
Nov 99 Aopa
Nov 99 Aopa
Nov 99 Aopa
Shallow Final Approach Segments below you is 3,200 feet and not the number
in parentheses. In this case, the height above
In the first illustration of a non-precision the surface below you is not significant, but a
profile view, look at the altitudes on the VOR mountain could be below PIEKA as high as
or GPS Rwy 7L/7R approach at Los Angeles, 2,200 feet for the initial approach segments
California International Airport. At DEREY, the into PIEKA.
FAF, the altitude is 1,300 feet and the runway
7R touchdown zone elevation (TDZE) is 125 Intermediate Segment
feet. By adding 50 feet to the TDZE, that is a PIEKA is an intermediate fix, and it is the
BY JAMES E. TERPSTRA descent of 1,125 feet in 5.7 nautical miles. beginning of the intermediate segment to
SR. CORPORATE VICE PRESIDENT, JEPPESEN That computes to be 197 feet per mile, or DEREY. In the TERPs criteria and ICAO Pans-
1.86 degrees. Very shallow! On the other Ops documents, the intermediate segment is
hand, the ILS glide slope minimum rate of
I
f you want to start a lively discussion, call used to slow the airplane down and get it
the non-precision approach a “dive and descent is 318 feet per mile, or three degrees. configured to enter the final approach
drive” approach. Is there truth to the If you fly a constant descent rate of about segment. The intermediate segment has an
term? Is it derogatory? Are these approach three degrees on the LAX VOR approach, you optimum descent gradient of only 150 feet
procedures designed to encourage “dive and will be down to the minimum descent per nautical mile. The actual angle from
drive” flying? Can all non-precision altitude (MDA) in 2.2 miles, or 3.5 miles PIEKA to DEREY is 2.00 degrees which is less
approaches be flown with constant descent before the end of the runway. than the maximum of 3 degrees for the
angles similar to an ILS? Should they?
There are advantages and disadvantages in intermediate segment and it is still less than
To answer some of those questions, we reaching the MDA so early. The advantage is the normal precision final approach segment.
should look at the instrument approach that you get plenty of time to look for the PIEKA intersection is formed by the FIM
procedure design specifications in the TERPs runway, or its environment, while flying at (Fillmore) 148º radial, the 14.2 DME from the
criteria. By design, the ILS glide slope is the MDA. The disadvantage in many LAX VORTAC, and the 068º inbound course
specified to be a minimum of three degrees. airplanes is that at the lower approach to LAX. To keep the profile view clean and
This means that ILS approaches are designed speeds, the body angle is high and it is hard uncluttered, we decided to include only the
to be flown as constant angle descents from to see over the panel. So with the descent DME values in the profile view since they are
the final approach fix (FAF) all the way down from the FAF, level off at the MDA, then the values that continue to change while on
to landing. That is not true for non-precision another descent to the runway, one can easily final. The intersection values are referred to
approaches. Non-precision approaches were see where the term “dive and drive” comes once when setting them up to form the
not designed for optimum descent rates - from. There is also a strong inclination to start intersection, and from that point you only
they were designed so that we as pilots descending below the MDA early if there is have to watch the movement of the VOR
would be at the minimum altitude in each visual ground contact. Statistically, the largest needle to tell when you are at an intersection.
segment of the approach. Specifically, the percentage of fatal accidents happen in the Also, to keep the chart presentation clean,
altitude over the FAF approach fix was last portion of non-precision approaches. only the letter “D” is included with the DME
designed to be the minimum altitude to clear
Looking at some of the specific procedure values to indicate that an intersection or fix
all obstacles in the intermediate segment by
information on the Los Angeles chart, the can be formed by a DME.
500 feet.
profile view starts at PIEKA intersection. By Each type of fix has a different symbol in the
referring to the plan view you can profile view to assist in telling the type of fix
see that the thickest line on the to expect when flying the approach. Since
approach procedure is the line PIEKA and DEREY are intersections, a vertical
from PIEKA to the missed dashed line is used for their depiction. The
approach point. In the plan view, VOR has a solid black vertical line that tapers
the altitude and distances are not from larger at the top to smaller at the
shown since all this information is bottom. An NDB is depicted the same way
depicted in the profile view. The since it is a navaid. On the approach at Los
altitude at PIEKA is 3,200 feet Angeles there is a VDP indicated by the
since that is the altitude when stylized letter “V.” The vertical line for a VDP
arriving there from the transitions is a very thin vertical line since it is not a
from SADDE and TANDY that are mandatory fix when shooting the approach.
shown in the plan view. The other fixes in the profile at Los Angeles
Parenthetical Heights are required for this approach.