Missed Approach Point Study Guide Retrieved From

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.

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.

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.

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.

Example procedure: KDET ILS or LOC RWY 15

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.

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.

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.

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.”

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.

LOC/DME I-ALA Rwy ldg APP CRS 10000 111.75 TDZE 645 ILS Y RWY 4L 037 Chan 54(Y) Apt Elev 645 DETROIT METROPOLITAN WAYNE COUNTY (DTW)

T ALSF-2 MISSED APPROACH: Climb to 1100 then DME or RADAR required. Simultaneous approach authorized climbing left turn to 3000 on heading 320 and with Rwy 3R. Procedure NA when glideslope not available. A SVM VORTAC R-130 to SVM VORTAC and hold.

DETROIT APP CON METRO TOWER GND CON ATIS CLNC DEL 124.05 363.2 (WEST) 135.0 317.725 (WEST) 121.8(NW) 119.45(NE) 133.675 120.65 125.15 363.2 (EAST) 118.4 317.725 (EAST) 132.72 (SW) 119.25(SE)

1 MISSED APCH FIX 1 4 .3 C h S RADAR REQUIRED a V n M 3 9 3 0 0 - LOCALIZER111.75 1313 R R -1 3 I 3 SALEM 0 I-ALA A S 1 3 L E 3 2 A T SVM 0 S Chan 54 (Y) A V A M T D 114.3 S LOC offset 2.52 A D N Chan 90 E A T I C DETROIT N 804 U 113.4 DXOD LOM OX 766 YIPPS Chan 81 825 359 YIIY

EC-1, 14 NOV 2013 to 12 DEC 777 (TICUD)

781

1305 MOTWN I-ALA 5.7 RADAR

PEVSE I-ALA 6.9 ALTERNATE MISSED 2600 RADAR APCH FIX (1.2) 0 0 JITLI 7 3 0 3 3 3 ) 2 I-ALA 9.9 3 0 ( RADAR 3 5 (IF) 0 0 YIPPS RUCOB 0 7 0 YI ) Y I-ALA 12.9 4 3 I 3 0 ( 359

RADAR EC-1, 14 NOV 2013 to 12 DEC O 2 0 D X 5 COZZY N ELEV 645 D TDZE 645 0 SA M 7 ) 0 M I-ALA 15.8 5 9 3 . 0 2

RADAR ( 2800

R 2

(IAF) 2

0 2 716

2 A

0 5 R

SMPTR 0 7 ) 1 2

6 3 0 H . L

0 1

I-ALA 18.6 2 0 0 2

P 2 0 ( P A 2 X 5 RADAR X 7 3 0 1 1

0 0 A A 2 2 5 5 P 5 1 8 0 9 5 8708 1 L

R 150 P X X

7 SVM 0 TWR

0 2 1100 3000 0 5 0 SMPTR 881 1 SVM 0 1 P X

I-ALA 18.6 COZZY R-130 3 1 hdg P L 0 4 0 R L RADAR I-ALA 15.8 652 0 A

RUCOB 320 4L 1 7 5 2 9 689

RADAR R I-ALA 12.9 JITLI MOTWN A 8500 X 150 P RADAR A I-ALA 9.9 PEVSE I-ALA 5.7 A P 7000 RADAR I-ALA 6.9 RADAR 3R 037 RADAR 6000 5000 2600 (TICUD) 4000 037 GS 3.00 3000 TCH 55 2600 2.9 NM 2.9 NM 3 NM 3 NM 1.2 NM 5.9 NM TDZ/CL Rwys 4L, 4R and 3R CATEGORY A B C D REIL Rwys 3L, 9L, 9R and 21R

1 HIRL all runways S-ILS 4L 895/24 250 (300- 2 )

DETROIT, MICHIGAN DETROIT METROPOLITAN WAYNE COUNTY (DTW) Orig-A 26JUL12 4213’N-8321’W ILS Y RWY 4L EMPORIA, VIRGINIA AL-5534 (FAA) 14093 Rwy Idg LOC I-EMV APP CRS 5010 TDZE 122 LOC RWY 34 108.75 335 Apt Elev 126 EMPORIA-GREENSVILLE RGNL(EMV)

T MISSED APPROACH: Climb to 600 then climbing When local altimeter setting not received, use Ahoskie right turn to 3000 direct ELQ NDB and hold, continue A NA altimeter setting and increase all MDA 80 feet. climb-in-hold to 3000.

AWOS-3 WASHINGTON CENTER UNICOM 124.175 132.025 269.4 123.0(CTAF)L

MAZON

564

)

8 234 . KN 2000 6 F 209 . 362 8 110 ( 273 43 Chan 632 SIPLE R-270 271 INT 669 NE-3, 03 APR 2014 to 01 MAY 202 LOCALIZER 108.75

I-EMV 155 (CFBBV) x

IAF

EMPORIA 335 261 ELQ

777 (CFBBW) ELQ 25 180 N x SA M ) M 8 . 2000 030 7 ( 110 573 290 489 2500 1600

GUMBE 155 360

NE-3, 03 APR 2014 to 01 MAY

ELEV 126 TDZE 122

ADF REQUIRED 16

P X 600 3000 ELQ

5010 ELQ

NDB X Remain

0 100 . 3 within 10 NM %

U 155 P

X SIPLE INT 1700 2.99 P TCH 43 335 4 3 1600 335 4.6 NM 720 from FAF 202 1.8 NM 2.8 NM

CATEGORY A B C D REIL Rwys 16 and 34 L S-34 720-1 598 (600-1) NA MIRL Rwy 16-34 L CIRCLING 720-1 594 (600-1) NA FAF to MAP 4.6 NM SIPLE FIX MINIMUMS (DUAL VOR RECEIVERS REQUIRED) Knots 60 90 120 150 180 S-34 460-1 338 (400-1) NA Min:Sec 4:36 3:04 2:18 1:50 1:32 CIRCLING 580-1 454 (500-1) NA

EMPORIA, VIRGINIA EMPORIA-GREENSVILLE RGNL(EMV) Amdt 1A 03APR14 3641’N - 7729’W LOC RWY 34 IRON MOUNTAIN/KINGSFORD, MICHIGAN AL-5347 (FAA) 14093

Rwy Idg LOC I-IMT APP CRS 6481 TDZE 1182 LOC/DME BC RWY 19 111.5 190 Apt Elev 1182 FORD (IMT)

T Circling NA northeast of Rwys 19 and 31. DME from IMT VOR/DME. MISSED APPROACH: Simultaneous reception of I-IMT and IMT DME required. Helicopter visibility reduction Climb to 3100 then left turn below 1 SM NA. Rwy 19 Straight-in and Circling and Circling to Rwy 31 NA at night. direct IMT VOR/DME and hold.

ASOS MINNEAPOLIS CENTER UNICOM

119.025 121.25 322.5 122.8 (CTAF) L

3400 to IZLAR 100 (4.9) and LOC (4.2) (IAF) 010 EMQIF

011

- M I

IZLAR IMT 11 EC-1, 03 APR 2014 to 01 MAY

)

( 2900

190

NOODL IMT 6 1805 R-011 1511 1399 IMT 25 A N LOCALIZER 111.5 S M M 1 I-IMT IRON MOUNTAIN 50 111.2 IMT 1685 Chan 49 191 3300 2900

011 1840 1669 1324 050

1429 EC-1, 03 APR 2014 to 01 MAY

ELEV 1182 D TDZE 1182 2062 1359

190 5.3 NM

BACK COURSE from FAF 19 V

3100 IMT IZLAR 1172

150

IMT 11 13 X NOODL

IMT 6 380 6501 9 3400 X IMT 75 VOR/DME IMT 190 1.5 Procedure P V U 2900 1 Turn NA 3 %

8 2.99 Disregard glide .

0 TCH 45 slope indications. A5 1192 1179 0.8 4.5 NM 5 NM 1 CATEGORY A B C D

1 1 1660-14 1660-1 2 S-19 1660-1 478 (500-1) 1 1 478 (500-14 ) 478 (500-1 2 ) MIRL Rwy 13-31 L

1 HIRL Rwy 1-19 L 1660-1 1720-1 1780-1 2 1780-2 CIRCLING 1 L 478 (500-1) 538 (600-1) 598 (600-1 2 ) 598 (600-2) REIL Rwys 19 and 31

IRON MOUNTAIN/KINGSFORD, MICHIGAN FORD (IMT) Amdt 13A 02MAY13 4549’N-8807’W LOC/DME BC RWY 19 ALPENA, MICHIGAN AL-718 (FAA) 14037 Rwy Idg LOC I-APN APP CRS 9001 THRE 683 ILS or LOC RWY 1 109.7 007 Apt Elev 690 ALPENA COUNTY RGNL (APN)

T MALSR MISSED APPROACH: Climb to 1100 then For inoperative MALSR, increase S-LOC 1 Cat C/D visibility A NA 5 climbing left turn to 2800 direct AP LOM to 1 8 mile. ADF Required. A5 and hold.

ASOS ALPENA APP CON ALPENA TOWER GND CON UNICOM 120.675 128.425 379.3 121.35 (CTAF) L 318.1 121.9 275.8 122.95

ALTERNATE MISSED APCH FIX 1140 ALPENA R-355 175 108.8 APNA LOCALIZER 109.7 NP Chan 25 ALPENA I-APN 355 PAI APN NPA N 108.8 965 1409 Chan 25 799 2800 to LOM 188 (7.3) 907 HOMSU APN 2.8 LOM/IAF FELPS

206 APPA

EC-1, 06 FEB 2014 to MAR

APN 7.3 187

(IF) 2800

(

)

YARLU 7

APN 13.3

1649 2800 to YARLU A PN 25 1 N A M S 8 090 (3.9) and 142 M 0

LOC (2.7) 322 (IYIJY) 3500 X

090 (IAF) 18

AILES 7 2700 EC-1, 06 FEB 2014 to MAR

ELEV 690 D THRE 683

HIRL Rwy 1-19 L

MIRL Rwy 7-25 L 19 1100 2800 AP LOM REIL Rwys 7, 19 Remain AP 7.3

P and 25 L within 10 NM 731

187 25 2761 *LOC only HOMSU TWR P APN 2.8 2800 100 768 X APN 007

P 5028 1.1

7 150

X GS 3.00 2800

1260* TCH 52 9001 755 1.7 NM 4.6 NM

CATEGORY A B C D

1 1 P S-ILS 1 883-2 200 (200- 2 ) A5 1 1 1 1 S-LOC 1 1260-2 577 (600- 2 ) 1260-14 577 (600-14 ) 743 5 1260-1 8 1260-2 1 007 6.3 NM CIRCLING 570 (600-1) 1260-1 5 from FAF 570 (600-1 8 ) 570 (600-2) HOMSU FIX MINIMUMS

1 1 7 7 FAF to MAP 6.3 NM S-LOC 1 1140-2 457 (500- 2 ) 1140- 8 457 (500- 8 ) Knots 60 90 120 150 180 1140-11 1260-2 CIRCLING 2 1140-1 450 (500-1) 1 Min:Sec 6:18 4:12 3:09 2:31 2:06 450 (500-1 2 ) 570 (600-2)

ALPENA, MICHIGAN ALPENA COUNTY RGNL (APN) 4505’N-8334’W Amdt 9 05MAY11 ILS or LOC RWY 1 DETROIT, MICHIGAN AL-118 (FAA) 14317

Rwy Idg LOC I-DET APP CRS 5090 TDZE 624 ILS or LOC RWY 15 111.3 148 Apt Elev 626 COLEMAN A. YOUNG MUNI(DET)

T Circling to Rwy 7 NA at night. When VGSI inop, Circling Rwy 25 NA at night. When VGSI inop, Straight-In/Circling Rwy 15 procedure NA at night. Visibility reduction by MISSED APPROACH: Climb to 3000 A helicopters NA. When local altimeter setting not received, use Detroit Metropolitan direct CARGL NDB/YQG 8.5 DME Wayne County altimeter setting and increase all DA 48 feet and all MDA 60 feet; and hold, continue climb-in-hold. 1 increase S-LOC 15 Cat C/D and Circling Cat C visibility 4 mile.

ATIS DETROIT APP CON DETROIT CITY TOWER GND CON 124.875 126.85 363.2 121.3 257.8 121.85

ALTERNATE MISSED APCH FIX

148

328 3

9 328 1 VM ADF REQUIRED .3 S 114 013 R-080 n 90 MADDS (JWKFD) LOM/IAF Cha x LOM/INT MADDS 338 DEED 338 DE 148 ED MADDS INT

EC-1, 11 DEC 2014 to 08 JAN 2015 1749 1749 1737 LOCALIZER 111.3 1734 1749 -080 I R I-DETD VM E .3 S T 114 1749 S n 90 781 827 E Cha T A 878 T 1140 S 879 DA DE 25 D A NM 889 S 723 TE M 1249 I ANA 872 C 2800 UN 1176 1143 791

791 148 963 936 1191 3 2 1313 8 WINDSOR 113.8 YQGGQY Chan 85

CARGL EC-1, 11 DEC 2014 to 08 JAN 2015 ELEV 626 TDZE 624 230 VQ QV 148 5.7 NM YQG 8.5 2800 to from FAF

15 MADDS LOM/INT 327 (18.8)

677 V

3000 CARGL MADDS

5090 Remain LOM/INT within 10 NM

X TWR 100 714 328 2539 671 2800

148 25 781 P

100 P 33 X 3714 GS 3.00 2600 TCH 60

7 692 650 5.7 NM

668 MIRL Rwy 7-25 CATEGORY A B C D HIRL Rwy 15-33 S-ILS 15 900-1 276 (300-1) REIL Rwys 15 and 33 1 1 S-LOC 15 1160-1 536 (600-1) 1160-1 536 (600-1 2 ) FAF to MAP 5.7 NM 2 Knots 60 90 120 150 180 1180-11 1200-2 CIRCLING 2 1180-1 554 (600-1) 1 Min:Sec 5:42 3:48 2:51 2:17 1:54 554 (600-1 2 ) 574 (600-2)

DETROIT, MICHIGAN COLEMAN A. YOUNG MUNI(DET) Amdt 10A 16OCT14 4225’N-8301’W ILS or LOC RWY 15 DETROIT, MICHIGAN AL-118 (FAA) 14317

VOR/DME YQG Rwy Idg APP CRS 5090 113.8 TDZE 626 VOR RWY 33 326 Chan 85 Apt Elev 626 COLEMAN A. YOUNG MUNI(DET)

Visibility reduction by helicopters NA. When local altimeter setting not received, MISSED APPROACH: Climb to 3000 via T use Detroit Metro Wayne County altimeter setting and increase all MDA 60 feet YQG VOR/DME R-326 to DELOW INT

A 1 and increase Cat C and D visibility 4 mile. and hold, continue climb-in-hold to 3000.

ATIS DETROIT APP CON DETROIT CITY TOWER GND CON 124.875 126.85 363.2 121.3 257.8 121.85

QG 25 R Y N - A M 326 S M 2800 1749 326 DELOW 1737 146 S TE A 1734 1749 T S

-085 D 114.3 R SVM ITE ANADA 90 781 C Chan 1749 827 UN 878 1140 723 889 879 791 1249 872 791 1176 -071 EC-1, 08 JAN 2015 to 05 FEB 1143 963 R 936

1191 2000 326 1313 ( KUDLY INT 4 .4 ) YQG 8.5 4 . IF/IAF 113 3000 81 WINDSOR DXO n 326 a -082 h R 113.8 YQGY C ( 4 Q . G .4 STACK INT 1 Chan 85 113 ) DXO YQG 4.1 146 n 81 Cha 1 m 326in

NoPT for arrival on YQG VOR/DME airway radials 040 CW 101. R

- EC-1, 08 JAN 2015 to 05 FEB 146

ELEV 626 TDZE 626 15

677 V

5090

X 3000 DELOW TWR 100 STACK INT YQG 714 VOR/DME YQG 4.1 One Minute 671 Holding Pattern

YQG R-326 25 781 P KUDLY INT 146

100 P 33 X 3000 YQG 8.5 3714 326 3263000

7 692 VGSI and descent angles 650 2000 not coincident (VGSI Angle 3.31 668 3.00/TCH 49). 326 3.8 NM TCH 49 MIRL Rwy 7-25 from FAF 3.8 NM 4.4 NM 4.1 NM HIRL Rwy 15-33 CATEGORY A B C D

REIL Rwys 15 and 33 3 1240-14 1240-2 S-33 614 (700-1) 1240-1 3 FAF to MAP 3.8 NM 614 (700-14 ) 614 (700-2) 3 Knots 60 90 120 150 180 1240-1 4 1240-2 CIRCLING 614 (700-1) 1240-1 3 Min:Sec 3:48 2:32 1:54 1:31 1:16 614 (700-14 ) 614 (700-2)

DETROIT, MICHIGAN COLEMAN A. YOUNG MUNI(DET) Amdt 28 12MAR09 4225’N-8301’W VOR RWY 33 ALPENA, MICHIGAN AL-718 (FAA) 14037 VORTAC APN Rwy Idg APP CRS 9001 TDZE 685 VOR RWY 1 108.8 014 Chan 25 Apt Elev 689 ALPENA COUNTY RGNL (APN)

MALSR T MISSED APPROACH: Climbing right turn to

A5 2800 in APN VORTAC holding pattern.

ASOS ALPENA APP CON ALPENA TOWER GND CON UNICOM

120.675 128.425 379.3 121.35 (CTAF) L 318.1 121.9 275.8 122.95

1140 IAF ALPENA 108.8 APN Chan 25 EC-1, 06 FEB 2014 to MAR

1409

194 965

907

A PN 25 A 180 N S M M

014

149 3500

329 090 2600

4 EC-1, 06 FEB 2014 to MAR 19

- R ELEV 689 D TDZE 685

1649 HIRL Rwy 1-19 L

MIRL Rwy 7-25 L

19 REIL Rwys 7, 19 P and 25 L

731 25

TWR P Remain APN VORTAC 2800 APN 100 768 X within 10 NM P 5028

7 150

194

01 90 2600 755 014

P A5

743 1 CATEGORY A B C D 1 1280-1 1280-14 3 3 S-1 1280-4 595 (600- 4 ) 595 (600-1) 595 (600-11 ) 4 014 to 1 1280-1 2 1280-2 VORTAC CIRCLING 1280-1 591 (600-1) 1 591 (600-1 2 ) 591 (600-2)

ALPENA, MICHIGAN ALPENA COUNTY RGNL (APN) 4505’N - 8334’W Amdt 14C 06MAY10 VOR RWY 1 CHEBOYGAN, MICHIGAN AL-6096 (FAA) 12040 WAAS Rwy Idg APP CRS 4005 CH 50224 THRE 639 RNAV (GPS) RWY 10 097 W10A Apt Elev 640 CHEBOYGAN COUNTY (SLH)

When local altimeter setting not received, use Pellston altimeter setting and T 1 increase all MDA 60 feet, increase LP and LNAV Cat C visibility 8 mile. MISSED APPROACH: Climb to A When VGSI inop, Straight-in/Circling Rwy 10 procedure NA at night. 2600 direct FIKAM and hold. DME/DME RNP-0.3 NA. Visibility reduction by helicopters NA.

AWOS-3 MINNEAPOLIS CENTER UNICOM 122.5 L 118.175 134.6 354.05 122.8(CTAF)

PINES

0 0 ) 6 8 7 2 1 . 2 5 2 ( EC-1, 14 NOV 2013 to 12 DEC

NoPT for arrivals at JATRA via V78 southeast bound.

1473 FELNO (IF/IAF) (FAF) 2.9 NM to 4 NM JATRA RW10 097 2400 CATAP 1200 102 RW10 743 1 1290 02 277 (6 26 ) 00 FIKAM 282 29 097 839 6 789 4 NM (6) PELLSTON 1140 PLN 10 2 RW 5 A N S M M Procedure NA for arrivals 3000 on PLN VORTAC airway EC-1, 14 NOV 2013 to 12 DEC radials 219 CW 023. ELEV 640 THRE 639

4 NM JATRA 2600 FIKAM Holding Pattern CATAP 097 to

FELNO

1 282 RW10 7 2.9 NM 2600 10 102 2 to RW10 P

1 4005 X 75 0.3% UP

0 8

1 X 2 0 8

9 7 P 2400 7 7 5 4 VGSI and descent RW10 angles not coincident 3.00 (VGSI Angle 4.00/TCH 25). TCH 40 1620

6 NM 2.5 NM 2.9 NM 35 CATEGORY A B C D 1 1060-14 LP MDA 1060-1 421 (500-1) NA 1 421 (500-1 4 ) 1100-13 LNAV MDA 1100-1 461 (500-1) 8 NA 3 461 (500-1 8 ) 1 L 1140-12 REIL Rwys 10 and 28 CIRCLING 1140-1 500 (500-1) NA 1 MIRL Rwy 10-28 and 17-35 L 500 (500-1 2 )

CHEBOYGAN, MICHIGAN CHEBOYGAN COUNTY (SLH) Amdt 3 25AUG11 4539’N-8431W RNAV (GPS) RWY 10 ADRIAN, MICHIGAN AL-5555 (FAA)

WAAS Rwy Idg APP CRS 5001 CH 42603 TDZE 798 RNAV (GPS) RWY 5 053 W05A Apt Elev 798 LENAWEE COUNTY (ADG)

For uncompensated Baro-VNAV systems, LNAV/VNAV NA below -16C (4F) or T above 47C (116F). DME/DME RNP -0.3 NA. When local altimeter setting not MISSED APPROACH: Climb received, use Ann Arbor Muni altimeter setting and increase all DAs 66 feet and all to 3000 direct EZHAF and A MDAs 80 feet, and increase LPV all Cats, LNAV Cat D and Circling Cat C visibility hold. 1 4 mile. Baro-VNAV and VDP NA when using Ann Arbor Muni altimeter setting.

ASOS TOLEDO APP CON UNICOM 118.375 134.35 317.55 122.8 (CTAF) L

1567 4 NM Procedure NA for arrivals at CRUXX via V11 northeast bound.

53 3 0 23

EZHAF CRUXX

1207

)

3000 207 15 ( 1008 1033 EC-1, 06 FEB 2014 to MAR

RW05 948 919

Procedure NA for arrivals at PIONS HAGVI via V11 and V98 southwest bound, 1.7 NM to 05 2 RW 5 A N V6 northwest bound. RW05 S M M (FAF) SECRU 2600 2400 (IF/IAF) ) 053.2 6 OBIHI (

EC-1, 06 FEB 2014 to MAR 053 T oP 233 ELEV 798 TDZE 798 N (IAF) 00 30 69 PIONS 0 1) (1 4 NM

VGSI and RNAV 3000 EZHAF 1

1 1810 4 NM glidepath not coincident X

150

Holding Pattern (VGSI Angle 3.00/TCH 32). 29 23

OBIHI

* SECRU HAGVI P

1.7 NM LNAV only. 233 * 3000 to RW05 053 053 1.2 NM to RW05

100

X * RW05 5001 053 to GS 3.00 2400 1380 TCH 47 RW05 P 6.2 NM 3.1 NM 0.5 NM 1.2

CATEGORY A B C D 5

3 3 LPV DA 1048-4 250 (300- 4 )

DA LNAV/ 1 1 1119-1 4 321 (400-1 4 ) VNAV 849

1 1 LNAV MDA 1200-1402 (500-1) 1200-14 402 (500-14 )

1 HIRL Rwy 5-23 L 1300-1 1320-1 1320-12 1380-2 CIRCLING 1 REIL Rwy 5 L 502 (600-1) 522 (600-1) 522 (600-1 2 ) 582 (600-2)

ADRIAN, MICHIGAN 4152’N-8405’W LENAWEE COUNTY (ADG) Amdt 1 14037 RNAV (GPS) RWY 5 NORTH LITTLE ROCK, ARKANSAS AL-5897 (FAA)

LOC/DME I-ORK Rwy Idg APP CRS 5002 111.9 TDZE 541 LOC/DME RWY 5 053 Chan56 Apt Elev 545 NORTH LITTLE ROCK MUNI(ORK)

T Use Bill and Hillary Clinton National/Adams Field altimeter setting, if not MISSED APPROACH: Climb to 1700 then received use Searcy altimeter setting and increase all MDAs 60 feet. A NA climbing left turn to 4000 on LIT VORTAC Circling NA for Cat C north of Rwy 5-23 when R-2403B active. Visibility R-352 to OCAPU/25 DME and hold. reduction by helicopters NA.

LITTLE ROCK APP CON CLNC DEL UNICOM

119.5 306.2 121.6 122.8 (CTAF) L

MISSED APCH FIX

1 RADAR REQUIRED R-2403A 7 2 3

OCAPU R-2403B LIT 25

1 C

3 a

. n

T 586

2220 730 635 AWHOG

R SC-1, 01 MAY 2014 to 29

I-ORK 6.1 3

2 739 (IAF) (IF) 0 LOCALIZER 111.9 PARON HULKO 0 2 I-ORK 13.4 2 3 I-ORKI LIT 23.5 5 O ) 25 0 3 R 00 . 7 K ( Chan 56 093 (9.4)

R-273 3 3 2

LITTLE ROCK IT 25 A L N 113.9 LITL S M I M T Chan 86

3300 SC-1, 01 MAY 2014 to 29

ELEV 545 TDZE 541 17

1700 4000 P

Use I-ORK DME when on the localizer course. OCAPU 3

LIT 3 2 0

1 P R-352 P 9 U

% HULKO X .5

0 7

I-ORK 13.4 5

AWHOG 570 I-ORK 6.1 5 7 2500 X 2 0 P 0 053 I-ORK 5 35 1 P 2200 5 3.00 053 5.1 NM TCH 40 from FAF 7.3 NM 5.1 NM

CATEGORY A B C D 980-11 S-LOC 5 439 (500-1) 4 NA 980-1 1 439 (500-14 ) 1 REIL Rwys 5, 17, and 23 L 1040-1 2 CIRCLING 1040-1 495 (500-1) NA 1 MIRL Rwys 5-23 and 17-35 L 495 (500-1 2 )

NORTH LITTLE ROCK, ARKANSAS NORTH LITTLE ROCK MUNI(ORK) Orig-A 12320 34 50’ N-92 15’ W LOC/DME RWY 5 SC-2, 06 FEB 2014 to 06 MAR 2014 MAR 06 to 2014 FEB 06 SC-2,

SC-2, 06 FEB 2014 to 06 MAR 2014