Aviation Training Brigade

United States Army Aviation Center Fort Rucker, Alabama MARCH 2005

STUDENT HANDOUT

TITLE: TERMINAL INSTRUMENT PROCEDURES (TERPS)

FILE NUMBER: 63-0645-12

PROPONENT FOR THIS STUDENT HANDOUT IS:

Aviation Training Brigade ATTN: ATZQ-ATB-AD Fort Rucker, Alabama 36362-5000

FOREIGN DISCLOSURE RESTRICTIONS: This product/publication has been reviewed by the product developers in coordination with the USAAVNC foreign disclosure authority. This product is releasable to students from all requesting foreign countries without restrictions.

D-3 NOTES

D-4 TERMINAL LEARNING OBJECTIVE (TLO):

At the completion of this lesson, the student will:

ACTION: Apply TERPS criteria to design a non-precision approach.

CONDITION: While performing Instrument Flight Examiner (IE) duties.

STANDARD: In accordance with (IAW) TM 95-226 (FAA Handbook 8260.3).

SAFETY CONSIDERATIONS: None.

TRAINING RISK ASSESSMENT CODE: Low.

ENVIRONMENTAL CONSIDERATIONS: None.

EVALUATION: The student will be evaluated on this block of instruction by completing a 70 minute (1.2 hour) Criterion Referenced Test. The test consists of 33 questions divided into 5 scoreable units. Each student must receive a GO on each scoreable unit to successfully complete the examination.

A. ENABLING LEARNING OBJECTIVE (ELO) #1:

ACTION: Determine requirements to establish an Instrument Approach Procedure (IAP).

CONDITION: Using the TERPS Manual.

STANDARD: In accordance with (IAW) TM 95-226.

1. Learning Step/Activity 1. TERPS general information.

a. TM 95-226 Foreword. "Compliance with criteria contained herein is not a substitute for sound judgment and common sense."

b. TERPS applications:

(1) FAA FAA Handbook 8260.3B.

(2) United States Army TM 95-226.

(3) United States Navy OPNAV Inst. 3722.16C.

(4) United States Air Force AFM 55-9.

(5) United States Coast Guard CG 318.

c. Organization of the TERPS handbook.

(1) Volume 1. General Criteria.

(a) Chap 1. Administrative.

(b) Chap 2. General Criteria. Information common to all types of terminal instrument procedures.

(c) Chap 3. Takeoff and landing minimums.

D-5 NOTE: Chapters 4 THRU 7 deal with separate non-precision final approach information criteria.

(d) Chap 4. On-Airport VOR (No FAF). (Para 413c,e)

(e) Chap 5. TACAN, VOR/DME, and VOR with FAF. (Para 513c,e)

(f) Chap 6. NDB Procedures On-airport Facility, No FAF. (Para 613c,e)

(g) Chap 7. NDB with FAF. (513c,e)

(h) Chap 8. VHF/UHF DF procedures.

(i) Chap 9. Localizer and Localizer Type Directional Aids (LDA).

(j) Chap 10. Radar procedures.

(k) Chap 11. Helicopter procedures.

(l) Chap 12. Departure procedures.

(m) Chap 13. Reserved.

(n) Chap 14. Simplified Directional Facilities (SDF) procedures.

(o) Chap 15. Area Navigation (RNAV).

(p) Chap 16. Reserved.

(q) Chap 17. En route Criteria (Airways, etc.).

(2) Volume 2. Nonprecision approach procedure (NPA) construction.

(3) Volume 3. Precision approach procedure (PA) and Barometric vertical navigation (BARA VNAV) approach procedure construction.

(4) Volume 4. Departure procedure construction.

(5) Volume 5. Helicopter and power lift instrument procedure construction.

d. Word meanings.

(1) Shall or Must = Mandatory.

(2) Should = Recommended.

(3) May = Optional.

e. Responsibility (Para 130) - The United States Army, Navy, Air Force, and Cost Guard, shall establish and approve instrument procedures for airports under their respective jurisdictions. Eligibility – Para 120. Approval – Para 122. Coordination – Para 150.

D-6 f. Formulation – formulated on the basis of a single navigation facility whenever possible (para 140).

g. Standard approaches are established within the standards of FAA 8260.3 (para 141).

h. Nonstandard procedures (para 141).

(1) Nonstandard procedures may be established due to peculiarities of terrain, navigation information, obstacles, or traffic flow.

(2) Nonstandard procedures must be fully documented and have an equivalent level of safety. Requires approval (waiver) by the FAA.

(3) Military requirements. Military procedures that deviate from standards because of operational necessity, and in which an equivalent level of safety is not achieved, SHALL include a cautionary note to identify the hazard and SHALL be marked “NOT FOR CIVIL USE.” Relieves the government of civil liability.

2. Learning Step/Activity 2. Identification of procedures.

a. Straight-in procedures (para 161). Are identified by the type of navigational aid (NAVAID) which provides final approach guidance and the runway to which the final approach course is aligned.

b. Circling procedures (para 162).

(1) ID by NAVAID and alphabetical suffix. (Ref: 8260.19, chapter 4, para 404; para 162.)

(2) The alphabetical suffix will not be duplicated at an airport to identify more than one circling procedure.

(3) If more than one circling procedure exists successive suffixes will be used.

(4) The alphabetical suffix will not be duplicated at airports within one state with identical city names.

(5) Regardless of the airport name, successive suffixes will be used for all airports that serve the same city.

c. Low and high altitude IAPs are published in separate documents. High altitude procedures are prefixed by the word "HI" (para 163).

3. Learning Step/Activity 3. Units of measurement (Para 210).

a. Bearings, courses, and radials.

(1) Expressed in degrees magnetic.

(2) Radials prefixed with the letter "R".

b. Altitudes.

D-7 (1) Altitudes below transition level, feet above MSL.

(2) Altitudes above transition level, flight level.

c. Distances--expressed in:

(1) Nautical miles (NM) (6076.1 feet per NM) and tenths, except that,

(2) Visibility is in statute miles (SM) and fractions and RVR is in feet.

d. Speeds are expressed in knots indicated airspeed (KIAS).

4. Learning Step/Activity 4. Positive course guidance (para 211).

a. Positive course guidance (PCG) MUST be provided for feeder routes, initial (except as per paragraph 233b), intermediate and final approach segments.

FF IAF IF MAPH

FAF MAP

ENROUTE FEEDER INITIAL INTERMEDIATE FINAL APP MISSED APP ENROUTE

b. These segments should be within the service volume of the facility(ies) used, except where Expanded Service Volume (ESV) has been authorized.

5. Learning Step/Activity 5. Approach categories (para 212).

a. Aircraft approach category means a grouping of aircraft based on a speed of 1.3 VSO (stall speed) (at maximum certificated landing weight).

b. Category determination. Aircraft can fall in only one category (FAR 97.3).

(1) Category A: Speed less than 91 knots.

(2) Category B: Speed 91 knots or more but < 121 knots.

(3) Category C: Speed 121 knots or more but < 141 knots.

(4) Category D: Speed 141 knots or more but < 166 knots.

(5) Category E: Speed 166 knots or more.

c. The approach category operating characteristics must be used to determine turning radii minimums and obstacle clearance areas for circling and missed approaches (Para 213).

D-8 B. ENABLING LEARNING OBJECTIVE (ELO) #2:

ACTION: Select the area and obstacle clearance requirements applied to departure procedures.

CONDITION: Using the TERPS manual.

a. General. Criteria for obstacle clearance requirements are applied to diverse departures, departure routes, and standard instrument departures (SIDs). Obstacle identification surfaces (OIS) of 40:1 are used. A climb gradient of 200'/NM will provide at least 48'/NM of clearance above objects which do not penetrate the OIS. (Chapter 12, Para. 1200).

b. Diverse departures (Para. 1202). Obstacles in vicinity of an airport that are not considered under a particular route are considered under diverse departures. Consideration is given in three sectors (Zones).

(1) Zone 1 begins at the departure end of the runway (DER) and has a beginning width of 1000' (± 500' from centerline). The area splays 15º on each side of the extended runway centerline for a distance of 2NM from the DER. The OIS begins no higher than 35' above the elevation of the DER and rises in the direction of departure.

(2) Zone 2 extends radially from a point on the runway centerline located 2000' from the start end of the runway. It is centered on the extended takeoff surface centerline and excludes Zone 1. It extends the distance necessary for the 40:1 OIS to reach the minimum altitude authorized for en route operations. The 40:1 OIS overlies Zone 2 and has a beginning height equal to the height of the OIS at the end of Zone 1.

(3) Zone 3 covers the area in the direction opposite to the takeoff, beginning 2000' from the start end of the runway. It provides clearance for 180º turn departures and extends the distance necessary for the 40:1 OIS to reach the minimum altitude authorized for en route operations. A 40:1 OISA overlies Zone 3 and begins 400' above airport elevation along the runway edge.

c. Departure routes (Para. 1203). There are three basic types of departure routs: straight, turning, and combination. A straight departure is one in which the initial departure course is within 15º of the alignment of the takeoff surface. A turning departure is one in which the aircraft climbs straight ahead on the heading of the takeoff surface until reaching 400' above elevation (within 2 NM) and then immediately begins a turn to intercept a departure course.

C. ENABLING LEARNING OBJECTIVE (ELO) #3:

ACTION: Select the area and obstacle clearance requirements applied to en route, feeder segments, and minimum safe altitude areas.

CONDITION: Using the TERPS manual.

D-9 1. Learning Step/Activity 1. En route criteria.

a. Basic Area (Chapter 17, Para. 1711 and 1750). The primary enroute obstacle clearance area extends from each radio facility on an airway or route to the next facility. It has a width of 8 NM, 4 NM on each side of the centerline. Secondary area is 2 NM wide on each side of the primary area, 2- 4-4-2. 2 NM

b. System accuracy (Primary Area) (para 1711).

(1) VOR/TACAN radials: ± 4.5 degrees (Secondary - 6.7).

(2) NDB courses/bearings: ± 5.0 degrees (Secondary – 7.5).

(3) Localizer course: ± 1.0 degree.

c. Termination Point. When the airway or route terminates at a navigational facility or other radio fix, the primary area extends beyond that termination point. The boundary area may be defined by an arc which connects the two boundary lines. The center of the arc is, in the case of a facility termination point, located at the geographic location of the facility.

d. Required obstacle clearance (ROC).

(1) Primary area--1,000 feet; 2,000 feet in designated mountainous terrain (para 1720).

(2) Secondary area--This plane begins at a point 500 feet above the obstacles upon which the primary obstacle clearance area MOCA is based, and slants upward at an angle which will cause it to intersect the outer edge of the secondary area at a point 500 feet higher. (para 1721). Mountainous

Non-mountainous

Primary Primary 1000' 2000'

Figure 17-17

D-10 e. MEA will be established based upon obstacle clearance over the terrain or over manmade objects, adequacy of navigation facility performance, and communications requirements. Segments are designated West to East and South to North. MOCA is rounded up to next higher 100' and Controlled Airspace Requirement (CAR) is rounded using 49/50 rule (para 1718).

f. Controlled Airspace requirements (8260.19 Para 321). MEA’s for routes wholly within controlled airspace will normally provide a buffer above the floor of controlled airspace. This buffer will be at least 300 feet within Class E airspace containing terminal instrument procedure segments (feeder, initial, intermediate, final missed approach), and 500 feet within the low altitude airway structure.

NOTE: The ROC is applied to obstacles such as towers, trees, and buildings; controlled airspace requirements are applied against terrain.

Lowest MEA 1,900' MSL Lowest MEA 1,700' MSL

500' Buffer 300' Buffer

12O0' AGL Class E 300' Buffer

700' AGL Class E

Highest terrain within the area of consideration ie 200' MSL. NOTE: MEA has three considerations. (1) Controlled Airspace Requirements (CAR). (2) Minimum Obstruction Clearance Altitude (MOCA) with ROC and any adjustments. (3) Minimum Reception Altitude (MRA) completed by flight check.

2. Learning Step/Activity 2. Feeder route (Para 220).

a. May not always be required. They provide course and distance from the en route structure, begin at the en route fix, and end at the IAF. Publish only if an operational advantage results. They should coincide with local traffic flow. Length shall not exceed the operational service volume of NAVAID unless frequency protection is provided.

b. En route airway obstacle clearance criteria shall apply to feeder routes.

3. Learning Step/Activity 3. Minimum Safe/Sector Altitudes.

a. A minimum safe altitude provides at least 1,000 feet (rounded up) of obstacle clearance for emergency use, within a specified distance from the RNAV WP/primary navigation facility upon which a procedure is predicated. (ILS is usually from the LOM or other facility, not necessarily associated with procedure (para 221).

(1) Establish an MSA for all procedures within a 25-mile radius (Can extend to 30 miles to include the landing surface.) of WP/facility

D-11 including the area 4 miles beyond the outer boundary. If necessary to offer relief from obstacles, establish sector divisions, or a common safe altitude (no sectors) for the entire area around the facility. Sectors shall not be less than 90º in spread and shall provide 1000' of obstacle clearance in any adjacent sector within 4 miles of boundary line.

(2) Emergency Safe Altitudes (ESA) normally developed only for military procedures, and at the option of the approving authority. ESA’s are established within a 100-mile radius of the navigational facility or WP used as the ESA center. When located in designated mountainous areas, they provide at least 2,000 feet on ROC.

D. ENABLING LEARNING OBJECTIVE (ELO) #4:

ACTION: Select the requirements applied to the initial approach segment of an Instrument Approach Procedure (IAP).

NOTE: The instrument approach commences at the IAF. In the initial approach, the aircraft has departed the en route phase of flight and is maneuvering to enter an intermediate segment. It may be made along an arc radial, course, heading, radar vector, or a combination thereof.

1. Learning Step/Activity 1. Straight initial approach segment and ARCS.

a. Alignment (Para 232a).

(1) Angle of intersection between the initial approach course and the intermediate course SHALL not exceed 120 degrees.

(2) When the angle between the initial approach course and the intermediate course exceeds 90 degrees, a radial or bearing which provides at least 2 miles of lead (lead radial) SHALL be identified to assist in leading the turn onto the intermediate course.

b. Area (Para 232b).

(1) Length. No standard length. The length shall be sufficient to permit the altitude change required by the procedure and shall not exceed 50 miles unless an operational requirement exist. When any portion of the initial approach is more than 50 miles from the navigation facility, the criteria for en route airways shall apply to that portion.

(2) Width. The width is divided into a primary area, which extends laterally 4 miles on each side of the course, and a secondary area, which extends laterally 2 miles on each side of the primary area (2-4-4-2).

c. Obstacle clearance (Para 232c).

(1) Primary area--1,000 feet.

(2) Secondary area--500 feet tapering to 0.

D-12 (3) Altitude selection is based on Controlled Airspace Requirements (CAR), Minimum Obstruction Clearance Altitude (MOCA), Minimum Reception Altitude (MRA), and precipitous terrain.

d. Descent gradient (Para 232d).

(1) Optimum--250 feet per mile.

(2) Maximum--500 feet per mile.

e. An ARC may provide course guidance for all or a portion of an initial approach segment. Most requirements are the same as a straight initial segment.

(1) The minimum ARC radius SHALL be 7 miles.

(2) An ARC may join a course at or before the IF. When joining a course at or before the IF, the angle of intersection of the arc and the course shall not exceed 120 . When the angle exceeds 90 , a radial which provides at least 2 miles of lead SHALL be identified to assist in leading the turn onto the intermediate course.

(3) DME arc courses shall be predicated on DME collocated with a facility providing omnidirectional course information.

2. Learning Step/Activity 2. Dead reckoning (DR) initial approach segment.

a. Alignment (Para 233a). Each DR course shall intercept the extended intermediate course at least one mile from the IF for each 2 miles of DR flown. The intercept angle SHALL not exceed 90 and not be less than 45 except when DME is used or the DR distance is 3 miles or less.

(1) Length. Maximum length of the DR leg is 10 miles.

(2) Width. Where the DR course begins, the width is 6 miles on each side of the course expanding by 15 outward.

c. Obstacle clearance (Para 233c). Minimum of 1,000 feet. There is no secondary area. Altitude selection is based on Controlled Airspace Requirements (CAR), Minimum Obstruction Clearance Altitude (MOCA), Minimum Reception Altitude (MRA), and precipitous terrain.

3. Learning Step/Activity 3. Initial approach segment based on a Procedure Turn (PT).

a. A procedure turn (PT) SHALL be specified when it is necessary to reverse direction to establish the aircraft on an intermediate or final approach course (FAC), except per 234e. The procedure shall specify the PT

D-13 fix, the outbound and inbound course, the distance within which the PT shall be completed, and the direction of the PT (Para 234).

b. Alignment (Para 234a). When the inbound course of the PT becomes the intermediate course or the final approach course, it must meet the respective alignment criteria as per paragraph 242a or 250 (30).

c Area (Para 234b).

(1) 5 NM--CAT A aircraft or helicopters.

(2) 10 NM--normal distance.

(3) 15 NM--CAT E aircraft or operational requirements.

(4) The PT areas are depicted in figure 5. The PT segment is made up of the entry and maneuvering zones. The PT primary area dimensions are based on the PT completion altitude or the highest feeder route altitude whichever is greater. To allow additional maneuvering area as the true airspeed increases at higher altitudes, the dimensions of the PT primary area increase as per table 1A. The PT secondary area is 2 miles on the outside of the primary area.

d. Obstacle clearance (Para 234c).

(2) Secondary area--500 feet tapering to 0 feet.

(3) Altitude selection is based on Controlled Airspace Requirements (CAR), Minimum Obstruction Clearance Altitude (MOCA), Minimum Reception Altitude (MRA), and precipitous terrain.

e. Descent gradient (Para 234d).

(3) Where a PT is established over a FAF, the PT completion altitude should be as close as possible to the FAF crossing altitude. The difference cannot be greater than indicated in Table 1B, page 14. If greater differences are required for a 5- or 10-mile PT distance limits and maneuvering zone shall be increased at a rate of 1 mile for each 200 feet of required altitude.

f. Elimination of PT. A PT is NOT required when an approach can be made direct from a specified IF to the Final Approach Fix (FAF). A PT NEED NOT be established when an approach can be made from a properly aligned holding pattern as per paragraph 291.

E. ENABLING LEARNING OBJECTIVE (ELO) #5:

ACTION: Select the requirements applied to the intermediate approach segment of an IAP.

D-14 CONDITION: Using the TERPS Manual.

NOTE: Intermediate approach segments may be straight, along an ARC, and within a PT.

1. Learning Step/Activity 1. Straight intermediate approach segment.

a. Alignment (Para 242a). The course to be flown in the intermediate segment SHALL be the same as the FAC, except when the FAF is the navigation facility and it is not practical for the courses to be identical. In such cases, the intermediate course SHALL not differ from the final approach course by more than 30°.

(1) Length. Minimum is 5 NM for CAT A/B, and 6 NM for CAT C/D/E. Optimum is 10 NM. Maximum is 15 NM. Table 3 will be used for the minimum segment length where the initial approach course and the intermediate course are at an angle greater than 90.

(2) Width. The width of the intermediate segment is the same as the width of the segment it joins.

2 NM Width determined by the width of Width determined by FINAL SEGMENT. the width of segment 4 NM it joins. IF

Inbound course

FAF 12 NM

MIN--5 or 6 NM OPT--10 NM MAX--15 NM

STRAIGHT INTERMEDIATE APPROACH SEGMENT

(1) Primary area--minimum of 500 feet.

D-15 (3) Altitude selection is based on Controlled Airspace Requirements (CAR), Minimum Obstruction Clearance Altitude (MOCA), Minimum Reception Altitude (MRA), and precipitous terrain.

(1) As flat as possible.

2. Learning Step/Activity 2. ARC intermediate approach segment.

NOTE: Arcs with a radius of less than 7 miles or more than 30 miles from the navigation facility SHALL NOT be used.

a. Alignment (Para 243a). The same ARC SHALL be used for the intermediate and the final approach segments.

(1) Length. The intermediate segment shall NOT be less than 5 miles nor more than 15 miles in length, measured along the arc. The OPTIMUM length is 10 miles.

(2) Width. The total width of an arc intermediate segment is 6 miles on each side of the arc. The primary area is 4 miles on each side of the arc and the secondary is 2 miles outside the primary area (2-4-4-2).

(1) Primary area--minimum of 500 feet.

(1) As flat as possible.

3. Learning Step/Activity 3. Intermediate Segment within a procedure turn.

NOTE: The intermediate segment, within a PT, may be constructed in the following manner:

PT over a FAF (FAF is a facility). Figure 11. PT over a FAF (FAF is not a facility). Figure 12. PT over a Facility/Fix AFTER the FAF. Figure 13. PT over a Facility/Fix PRIOR to the FAF. Figure 14-1.

D-16 Pt Facility/Fix used as a step-down fix. Figure 14-2. PT Facility/Fix used as an intermediate fix. Figure 14-3.

NOTE: The following discussion will address the intermediate segment when the PT is over a FAF and the FAF is a facility.

a. Alignment (Para 242a). The course to be flown in the intermediate segment SHALL be the same as the FAC, except when the FAF is the navigation facility and it is not practical for the courses to be identical. In such cases, the intermediate course SHALL not differ from the final approach course by more than 30º.

b. Area (Para 244a). In construction of this area the entire 15 NM trapezoid will be developed and the area used will be a portion of the trapezoid that corresponds to the PT distance i.e. 5, 10, or 15 NM PT (see figure 11).

(1) Length. Minimum is 5 NM, Optimum is 10 NM, and Maximum is 15 NM.

(2) Width. The width is the same as the final segment at the facility and expanding uniformly to 6 NM on each side of the course at 15 NM from the facility (2-4-4-2).

c. Obstacle clearance (Para 242c). The area considered for obstacle clearance SHALL be the same length as the PT distance.

(1) Primary area--MINIMUM of 500 feet.

d. Descent gradient varies with type of construction [Para 242d, Para 244a(3)].

(1) Maximum--200 feet per mile from IF to step-down fix. The maximum descent gradient from the step-down fix to the FAF is 318 feet/NM.

(2) The PT distance may be increased to comply with descent limitations.

F. ENABLING LEARNING OBJECTIVE (ELO) #6:

ACTION: Select the requirements applied to the final approach segment of a non-precision IAP.

STANDARD: In accordance with (IAW) TM95-226.

1. Learning Step/Activity 1. Alignment.

a. The alignment of the final approach course with the runway centerline determines whether a straight-in or circling-only approach may be

D-17 established. The alignment criteria depending on whether the facility is OFF or ON the airport (Para 523a)(Definitions in Para 400 and 600).

(1) Off-airport facility alignment criteria. [VOR (Para 513a(1); NDB (Para 713a(1)].

(a) Straight in.

1. Within 30 degrees of the extended runway centerline.

2. Should be aligned to intersect the runway centerline at the runway threshold.

3. Point of intersection may be established as much as 3,000 feet outward from the runway threshold. Figure 46.

(b) Circling.

1. When the final approach course alignment does not meet the criteria for a straight in landing, only a circling approach shall be authorized, and course alignment should be made to the center of the landing area.

2. When an operational advantage can be achieved, the final approach course may be aligned to any portion of the usable landing surface. Figure 47.

(2) On-airport facility alignment criteria. VOR [Para 413a(1) and 513a(1)]; NDB [Para 613a(1) and 713a(2)].

(a) Straight in.

1. Within 30 degrees of the extended runway centerline.

2. Should be aligned to intersect the runway centerline 3,000 feet outward from the runway threshold.

3. Point of intersection may be established as much as 5,200 feet outward from the runway threshold.

4. A final approach course which does not intersect the runway centerline, or which intersects it at a distance greater than 5,200 feet from the threshold, may be established, provided that such a course lies within 500 feet laterally of the runway centerline at a point 3,000 feet outward from the runway threshold. Figure 48.

(b) Circling.

1. When the final approach course alignment does not meet the criteria for a straight in landing, only a circling approach shall be authorized, and course alignment should be made to the center of the landing area.

2. When an operational advantage can be achieved, the final approach course may be aligned to any portion of the usable landing surface. Figure 49.

D-18 2. Learning Step/Activity 2. VOR with FAF (Chapter 5).

a. VOR with FAF (Para 513). The final approach may be made either FROM or TOWARD the facility. See Figure 51.

(1) The area considered for obstacle clearance in the final approach segment starts at the FAF and ends at the runway or missed approach point, whichever is encountered last. It is a portion of a 30-mile long trapezoid, which is made up of primary and secondary areas.

(2) The trapezoid is 2 miles wide at the facility, and expands uniformly to 5 miles wide at 30 miles from the facility. A secondary area is on each side of the primary area. It is zero miles wide at the facility and expands uniformly to 1 mile on each side of the primary area at 30 miles from the facility.

(3) The OPTIMUM length of the final approach segment is 5 miles. The MAXIMUM length is 10 miles. The MINIMUM length of the final segment shall provide adequate distance for an aircraft to make the required descent and to regain course alignment as per Table 14.

NOTE: Final approaches may be made to airports that are a maximum of 30 NM from the facility.

Facility 1NM

2NM 5NM 30NM

1NM VOR WITH FAF

(1) Straight-in Landing. The minimum obstacle clearance in the primary area is 250 feet. The secondary area is 250 feet at the inner edge, tapering uniformly to zero feet at the outer edge. The MDA shall be rounded off to the next HIGHER 20-foot increment (Para 321).

(2) Circling Approach. Paragraph 513c(1) and chapter 2, section 6 applies (300'). MDA rounded to next HIGHER 20' increment (Para 321).

(a) Alignment and area (Circling) (chap 2, Para 260a). The size of the circling area varies with the approach category of the aircraft, as shown in table 4. To define the limits of the circling area for the appropriate category, draw an arc of suitable radius from the center of the end of each usable runway. Join the extremities of the adjacent arcs with lines drawn tangent to the arcs. This is the circling approach area.

D-19 (b) Obstacle Clearance. A minimum of 300 feet of obstacle clearance shall be provided in the approach area. There is no secondary area. It will be permissible to eliminate from consideration a particular sector provided the landing can be made without maneuvering over the sector. MDA shall be rounded to next HIGHER 20' increment (Para 322).

d. Descent gradient (Para 513d) Paragraph 252 applies.

(3) Calculate descent gradients from the plotted position of the FAF or stepdown (S/D) fix to plotted position of a S/D or final endpoint (FEP) as appropriate.

(4) When the maximum descent gradient is exceeded, straight-in minimums are NOT authorized. Circling only minimums may be authorized if the maximum circling descent gradient is not exceeded as per paragraph 252d.

e. Uses of Fixes (Para 513e). Criteria for the use of radio fixes are contained in chapter 2 section 8. Where a procedure is based on a PT and an on-airport facility is the PT fix, the distance form the facility to the FAF shall not exceed 4 miles.

f. Missed approach segment (Para 514). Criteria for the missed approach segment are contained in chapter 2, section 7. For VOR procedures, the MAP and surface shall be established as follow:

(1) Off airport facilities (Para 514a).

(a) Straight-in. The MAP is a point on the FAC which is NOT farther from the FAF than the runway threshold. The missed approach surface shall commence over the MAP at the required height (Para 274).

(b) Circling. The MAP is a point on the FAC which is NOT farther from the FAF than the first usable portion of the landing area. The missed approach surface shall commence over the MAP at the required height.

(2) On airport facilities (Para 514b). The MAP is a point on the FAC which is NOT farther from the FAF than the facility. The missed approach surface shall commence over the MAP at the required height.

3. Learning Step/Activity 3. TACAN and VOR/DME.

a. Final approach Segment (Para 523). TACAN and VOR/DME final approaches may be based either on Arcs or radials. The final approach begins at a FAF and ends at the missed approach point (always marked with a fix).

(1) Radial final approach criteria are specified in paragraph 513.

(2) ARC final approach. The final approach ARC SHALL be a continuation of the intermediate ARC. Arcs closer than 7 NM or greater than 30 NM from the facility SHALL NOT be used for final approach.

(a) Alignment [Para 523(1)].

D-20 1. For straight-in approaches, the final approach ARC SHALL pass through the runway threshold when the angle of convergence of the runway centerline and the tangent of the ARC does not exceed 15.

2. When the angle exceeds 15, the final approach ARC shall be aligned to pass through the center of the airport and only circling minimums shall be authorized.

(b) Area [Para 523b(2)]. The area considered for obstacle clearance in the ARC final approach segment starts at the FAF and ends at the runway or MAP, whichever is encountered last.

1. Length. NOT more than 5 miles.

2. Width. Same as airways, 2-4-4-2.

(c) Obstacle clearance [Para 523b(3)].

1. Primary area--500 feet (MDA rounded to next HIGHER 20')

2. Secondary area--500 feet tapering to 0 feet.

(d) Descent gradient [Para 523b(4)]. Paragraph 252 applies.

1. Optimum--318 feet per mile.

2. Maximum--400 feet per mile.

(e) Use of fixes [Para 523b(5)]. Fixes along an arc are restricted to those formed by radials from the VORTAC facility which provides the DME signal.

(f) Missed approach segment [Para 523b(6)]. The MAP shall be a radial/DME fix. The ARC missed approach course may be a continuation of the final approach ARC.

4. Learning Step/Activity 4. VOR no FAF (Chapter 4).

NOTE: This type of procedure has NO intermediate segment. Upon completion of the PT, the aircraft is on final approach.

a. The final approach segment begins where the procedure turn intersects the final approach course inbound.

(1) Length. The primary area is longitudinally centered on the final approach course, and is 10 miles long. When the 5-mile PT is used, only the inner 5 miles of the final approach area need be considered.

(2) Width. The primary area is 2 miles wide at the facility and expands uniformly to 6 miles at 10 miles from the facility. A secondary area is on each side of the primary area. It is zero miles wide at the facility

D-21 and expands uniformly to 1.34 miles on each side of the primary area 10 miles from the facility.

D-22 1.34NM Facility

10 NM 2 NM 6 NM

5 NM PT 1.34 NM

VOR NO FAF

(1) Straight-in. Primary area is 300 feet. Secondary area is 300 feet tapering uniformly to 0 feet. MDA rounded to next HIGHER 20' increment (Para 321).

(2) Circling. In addition to Paragraph 413c(1), as per chapter 2, section 6 (300'). MDA rounded to next HIGHER 20' increment (Para 322).

d. Descent gradient (procedure turn altitude) (Para 413d).

(1) The PT completion altitude SHALL be within 1,500 feet of the MDA (1,000 feet with a 5 mile PT), provided the distance from the facility to the point where the final approach course intersects the runway centerline (or the first usable portion of the landing area for circling only procedures) does not exceed 2 miles.

(2) If the above distance exceeds 2 miles, the difference between procedure turn altitude and the MDA SHALL be reduced at the rate of 25 feet for each one-tenth of a mile in excess of 2 miles.

e. Use of step-down fix (Para 413e and 288c).

(1) A step-down fix is permitted provided the distance from the facility to the step-down fix does not exceed 4 miles.

(2) The descent gradient between PT completion altitude and stepdown fix altitude shall not exceed 150 ft/NM.

(3) Obstacle clearance may be reduced to 250 feet from the step- down fix to the MAP.

f. Missed approach segment. Criteria for the missed approach segment are contained in chapter 2, section 7. The MAP is the facility.

5. Learning Step/Activity 5. NDB with FAF (Chapter 7).

D-23 a. The final approach may be made either FROM or TOWARD the facility.

b. Area (Straight-in) (Para 713b).

(1) The area considered for obstacle clearance in the final approach segment starts at the FAF and ends at the runway or missed approach point, whichever is encountered last. It is a portion of a 15-mile long trapezoid, which is made up of primary and secondary areas.

(2) The trapezoid is 2.5 miles wide at the facility and expands uniformly to 5 miles wide at 15 miles from the facility. A secondary area is on each side of the primary area. It is zero miles wide at the facility and expands uniformly to 1 mile on each side of the primary area at 15 miles from the facility.

(3) The OPTIMUM length of the final approach segment is 5 miles. The MAXIMUM length is 10 miles. The MINIMUM length of the final segment shall provide adequate distance for an aircraft to make the required descent, and to regain course alignment as per Table 15.

NOTE: Final approaches may be made to airports that are a maximum of 15 miles from the facility.

FAF 1 NM

2.5 NM 5 NM 15 NM

NDB WITH FAF

c. Obstacle clearance (Straight-in landing) (para 713c).

(1) Straight-in Landing. The minimum obstacle clearance in the primary area is 300 feet. Exception: Military users may apply a minimum obstacle clearance in the primary area of 250 feet. In the secondary area, 300 feet (or 250 feet, as applicable) of obstacle clearance shall be provided at the inner edge, tapering uniformly to zero feet at the outer edge. MDA rounded to next HIGHER 20' increment (Para 321).

(2) Circling Approach. In addition to the minimum requirements specified in paragraph 713c(1), Chapter 2, section 6 applies (300’). MDA rounded to next HIGHER 20' increment (Para 322).

d. Descent gradient (Para 713d) paragraph 252 applies.

D-24 (3) Calculate descent gradients from the plotted position of the FAF or stepdown (S/D) fix to plotted position of a S/D or final endpoint (FEP) as appropriate.

(4) When the maximum descent gradient is exceeded, straight-in minimums are NOT authorized. Circling only minimums may be authorized if the maximum circling descent gradient is not exceeded as per paragraph 252d.

e. Use of fixes (Para 713e). Criteria for the use of radio fixes are contained in chapter 2, section 8. Where the procedure is based on a PT and an on-airport facility is the PT fix, the distance from the facility to the FAF shall not exceed 4 miles.

f. Missed approach segment (Para 714). Criteria for the missed approach segment are contained in chapter 2, section 7. The MAP and surface shall be established as follow:

(1) Off airport facilities (Para 714a).

(a) Straight-in. The MAP is a point on the FAC which is NOT farther from the FAF than the runway threshold. The missed approach surface shall commence over the MAP at the required height (Para 274).

(b) Circling Approach. The MAP is a point on the FAC which is NOT farther from the FAF than the first usable portion of the landing area. The missed approach surface shall commence over the MAP at the required height.

(2) On airport facilities (Para 514b). The MAP is a point on the FAC which is NOT farther from the FAF than the facility. The missed approach surface shall commence over the MAP at the required height.

6. Learning Step/Activity 6. NDB no FAF (Chapter 6).

NOTE: This type of procedure has NO intermediate segment. Upon completion of the PT, the aircraft is on final approach.

a. The final approach segment begins where the procedure turn intersects the final approach course inbound.

(1) Length. The primary area is longitudinally centered on the final approach course, and is 10 miles long. When the 5-mile PT is used, only the inner 5 miles of the final approach area need be considered.

(2) Width. The primary area is 2.5 miles wide at the facility and expands uniformly to 6 miles wide at 10 miles from the facility. A secondary area is on each side of the primary area. It is zero miles wide at the facility, and expands uniformly to 1.34 miles on each side of the primary area 10 miles from the facility.

D-25 1.34 NM Facility

2.5 NM 6 NM

5 NM PT 1.34 NM

NDB NO FAF

(1) Straight-in. Primary area is 350 feet. Exception: Military users may apply a minimum obstacle clearance in primary area of 300 feet. In the secondary area, 350 feet (or 300 feet, as applicable) of clearance shall be provided at the inner edge, tapering uniformly to zero feet at the outer edge. MDA rounded to next HIGHER 20' increment (Para 321).

(2) Circling. In addition to the minimum requirements specified in paragraph 613c(1), obstacle clearance as per chapter 2, section 6 (300’). MDA rounded to next HIGHER 20' increment (Para 322).

d. Descent gradient (Para 613c).

(1) The PT completion altitude SHALL be within 1,500 feet of the MDA (1,000 feet with a 5 mile PT), provided the distance from the facility to the point where the FAC intersects the runway centerline (or the first usable portion of the landing area for circling only procedures) does not exceed 2 miles.

(2) If the above distance exceeds 2 miles, the maximum difference between PT completion altitude and the MDA SHALL be reduced at the rate of 25 feet for each one-tenth of a mile in excess of 2 miles.

e. Use of step-down fix (Para 613e and 288c).

(1) A step-down fix is permitted provided the distance from the facility to the step-down fix does not exceed 4 miles.

(2) The descent gradient between PT completion altitude and stepdown fix altitude shall not exceed 150 ft/NM.

(3) Obstacle clearance may be reduced to 300 feet (Exception: Military 250 feet) from the step-down fix to the MAP.

D-26 f. Missed approach segment (Para 614). Criteria for the missed approach segment are contained in chapter 2, section 7. The MAP is the facility.

D-27 G. ENABLING LEARNING OBJECTIVE (ELO) #7:

ACTION: Determine the minimum descent altitude (MDA) for a non-precision approach.

1. Learning Step/Activity 1. Minimum Descent Altitude (MDA).

a. The MDA for a straight-in approach shall provide at least the minimum required clearance over obstacles in the final approach segment. It shall also be established high enough to ensure that obstacles in the missed approach area do not penetrate the 40:1 missed approach surface. The MDA shall be rounded off to the next HIGHER 20-feet increment. (Para 321)

b. The MDA for circling approach shall provide at least the minimum required final obstacle clearance in the final approach segment and the minimum required circling obstacle clearance in the circling approach area. It shall also meet the missed approach requirements specified in paragraph 321. Round the MDA to the next higher 20-foot increment. The published circling MDA shall not be above the FAF altitude or below the straight-in MDA. The circling MDA shall not be less than minimums per paragraph 351.

2. Learning Step/Activity 2. Minimums adjustments (Para 323).

a. Precipitous terrain. Consideration must be given to induced altimeter errors and pilot control problems which result when winds of 20 knots or more move over such terrain (in or outside of designated mountainous areas). Raising of the MDA or DH is based on experience and good judgment.

b. Remote altimeter setting source. When the altimeter setting is derived from a remote source more than 5 NM from the airport reference point (ARP) or the heliport reference point (HRP), the ROC shall be increased by the amount of the RASS adjustment for the final (except precision), step- down, circling, and intermediate segments. A RASS is not authorized for a remote distance greater than 75 NM or for an elevation differential between the RASS and the landing area that is greater than 6000 feet.

Adjustment = 2.30dr + 0.14e

c. Excessive length of final. When a final approach fix is incorporated in the procedure, and the distance from that fix to the nearest landing surface exceeds 6 miles, the required obstacle clearance in the final approach segment shall be increased at the rate of 5 feet for each one-tenth of a mile over 6 miles. Where a step-down (S/D) fix is incorporated in the final approach segment, the basic obstacle clearance may be applied between the S/D fix and the MAP, provided the fix is within 6 miles of the landing surface.

H. ENABLING LEARNING OBJECTIVE (ELO) #8:

ACTION: Select the criteria on the missed approach segment for a non- precision approach.

CONDITION: Using the TERPS Manual

D-28 STANDARD: In accordance with (IAW) TM 95-226.

1. Learning Step/Activity 1. Missed approach segment area (Para 270).

a. A missed approach procedure shall be established for each instrument approach procedure. Must be simple; specify an altitude, and a clearance limit. Initiated at the DH or the MAP and uses a specified altitude to permit holding or en route flight.

b. The area has a width equal to that of the final approach area at the MAP and expands uniformly to the width of the initial approach segment at a point 15 flight path miles from the MAP (six miles either side of centerline with no secondary area).

c. When PCG is available, the secondary area has the same width as the final approach secondary area at the MAP, and expands uniformly to a width of 2 miles at a point 15 miles from the MAP.

d. Only the primary missed approach procedure SHALL be included on the published chart.

2. Learning Step/Activity 2. Alignment (Para 273 and 275).

a. When the missed approach course is within 15º of the final approach course (FAC), it is considered a straight missed approach.

b. If a turn of more than 15º from the FAC is required, a turning or combination straight and turning missed approach area must be constructed. The dimension and shape of this area are affected by three variables:

(1) Width of final approach area at the MAP.

(2) All categories of aircraft authorized to use the procedure.

(3) Number of degrees of turn required by the procedure.

3. Learning Step/Activity 3. Straight missed approach obstacle clearance.

a. Within the primary and secondary area, no obstacle shall penetrate the missed approach surface (Para 274).

b. The surface begins over the MAP at a height determined by subtracting the required final approach ROC and any minimum adjustments, per Para 323 from the MDA. The primary area rises uniformly at the rate of 1 foot vertically for each 40 feet horizontally (40:1). The secondary area rises at the rate of 12:1 that extends outward and upward from the primary area.

(1) Evaluation is from the MAP to the clearance limit (end of the missed approach segment). Once the surface reaches a height of 1,000 feet below the missed approach altitude, further application of the surface is not required.

(2) If there is a penetration the MDA can be raised high enough to allow the 40:1 and/or 12:1 slope to clear the obstacle, the MAP can be displaced, or the missed approach can be turned away from obstacle.

D-29 I. ENABLING LEARNING OBJECTIVE (ELO) #9:

ACTION: Determine the requirements applied to holding patterns.

a. Area (Para 292). Criteria for holding pattern airspace are contained in FAA Order 7130.3, and provide for separation of aircraft from aircraft. Templates are developed on scale 1:500,000 and based upon maximum airspeeds for civil aircraft and military aircraft (covered in GP).

b. Template use is based KIAS, Fix-to NAVAID distance, and altitude.

c. Obstacle clearance (Para 293).

J. ENABLING LEARNING OBJECTIVE (ELO) #10:

ACTION: Select the criteria for “COPTER” Instrument Approach Procedures.

a. Established IAW Chapter 11 of the TERPS manual.

b. Chapter 11 amends many previously stated requirements for all approach segments.

c. Establishes two additional approach minima terms.

(1) HAL is the height above landing area elevation and is depicted when the intended landing point is within 2,600 feet of the MAP.

(2) HAS is the height of MDA above the highest terrain/surface within a 5,200-foot radius of the MAP in point in space procedures and is depicted when the intended landing point is not within 2,600 feet of the MAP. HAS is associated with point in space approaches. To establish a HAS, the following criteria must be met:

(a) A VFR route must be depicted on the approach plate from the missed approach point to the point of landing. Helicopters must proceed under VFR or special VFR to a landing area.

(b) MDA is determined not only from the highest point in the final segment but also within 5,200-foot radius of the MAP.

d. Differences from approaches developed for all aircraft.

(1) Criteria are based on the unique maneuvering capability of the helicopter at airspeeds not exceeding 90 knots.

D-30 (2) Based on straight-in landing criteria only.

(3) Optimum descent gradient is 400'/mile, maximum 600'/mile.

(4) 2-mile lead radial is reduced to 1 mile.

(5) Procedure turn distance is normally 5 NM.

(6) Alignment from intermediate to final segment cannot be more than 60º.

(7) Missed approach area length is 7.5 miles.

(8) Missed approach surface in primary area is 20:1 and secondary area is 4:1.

(9) Holding minimum size pattern is NO. 1. FAA Order 7130A develops holding patterns based on a maximum speed of 100 KIAS. The size of the pattern is then determined by the altitude and Fix-to-Navaid distance i.e. 2000' and 0-14.9 NM uses pattern identification A. (Ref 7130.3A Para 5- 4a and Table 5 Page 5-2)

I COPTER HOLDING AREA

(10) Minimum visibility may be ½ the computed straight-in CAT A fixed-wing value but not less than ¼ mile/1,200 RVR.

(11) Step-down fix is changed to 2.5 miles from the facility.

K. ENABLING LEARNING OBJECTIVE (ELO) #11:

ACTION: Determine the requirements of a Copter GPS approach.

CONDITION: Using the “Supplement in support of Terminal Instrument Procedures (TERPS).

STANDARD: In accordance with (IAW) TM 95-226 and FAA 8260.42.

1. Learning Step/Activity 1. General Criteria.

a. Definitions (Para 6).

b. Airspeeds -- 70 knots (military 90 knots) in the final and missed approach segments (Para 8).

D-31 c. Fix displacement tolerance (Table 1).

EN ROUTE TERMINAL (IAF/IF) APPROACH (FAF/MAP) Cross Track +2.8 NM +1.0 NM +0.4 NM Along Track +2.0 NM +1.0 NM +0.3 NM

d. Procedure identification. Approaches to a helipoint will be named “COPTER GPS 160.” Approaches to a runway will be named “COPTER GPS RWY 22.”

e. Holding. Order 8260.3B, chapter 11, paragraph 1124 applies. Locate holding fixes within 25 NM of the HRP/ARP (Para 10). Obstacle Clearance in the primary area is 1000 feet. Secondary area is 500 feet tapering to 0.

2. Learning Step/Activity 2. En route criteria (Section 2).

a. Construct routes originating 25 NM or less from the HRP/ARP:

(1) and ending 30 NM or less from the HRP/ARP, with a primary area width of ±1.5 NM and a secondary width of 0.5 NM (terminal size).

(2) and ending more than 30 NM from the HRP/ARP, with a primary area width of ±4.0 NM and a secondary width of 2.0 NM (en route criteria size).

b. Construct routes originating beyond 25 NM from the HRP/ARP:

(1) and ending more than 25 NM from the HRP/ARP, with a primary area width of ±4.0 NM and a secondary width of 2.0 NM (en route criteria size).

(2) and ending 25 NM or less from the HRP/ARP, beginning with standard en route dimensions (primary area width if ±4.0 NM and a secondary width of 2.0 NM) and tapering at a rate of 30º inward relative to course to terminal criteria size beginning at the latest point the feeder fix can be received.

3. Learning Step/Activity 3. Terminal criteria (Section 3).

a. Approach configuration (Para 13). Consider the BASIC “T” approach configuration as the first option in procedure design.

b. Initial approach segment (Para 14). The initial approach segment begins at the IAF and ends at the IF. Course change at the IF shall not exceed 120º. Turns of 90º or less do not require application of turn anticipation/expansion area.

(1) Course reversal. Construct the inbound leg of course reversal holding patterns within 30º of the intermediate or final.

(2) Area.

(a) Length. The initial segment length should not exceed 10 NM, unless operational requirements dictate. Construct IAF’s within 25 NM of the ARP/HRP. The minimum length is based on turn as per table 2.

D-32 (b) Width. Primary area is 1.5 NM each side of the course centerline. Secondary are is 0.5 NM on each side of the primary area.

1.5 1.0 3.0 IF IAF 1.5

Max 10 NM

HELICOPTER GPS INITIAL APPROACH SEGMENT

(3) Obstacle clearance. Order 8260.3B, Para. 232c, applies. Primary area - 1000 feet. Secondary area – 500 feet tapering to 0 feet.

(4) Descent Gradient. Optimum descent gradient is 400 feet/NM. Where higher descent gradients are required, Order 8260.3B, Para 1110, applies.

c. Intermediate segment (Para 15). The intermediate segment begins at the IF or an ATD fix and ends at the FAF.

(1) Alignment. The maximum course change at the FAF is 60°; outside and inside turn expansion area in 8260.38A apply only to military flying at 90 KIAS.

(2) Area.

(a) Length. Maximum length is 5 NM. Recommended length is 3 NM. The minimum is based on turn as per table 2.

(b) Width. The primary area is 1.5 NM each side of the segment centerline, beginning at the earliest IF position. The segment starts to taper inward 2 NM prior to the plotted position of the FAF to reach a width of +0.55 NM at the plotted position of the FAF. The secondary area is 0.50 NM each side of the primary.

NOTE: USAF/USA/USCG/USN ONLY flying at 90 KIAS: Change 0.55 NM to 0.70 NM.

D-33 0.5

0.5 1.5 1.0 FAF 0.55(Military 0.7) 3.0 0.55(Military 0.7) IF 2.0 NM 1.5 0.0.5 NM 5 0.5 N HELICOPTER GPS INTERMEDIATE APPROACHM SEGMENT

(3) Obstacle Clearance. Order 8260.3B, Para. 242c, applies. Primary area - 500 feet. Secondary area – 500 feet tapering to 0 feet.

(4) The optimum descent gradient is 400 feet/NM.

d. Final approach segment (Para 16). The final approach segment begins at the FAF and ends at the MAP.

(1) Configuration and alignment. There are three types of final approach segments: approaches aligned to a runway, approaches to a helipoint, and approaches to a point-in-space.

(2) Area. The area considered for obstacle clearance begins at the earliest FAF position and ends at the latest MAP position, or the runway threshold, or a point abeam the runway threshold, as appropriate.

(a) Length. The optimum length is 3 NM. The minimum length (FAF to MAP) is governed by turn at the FAF as per table 2.

(b) Width. The primary area boundary begins 0.55 NM each side of the final segment centerline at the earliest FAF position (established by the WP displacement Table 1). The width remains constant until the latest FAF position (established by the WP displacement Table 1). It then tapers to 0.4 NM at the latest MAP position. The secondary area boundary is 0.5 NM each side of the primary area.

NOTE: USAF/USA/USCG/USN ONLY flying at 90 KIAS: Change 0.55 NM to 0.70 NM and 0.40 NM to 0.5 NM. 2-10 NM

.5 NM .5 NM MAP .55 (Military.7) FAF Final Segment .4 (Military .5) .55 (Military.7) .4 (Military .5) .5 NM .5 NM

HELICOPTER GPS FINAL APPROACH SEGMENT

D-34 (3) Obstacle clearance. Primary area ROC is 250 feet. Secondary ROC is 250 feet at the edge of the primary area, tapering uniformly to zero at the outer edge. (MDA rounded to next HIGHER 20')

(4) Descent Gradient. Order 8260.3B, Para. 1110 applies.

e. Missed approach (Section 4). The missed approach segment begins at the earliest MAP position and ends at a holding point designated by a missed approach holding fix (MAHF) clearance limit, OPTIMUM routing is straight ahead to a direct entry into holding at the MAHF. Order 8260.38a applies, with the following exceptions:

(1) The length of the missed approach segment splay is 7.5, vice 15 NM.

(2) Segment route width expands to ±1.5 NM (primary) and 0.5 NM (secondary), vice ±4 NM and 2 NM, respectively.

(3) Locate the MAHWP within 25 NM of the HRP/ARP.

.5 NM 7.5 NM .5 NM 1.5 NM .4 (Military.5) MAP Missed Approach .4 (Military.5) MAHP 1.5 NM .5 NM

HELICOPTER GPS MISSED APPROACH SEGMENT

(4) Use a 20:1 primary OIS slope vice a 40:1 slope and a 4:1 secondary OIS slope vice a 12:1 slope.

(5) Construct the turning segment outer turn radius boundary using “wide” methodology.

(6) For a turning missed approach use an outer boundary radius of 1.3 NM and a flight path radius of 4,000 feet (0.66 NM).

NOTE: USAF/USA/USCG/USN ONLY flying at 90 KIAS. The beginning width of the missed approach segment is ±0.5 NM.

D-35 APPENDIX E

TERMININAL INSTRUMENT PROCEDURES (TERPS)

STUDY GUIDE

NOTE: Questions in this study guide will ensure that the enabling learning objectives were learned. Utilize your TERPS manual or supplement and student handout.

1. An aircraft stalls in its landing configuration at 70 knots. What speed would be used in determining aircraft category?

2. Complete the following obstruction clearance chart. PRIMARY SECONDARY AREA AREA

HOLDING AIRSPACE

FEEDER ROUTE

INITIAL APPROACH WITH PROC TURN

INITIAL APPROACH WITHOUT PROC TURN

INTERMEDIATE SEGMENT

FINAL-–VOR WITH FAF

FINAL--ON AIRPORT VOR NO FAF

FINAL--NDB WITH FAF

FINAL--ON AIRPORT NDB NO FAF

CIRCLING APPROACH AREA

MISSED APPROACH SURFACE

GPS FINAL APPROACH SEGMENT

3. Put dimensions on this final approach trapezoid for a VOR with FAF.

Facility

E-1 4. What is the maximum length of a VOR/NDB final approach segment? ______.

5. What is the maximum angular difference between the intermediate and final approach segment? ______.

6. What is the maximum angular difference between a straight-in VOR/NDB final approach course and the extended runway centerline? ______.

7. Put the dimensions on the NDB final approach segment.

8. The standard missed approach surface has a ______slope and copter procedures missed approach surface is ______.

9. MDAs will be rounded to the next higher ______increment.

10. Published altitudes for all segments prior to the final approach segment shall be in increments of ______feet MSL.

11. In addition to consideration for precipitous terrain, what two other conditions will cause adjustments to minima? ______and ______.

12. What minimum descent altitude (MDA) would be published for the following NDB approach (non-military)?

FAF 7.1 NM

Obstacle height (MSL) ______Required obstacle clearance (ROC) ______Excessive distance adjustment ______Total ______Total rounded UP to nearest 20 feet (MDA) ______

E-2 APPENDIX E

TERMININAL INSTRUMENT PROCEDURES (TERPS)

STUDY GUIDE SOLUTIONS

1. Category B, speed 91 knots or more but less than 121 knots. 2. PRIMARY SECONDARY AREA AREA

HOLDING AIRSPACE 1,000’ 500’-0’

FEEDER ROUTE 1,000’ 500’-0’

INITIAL APPROACH WITH PROC TURN 1,000’ 500’-0’

INITIAL APPROACH WITHOUT PROC TURN 1,000’ 500’-0’

INTERMEDIATE SEGMENT 500’ 500’-0’

FINAL-–VOR WITH FAF 250’ 250’-0’

FINAL--ON AIRPORT VOR NO FAF 300’ 300’-0’

FINAL--NDB WITH FAF 300’ (Mil-250’) 300’(250’)-0’

FINAL--ON AIRPORT NDB NO FAF 350’ (Mil-300’) 350’(300’)-0’

CIRCLING APPROACH AREA 300’ NA

MISSED APPROACH SURFACE ZERO ZERO

GPS FINAL APPROACH SEGMENT 250’ 250’-0’

3. Length 30 NM, fix end width 2.0 NM, non-fix end width 5.0 NM. Secondary area non-fix end width 1.0 NM. 4. 10 NM 5. 30 degrees 6. 30 degrees 7. Length 10 NM, fix end width 2.5 NM, non-fix end width 6 NM. Secondary area width at non fix end 1.34 NM 8. 40:1, 20:1 9. 20-foot 10. 100 11. remote altimeter setting; excessive length of final 12. Obstacle height (MSL) 316 feet Required obstacle clearance (ROC) 300 feet Excessive distance adjustment 55 feet Total 671 feet Total rounded UP to nearest 20 feet (MDA) 680 feet