Approach Briefing

For this exercise we're going to brief the ILS or LOC RWY 23 Approach at KPVD (Providence, RI). Below I've taken the approach plate and divided it into different sections. We're going to look at each of these sections in detail. First, let's look at where each section is located.

The top section, outlined in red, is referred to as the "Briefing Strip". It contains vital information about the approach, including frequencies, notes, and the textual description of the missed approach procedure.

The next section, outlined in green, is called the "Plan View". It shows an overhead map of the entire approach procedure, including the missed approach. The plan view will help us to form the 3 dimensional picture of how the approach will look.

Below the Plan View is the "Profile View", which is outlined here in blue. The profile view shows the vertical aspect of the approach, as well as minimum altitudes for each category of aircraft. It is used along with the Plan View to help us complete the 3 dimensional picture of the approach.

To the left of the Profile View is the "Airport Diagram". It shows the relationship of the final approach course to the applicable runway. You can also find timing for the missed approach point at the bottom of this section.

Let's look at the Briefing Strip in more detail.

In the above diagram, I've added some red numbers to help keep track of where we are. We're going to read it left to right, starting at the top and working our way down.

1. First step is to check the location. This is your first line of defense against using the wrong chart.

2. The next piece of info tells us the primary navigation source for the approach. In this example, we are using the localizer with a frequency of 109.3 (or for those with military equipment, channel 30). This is a good time to tune in the frequency and ID the station. The morse code identifier is found in the profile view below.

3. Next is the final approach course, in this case it is 227. If the #1 nav is not being used, this is a good time to set the OBS or HSI needle to 227. If the #1 nav is being used, but the #2 is available, it is recommended to switch navigation to the #2 nav, which would free up the #1 nav for the approach.

4. Here we have runway information. Make sure that the length of runway is sufficient for the airplane you are flying. Also, note the elevation of the touchdown zone (TDZE) and the airport for situational awareness.

5. Before moving to the next line, double check that you have the correct procedure and the correct airport. Professional pilots have been known to brief the ILS 27L when they were really supposed to be flying the ILS 27R!

6. On the next line we have the notes section. The upside down triangle with the "T" inside indicates that there are nonstandard takeoff minimums or departure procedures. The triangle with the "A" inside indicates that there are nonstandard alternate minimums. Notice that "Radar or DME (is) REQUIRED". We'll find out later why this is.

7. This section tells us about the approach lighting system for runway 23. MALSR means Medium Intensity Approach Lighting System with REIL (Runway End Identifier Lights). The circle with the "A5" also tells us that it is MALSR. The fact that the circle is black, and the "A5" is white tells us that pilot controlled lighting is used for this system.

8. The next section is the textual description of the missed approach procedure. This will be used in conjunction with the plan view to gain a complete understanding of how the missed approach procedure is to be flown. Every approach should be briefed with the mindset that the missed approach WILL be flown.

Blocks 9-13 contain important frequencies for this approach. First is the ATIS. Most likely you have already listened to the ATIS, which told you to expect the ILS runway 23. If not, now is a good time to get the latest weather. Next is the controlling facility that handles radar services for this approach. The significance of this frequency is that they are the ones who will clear you for the approach. If flying into a smaller airport, they are the ones who will want to know which approach you'd like to fly. Next is the tower frequency. This should be loaded in the opposite radio from the one you are currently using to talk to ATC. Also notice in the next box is the ground control frequency. After checking the weather, you can replace that frequency with ground. Last is Clearance Delivery, which won't be needed for the arrival phase.

Now, let's look over the plan and profile views so we can start developing a picture of how the approach will be flown. In the diagram below I've superimposed the profile view onto the lower left corner of the plan view. The two views will be used together to develop a 3 dimensional picture of the procedure.

1. First step is to identify the initial approach fixes. These are where the approach officially begins. If there are more than one, you should determine which one will be the best to use depending on what direction you are arriving from. In this example, there is only one, it is the Armin LOM. An LOM is a locator outer marker, which simply means that an NDB has been co-located with an outer marker beacon. Be sure to enable the marker beacon audio on the intercom panel. Initial approach fixes can always be identified by "IAF". You should always ask how you can identify/nagivate to the IAF. We would need an ADF receiver, which is why it says "ADF REQUIRED" at the top.

2. Next step is to identify the Final Approach Fix (FAF), and how to get from the IAF to the FAF. Sometimes "FAF" is used to identify the FAF on the plan view. The most definite way to identify it is by the maltese cross symbol on the profile view. In this example, the FAF is CUSKA radar/DME fix. This is why the notes in the Briefing Strip told us that Radar or DME is required to fly this approach. Those are the only two ways to identify the FAF. Looking at the profile view we can see that from the IAF, we should fly a 047 course outbound, and we can descend down to 2200 as long as we stay within 10 nm of the Armin NDB. The profile view simply shows us then reversing course to fly a course of 227 back inbound, as well as descending down to 1900 once established on the inbound course. The plan view shows what type of course reversal we can use, in this case a procedure turn. How far away from the IAF should we fly before doing the procedure turn? The standard is to fly outbound for one minute.

3. Now, we need to identify the Missed Approach Point (MAP). The missed approach always begins where the solid line ends and the dotted line begins. We can best see where this occurs on the profile view, but there is no indication of how to identify it. This means that we will use our time from the FAF, which we'll see later. On the final approach segment, be sure to take note of a possible stepdown fix between the FAF and the MAP. In this example there is not one. Notice there is no altitude specified past the FAF. This means that we can descend to our MDA/DH. We'll look at this in the profile section.

4. Last we need to identify the missed approach holding fix and the missed approach procedure. In this example, the FOSTY intersection is where the missed approach procedure terminates and you would have to hold until receiving a further clearance. We could identify FOSTY by using either DME, or where the PVD 321 radial crosses the ORW 057 radial. Earlier we read the textual description of the missed approach. We can compare that to the dotted line on the plan view to see how the procedure would be carried out. This is also a good time to determine what type of hold entry you would perform once reaching the missed approach holding fix.

Next, let's finish talking about the profile view.

1. There is a graphical representation of the missed approach procedure to help jog your memory when flying the missed approach. It is imperative that the textual description of the procedure be thoroughly briefed prior to beginning the final approach segment. The graphical representation is only used as a reminder and should not be used as the primary means of interpreting the missed approach procedure.

2. Below the vertical profile is the minimums chart. It is divided into columns (aircraft categories) and rows (type of approach). The aircraft categories are based on approach speeds. Category A is used for approach speeds up to 90 kts. Category B is used for approach speeds between 91 and 120 kts. Category C is used for approach speeds between 121 and 140 kts. Category D is for approach speeds between 141 and 165 kts. Looking at the rows, S-ILS 23 indicates a straight-in approach to runway 23 using the ILS (localizer and glideslope). S-LOC 23 indicates a straight-in approach to runway 23 using the localizer (no glideslope). Circling indicates minimums if a straight-in approach is not going to be used.

Finally let's discuss the airport diagram in the lower left corner. There is a lot of info on here, including runway layout, approach lighting systems of the other runways, and obstructions in the area. Let's talk about a few specific details

1. The airport elevation is indicated in the upper left corner for purposed of situational awareness.

2. The relationship between the final approach course and the runway layout is shown here. This is important because on some approaches the final approach course is definitely not aligned with the runway.

3. Finally we can see how to identify the missed approach procedure. The table shows us how long it will take to get from the FAF to the MAP based on different ground speeds. Remember to take wind into account when using this chart!