Missed Approach Point Study Guide

Retrieved from [Link]

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.

Revised 7 January © 2015 by Robert Chapin

Scenario #1: ILS Approach

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.

Revised 7 January © 2015 by Robert Chapin

 In case of an early missed approach, the pilot would maintain the approach speed
and cross the missed approach point before making the right turn.

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.

Revised 7 January © 2015 by Robert Chapin

Scenario #4: ILS or LOC Approach with DME

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.

Revised 7 January © 2015 by Robert Chapin

Scenario #5: ILS or LOC Approach without DME

Example procedure: KDET ILS or LOC RWY 15

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.

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.

Revised 7 January © 2015 by Robert Chapin

 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.

Revised 7 January © 2015 by Robert Chapin

Scenario #8: RNAV without VNAV

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.

Revised 7 January © 2015 by Robert Chapin

 In case of an early missed approach, no turns are allowed prior to reaching the
EZHAF waypoint.

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.”

Revised 7 January © 2015 by Robert Chapin

Scenario #14: Unusual Approaches

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.

Revised 7 January © 2015 by Robert Chapin

 DETROIT, MICHIGAN AL-119 (FAA) 13178

LOC/DME I-ALA 10000

Rwy ldg
111.75
APP CRS
TDZE 645 ILS Y RWY 4L
Chan 54(Y)
037 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)
MISSED APCH FIX 11
4.
3
C
ha SV RADAR REQUIRED

I
n M
3

90

A
L
03

A 1313
R-

S
LOCALIZER111.75

V
R-

M
13
I-ALA
3

SALEM 0

ES
21
3
03

AT
SVM

DA
Chan 54 (Y)

ST
114.3

NA
LOC offset 2.52

D
X

TE
Chan 90

CA
O

I
DETROIT

UN
804
LOM
YIPPS
359 YI
Y
I
113.4 DXO

Chan 81 825 766

777
EC-1, 14 NOV 2013 to 12 DEC 2013

(TICUD)

EC-1, 14 NOV 2013 to 12 DEC 2013

781
1305
MOTWN
I-ALA 5.7
RADAR

PEVSE
I-ALA 6.9 ALTERNATE MISSED
2600 APCH FIX
RADAR
(1.2)
03 00
7

JITLI 3
30

3
3)

I-ALA 9.9 2
(

(IF)
RADAR
0
5
3

Y
I
03 00

YIPPS
7

RUCOB
40

YI
3)

I-ALA 12.9
(

359
RADAR
DXO2
03 00

5N
COZZY
SA M ELEV 645 D TDZE 645
2 7
9)
50

I-ALA 15.8 M
.
(

RADAR 2800

(IAF) L
03 00

22 22R 716
A5
7
9)
60

SMPTR 21
R
.

H
20

I-ALA 18.6
2

L
(

20

A5
P 21 P
X

RADAR
X
3
7

00

01
21

A5 A5
12

85

P
0

8708
15

9L

27R
P

X150
X

TWR
0

1100 3000 SVM

0
00

15

SMPTR SVM 881

10

P
I-ALA 18.6 COZZY
1

R-130 3L
00

hdg 4R
27L

P
10

RADAR I-ALA 15.8 RUCOB 320 4L 652 A5

RADAR I-ALA 12.9 689

9R

JITLI MOTWN
P

A 8500X150
A
RADAR I-ALA 9.9
PEVSE I-ALA 5.7 A P

7000 03 RADAR I-ALA 6.9 RADAR 3R

7
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
HIRL all runways
S-ILS 4L 895/24 250 (300-12 )
DETROIT, MICHIGAN
DETROIT METROPOLITAN WAYNE COUNTY (DTW)
Orig-A 26JUL12
4213’N-8321’W
ILS Y RWY 4L
 EMPORIA, VIRGINIA AL-5534 (FAA) 14093
5010
Rwy Idg
LOC I-EMV APP CRS
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

0
200

8)
209
8.
234 6F
. KN
362 110

(
273
Cha 3
n4
632 SIPLE R2
-70
271 INT
669
NE-3, 03 APR 2014 to 01 MAY 2014

202
LOCALIZER 108.75

NE-3, 03 APR 2014 to 01 MAY 2014

I-EMV
15

(CFBBV) x
5

IAF
EMPORIA
33

261 ELQ
5

777 (CFBBW) EQ2

L 5N
00

x SA M
0
8)

180
20

M
03
7.
(

110
573 290
489
2500 1600
GUMBE
15
5

360

ELEV 126 TDZE 122

ADF REQUIRED
16
P
X 600 3000 ELQ

ELQ
50

NDB
10

Remain
X

within 10 NM
0.

10
3%

1
0

55
UP
X

X 1700
SIPLE INT
2.99
P
TCH 43 335
34
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 6481

LOC I-IMT APP CRS
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)

010
and LOC (4.2)
(IAF)
EMQIF

011
MT
R-
I

IZLAR
IMT 11
2900
190
5)
EC-1, 03 APR 2014 to 01 MAY 2014

EC-1, 03 APR 2014 to 01 MAY 2014

NOODL
IMT 6
1805
R-011
1511
1399 MT2
I 5N
LOCALIZER 111.5 SA M
M
I-IMT IRON MOUNTAIN 1
5
111.2 IMT 0
191

1685
Chan 49
011

3300 2900
1840
1669 1324 0
5
0

1429

ELEV 1182 D TDZE 1182

2062 1359

190 5.3 NM
from FAF 19
BACK COURSE
V

3100 IMT
IZLAR 1172
150

IMT 11
6501 X

NOODL
1
3

IMT 6 3
8
0
3400 9
X
IMT 7
5
VOR/DME 190
IMT
1.5 Procedure
8% UP

2900
V

1
3

Turn NA
2.99
0.

Disregard glide
TCH 45 A5
slope indications.
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)
478 (500-114 ) 478 (500-112 ) MIRL Rwy 13-31 L

1660-1 1 HIRL Rwy 1-19 L

1720-1 1780-1 2 1780-2
CIRCLING
478 (500-1) 538 (600-1) 598 (600-112 ) 598 (600-2) REIL Rwys 19 and 31 L

IRON MOUNTAIN/KINGSFORD, MICHIGAN

FORD (IMT)
Amdt 13A 02MAY13
4549’N-8807’W
LOC/DME BC RWY 19
 ALPENA, MICHIGAN AL-718 (FAA) 14037
9001 Rwy Idg
LOC I-APN APP CRS
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 climbing left turn to 2800 direct AP LOM
to 15 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

R3
-55

I
A
1140
ALPENA
A
P
N
A
P P
N
108.8 APN
175

LOCALIZER 109.7
ALPENA
N I-APN
Chan 25
355

APN
108.8 965
1409
Chan 25 799 2800 to LOM
188 (7.3)
907 HOMSU
APN 2.8
LOM/IAF

206 AP
FELPS
A
P
APN 7.3
EC-1, 06 FEB 2014 to 06 MAR 2014

187

EC-1, 06 FEB 2014 to 06 MAR 2014

(IF)
007
2800
(
6)

YARLU
APN 13.3

1649 N2
2800 to YARLU AP 5N
SA M

180
090 (3.9) and M
1 32

LOC (2.7)
4
2 2

(IYIJY) 3500
X

090
(IAF)
187

AILES 2700

ELEV 690 D THRE 683

HIRL Rwy 1-19 L

MIRL Rwy 7-25 L

19 REIL Rwys 7, 19 1100 2800 AP LOM
Remain
and 25 L AP 7.3
P
within 10 NM
731
187
25

HOMSU 2761
*LOC only
P

TWR APN 2.8

10
0 2800
768 X APN 007
28
50 1.1
9001 X 150
P

GS 3.00
7

2800 TCH 52
1260*
755 1.7 NM 4.6 NM

CATEGORY A B C D

S-ILS 1 1 1
P
A5
883-2 200 (200- 2 )
1
S-LOC 1 1260- 1
2 577 (600- 2 ) 1260-114 1
577 (600-14 )
743
5
007 6.3 NM
1260-1 8 1260-2
1 CIRCLING 1260-1 570 (600-1) 5
from FAF 570 (600-1 8 ) 570 (600-2)

HOMSU FIX MINIMUMS

FAF to MAP 6.3 NM S-LOC 1 1
1140- 1
2 457 (500- 2 ) 1140-78 457 (500-78 )
Knots 60 90 120 150 180 1
1140-1 2 1260-2
CIRCLING 1140-1 450 (500-1)
Min:Sec 6:18 4:12 3:09 2:31 2:06 450 (500-112 ) 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

5090 Rwy Idg

LOC I-DET APP CRS
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

14
193

8
32

ADF REQUIRED
8

32
013 VM
3S
.

8
114
-080

D
R

E
n90 MADDS
a

D
LOM/IAF Ch
x (JWKFD)

E
LOM/INT
MADDS
338 DE
338 DE
14

MADDS INT
8

1749 1749
EC-1, 11 DEC 2014 to 08 JAN 2015

1737

I
D
E
T

EC-1, 11 DEC 2014 to 08 JAN 2015

LOCALIZER 111.3
1734
80 1749
R0
- I-DET
VM
143S
.
1 1749

S
0 827

TE
han9 781
C

A
ST
878

A
1140 879

D
DE25N

A
SA 889

TE
M

N
1249 723

I
M

A
N
C
872

U
2800 1176 1143 791

791
14

963 936

Y
Q
8

1191

G
32

1313 WINDSOR
8

113.8 YQG

ELEV 626
148 5.7 NM
TDZE 624 230
CARGL
VQ V
Q
Chan 85

YQG 8.5 2800 to

15 from FAF
MADDS LOM/INT
327 (18.8)
677
V

3000 CARGL
MADDS
Remain LOM/INT
50

within 10 NM
90

TWR
X

8
10

714 32
0

2539
671 2800
148
25

P
781
33
0
10
P

X
14
37 GS 3.00 2600
TCH 60
692
7

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

FAF to MAP 5.7 NM

S-LOC 15 1160-1 536 (600-1) 1160-112 536 (600-112 )

Knots 60 90 120 150 180 1180-112 1200-2

CIRCLING 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 5090
Rwy Idg
113.8
APP CRS
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 hold, continue climb-in-hold to 3000.
and increase Cat C and D visibility 4 mile.

ATIS DETROIT APP CON DETROIT CITY TOWER GND CON

124.875 126.85 363.2 121.3 257.8 121.85

YQG 25N
SA M
R-

M
32
6

2800
1749
DELOW
32

S
1737
14

TE
6
6

A
1734 1749

ST

A
D
D
5

A
R0
-8

TE
143
.
M1

N
V

I
S

A
N
n90 1749 781

C
ha 827

U
C
878
1140
723
889 879 791
1249 872
791 1
1176
R07
-
1143 963
EC-1, 08 JAN 2015 to 05 FEB 2015

936
1191

EC-1, 08 JAN 2015 to 05 FEB 2015

20 6
324.4
00

1313
KUDLY INT
(

Y
YQG 8.5
)

Q
4
3.

G
IF/IAF
11
O WINDSOR
DX 81
30 6

an 082
324.1)

-
00

Ch R 113.8 YQG
(

3.4 STACK INT Chan 85

11
DXO
1 YQG 4.1
14 m 6

han8
C
6 in
1
32

NoPT for arrival on YQG VOR/DME

airway radials 040 CW 101.
R-
14

ELEV 626 TDZE 626

6

15

677
V
50
90

3000 DELOW
TWR STACK INT YQG
X
10

714 YQG 4.1 VOR/DME

0

One Minute
671 Holding Pattern
25

YQG R-326
P
781 146
KUDLY INT
33
0
10
P

14
X
YQG 8.5
3000
37 6 3000 326
32
692 VGSI and descent angles
7

650 2000 not coincident (VGSI Angle

3.31
668 3.00/TCH 49).
326 3.8 NM TCH 49
MIRL Rwy 7-25 3.8 NM 4.4 NM 4.1 NM
from FAF
HIRL Rwy 15-33 CATEGORY A B C D
REIL Rwys 15 and 33
1240-134 1240-2
S-33 1240-1 614 (700-1)
FAF to MAP 3.8 NM 3
614 (700-14 ) 614 (700-2)
Knots 60 90 120 150 180 1240-134 1240-2
CIRCLING 1240-1 614 (700-1)
Min:Sec 3:48 2:32 1:54 1:31 1:16 614 (700-134 ) 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 Idg9001
108.8
APP CRS
TDZE 685 VOR RWY 1
014
Chan25 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 06 MAR 2014

194

EC-1, 06 FEB 2014 to 06 MAR 2014

1409
965

907

N2
014

AP 5N
SA M

180
M

3500
14
9
32

090
9

2600
194
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
P

TWR
Remain APN VORTAC 2800 APN 10
0
768 X
within 10 NM 28
50
9001 X 150
P

94
7

2600 755
014
P
A5

743
1
CATEGORY A B C D
1
3 595 (600-3 )
1280-1 1280-14
S-1 1280- 4 4
595 (600-1) 595 (600-114 )
014 to
1
1280-1 1280-2
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 4005 Rwy Idg
CH 50224
APP CRS
THRE 639 RNAV (GPS) RWY 10
097 Apt Elev 640 CHEBOYGAN COUNTY (SLH)
W10A
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

21 0
0

7)
26

8
.
25
(
EC-1, 14 NOV 2013 to 12 DEC 2013

EC-1, 14 NOV 2013 to 12 DEC 2013

NoPT for arrivals at JATRA
via V78 southeast bound.

1473 FELNO
(IF/IAF) (FAF) 2.9 NM to 4 NM
JATRA 2 CATAP 1200 RW10 097
400
102 RW10 743
102 1290
277
(
6 260
) 0
282 29 097 839 789
FIKAM
6
4 NM (
6)
PELLSTON 1140
PLN
W1025N
R
SA M
M
Procedure NA for arrivals
3000
on PLN VORTAC airway
radials 219 CW 023.
ELEV 640 THRE 639

4 NM JATRA 2600 FIKAM

Holding Pattern
CATAP
097 to
FELNO
282 RW10 1
2600 10
2.9 NM 7
102 2 to RW10
P

4005 X 75 0.3% UP
28
10

09
187

2400 7
X7

VGSI and descent RW10

4
5

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
421 (500-114 )
3
1100-1 8
LNAV MDA 1100-1 461 (500-1) 3
NA
461 (500-1 8 )

1 REIL Rwys 10 and 28 L

1140-12
CIRCLING 1140-1 500 (500-1) NA MIRL Rwy 10-28 and 17-35 L
500 (500-112 )

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

WAAS Rwy Idg 5001

CH 42603
APP CRS
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 Procedure NA for arrivals at CRUXX

4 NM

via V11 northeast bound.

3
5 3
0 3
2

EZHAF
CRUXX

00

1207
)
7
30

15
20
(

1008 1033
EC-1, 06 FEB 2014 to 06 MAR 2014

EC-1, 06 FEB 2014 to 06 MAR 2014

RW05 948
919

Procedure NA for arrivals at PIONS HAGVI

via V11 and V98 southwest bound, 1.7 NM to W052
R 5N
V6 northwest bound. RW05 SA M
M
(FAF)
0 SECRU 2600
0
4
2 3
5
(IF/IAF) 0 6.2)
OBIHI (

3
5 3
T
0 3
P 2 ELEV 798 TDZE 798
No
(IAF) 00
30 69
PIONS 0
)
11
( 4 NM

VGSI and RNAV 3000 EZHAF

11

181
4 NM glidepath not coincident 0X
29

15
3

0
2

Holding Pattern (VGSI Angle 3.00/TCH 32).

OBIHI
SECRU HAGVI
P

*
1.7 NM LNAV only.
233 *
3000 to RW05
053 053
1.2 NM
0
to RW05 1
0
X
1
RW05 0
* 0
5
GS 3.00 053 to
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 )

LNAV/ DA 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
502 (600-1) 522 (600-1) 522 (600-112 ) 582 (600-2) REIL Rwy 5 L

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 Idg5002

111.9
APP CRS
TDZE 541 LOC/DME RWY 5
053
Chan 56 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

RADAR REQUIRED

172
R-2403A

352
OCAPU
R-2403B LIT 25

113.
Chan 86
R-
352
9 LI
T
586

2220
730 635
AWHOG

R-
SC-1, 01 MAY 2014 to 29 MAY 2014

I-ORK 6.1

352

SC-1, 01 MAY 2014 to 29 MAY 2014

(IAF)
PARON
LIT 23.5
2500
I-ORK
(IF)
HULKO
13.4
00
22 3
05.3)
7
739

I-ORK
I
O
R
K
LOCALIZER 111.9

( Chan 56
093
(
9.4)

R-
273
3
23

M
SA
I
LT25N
M
LITTLE ROCK
113.9 LIT
Chan 86
L
I
T
3300

ELEV 545 TDZE 541

17

1700 4000 OCAPU

P
Use I-ORK DME when on the localizer course.
23

LIT
3019 X 75

R-352 UP
P

HULKO 5%
0.
I-ORK 13.4
AWHOG 570
I-ORK 6.1
2500 75
X
02
053 I-ORK
P
50
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

1
980-14
S-LOC 5 980-1 439 (500-1) NA
1
439 (500-14 )

1
1040-1 REIL Rwys 5, 17, and 23 L
2
CIRCLING 1040-1 495 (500-1) NA L
1
495 (500-1 MIRL Rwys 5-23 and 17-35
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
SC-2, 06 FEB 2014 to 06 MAR 2014