Approach Phases in Flight

INTRODUCTION
• Overview of Approach Phases in Flight
• Key Phases
• Importance in Flight Safety and Efficiency

 CATEGORIES AND TYPES OF APPROACHES

• Precision Approaches
• Non-Precision Approaches
• Aircraft Approach Category

Stabilized approach
• Purpose
• Criteria
• Go around trigger
Cont.
MISSED APPROACH AND GO AROUND PROCEDURE
• Purpose
• Missed approach point
• Depiction of the MAP
Hold Procedure and Human Factors and Decision Making in Approach Phase
• Types of hold
• Entry procured
• Human Factors and Decision Making in Approach Phase
approach chart and approach brief
• Definition of approach chart and approach brief
• Components of approach chart
• Sections of an instrument approach
• Key components of an approach brief
 Overview of Approach Phases in Flight
The approach phase in flight operations is a critical segment of a
flight, transitioning an aircraft from the en-route(STAR)
environment to a safe landing or a go-around

This phase of flight starting when an airworthy aircraft under the

control of the flight crew descends from Initial Approach Fix (IAF)
with the intention to conduct an approach and ending when the
aircraft crosses the approach end of the landing runway (runway
threshold) or at the commencement of a go around maneuver.
cont.
• It demands
high precision
constant pilot vigilance
and effective communication with air traffic control (ATC)

• Its primary purpose is to safely and efficiently guide an aircraft from the en-
route structure to the runway threshold, enabling a stabilized landing. This
involves ;-
managing altitude
Airspeed
aircraft configuration
while adhering to specific flight procedures and ATC instructions
Transition from En-Route to Terminal Area
• The transition from the en-route phase to the terminal area marks
a significant shift in operational focus. In the en-route phase,
flights are typically conducted at higher altitudes and speeds,
following airways or direct routes between navigational fixes. As
an aircraft approaches its destination airport, it enters the terminal
control area (TCA) or controlled airspace around the airport. This
transition involves

 Descent Planning
Speed Reduction
Increased Air Traffic Complexity
Navigational Shift
Categories and Types of Approaches
• IAP are categorized in 3 different approach based on the
precision
Precision Approaches(PA) (e.g., ILS, GLS, CAT I/II/III )
 Non-Precision Approaches(NPA) (e.g VOR, NDB,)
Approaches with Vertical Guidance (APV)

• Category I, II, III Approaches

Key Phases: Initial, Intermediate, Final, Missed
Approach
• Instrument approaches are typically broken down into distinct
phases, each with specific objectives and criteria:

Initial Approach Phase

Intermediate Approach Phase
Final Approach Phase
Missed Approach Phase
Initial Approach Phase

• Typically begins at an initial approach fix (IAF) or a designated point

where the aircraft leaves the en-route structure

Purpose: To align the aircraft with the intermediate or final approach

segment and to allow for a gradual descent from the en-route
altitude.

Where does it begin?

The Initial Approach Fix (IAF): This is the most common starting
point. An IAF is a pre-defined navigational point – a VOR, an NDB, a
GPS waypoint – that marks the official start of an instrument approach
procedure.
Cont.
• How do pilots navigate and manage this phase?
Standard Arrival Routes (STARs): Many larger airports utilize
STARs
Navigational Aids (Navaids): Pilots use a variety of
navigational tools
Published Procedures
ATC Communication
The Intermediate Approach
• The intermediate phase ensures the aircraft is firmly established
on the exact lateral course that will lead directly to the runway.

• Designed primarily to position the aircraft for the final descent

to the airport. On this segment

we typically reduce our airspeed to or near the approach

airspeed,
 complete the before landing checklist
make a final review of the approach procedure and applicable
minimums.
Final Approach Phase
• The purpose of the final approach segment is to allow us to
navigate safely to a point at which, if the required visual
references are available, we can continue the approach to a
landing.
• This is the most critical phase of the approach. It begins at the FAF (or
glideslope intercept point for precision approaches) and continues to
the minimum descent altitude (MDA) for non-precision approaches or
decision altitude/height (DA/H) for precision approaches.

• The aircraft is fully configured for landing (landing gear down, full
flaps) and maintaining a stabilized approach speed and descent rate.
Missed Approach Phase
• The purpose of the missed approach segment is to allow the
aircraft to safely navigate from the missed approach point to a
point where we can attempt another approach or continue to
another airport.

• Greatly depends on MDA and DA/H

Importance in Flight Safety and
Efficiency
•The approach phase is supreme for both flight safety and efficiency

• almost half of accident in this industry happen during the approach

and landing phase of flight

Safety
Efficiency
Safety
Accident Prevention
A significant percentage of aviation accidents occur during the approach and landing
phases. Proper execution of approach procedures, adherence to limitations, and timely
decision-making are crucial to prevent runway excursions, hard landings, and controlled
flight into terrain (CFIT).

Stabilized Approach
Maintaining a "stabilized approach" – where the aircraft is in the correct configuration, on
the correct flight path, and at the correct speed – is a fundamental safety principle.
Deviations from a stabilized approach often necessitate a missed approach.

Crew Resource Management (CRM)

Effective communication and coordination among flight crew members, and between the
crew and ATC, are critical for managing the complexities of the approach
Efficiency
• Minimized Delays: Well-managed approaches contribute to the
efficient flow of air traffic, reducing holding times and fuel
consumption

Optimized Runway Utilization: Precise approaches allow for more

predictable runway occupancy times, maximizing airport capacity.

Reduced Environmental Impact: Efficient descent profiles and

approaches can contribute to fuel savings and reduced noise pollution.
Types of Approaches
• Precision Approach
• Non precision Approach and
• Approach with Vertical Guidance (APV)
Precision Approach
• An Approach in which pilots receive vertical and lateral guidance
through ground-based navigation aids or satellite-generated
navigation data displayed in their cockpit.
• ATC can also provide the pilot with radar vectors to the runway.
• There are three types:
• Instrument landing system(ILS)
• GBAS Landing System(GLS)
• Precision Approach Radar
Instrument landing system(ILS)
• It uses both localizer and glideslope ground-based signals that are
transmitted to the aircraft receiver, guiding the aircraft to the runway.
GBAS Landing System(GLS)

• GLS is a precision approach system that provides exact alignment and

descent guidance to aircraft during approach and landing.
• It is based on GPS signals that are then supplemented by ground
equipment.
Precision Approach Radar (PAR)

• Involves radar and two-way radio communication with ATC. The ATC
provides the pilot with headings, altitude, and necessary corrections
to remain on course.
• Controllers provide guidance until the aircraft reaches the decision
height or decision altitude
Non-Precision Approaches(NPA)
• Standard instrument approaches with only lateral guidance from the
localizer signal.
• Vertical guidance is not provided.
These includes :
 VOR Approach
 NDB Approach,
 LOC Approach and RNAV (LNAV Only) Approach
VHF Omnidirectional Radar (VOR)
• Ground-based signal transmitting an omnidirectional radial.
• Are line of sight due to terrains blocking or obstructions.
• VOR radial also have a range limit.
Non-Directional Beacon
Approach(NDB)
• Ground-based low-frequency radio transmitter.
• Transmits an omnidirectional signal received by an Automatic
Direction Finder instrument onboard the aircraft.
Localizer Performance (LOC)
• Non-Precision Approach with WAAS lateral guidance.
• Localizer Performance approaches are located where terrain or
obstructions do not allow a vertically guided procedure.
• Aircraft must be equipped with the appropriate WAAS GPS receiver.
RNAV
• Uses the Global Navigation Satellite System(GNSS) or GPS. An
aircraft must be equipped with the appropriate Wide Area
Augmentation System(WAAS) & GPS receiver to conduct the RNAV
approach.
Approach with Vertical Guidance (APV)
• A navigation system that does not meet the ICAO precision approach
standard.
• Provides course and glide-path deviation information.
• APV approaches are more accurate than RNAV approaches.
• APV type approaches include: Localizer Performance with Vertical
Guidance.
Circling Approach
• It is an instrument approach that requires a
visual maneuver to align with the runway for
landing when the final approach segment is
not aligned within straight-in landing
criteria.
A circling approach is typically used when:
 The instrument approach course is more
than 30° off the runway heading.
The final approach does not provide a
suitable descent profile for a straight-in
landing.
Aircraft Approach Category
• ICAO classifies aircraft
into Approach Categories
based on their reference
landing speed (Vref​) or
maximum certificated
landing weight stall speed
(VS0​) at landing
configuration.
Stabilized Approach:
Ensuring Safe,
Predictable Landings

Presented by: Eyob

 Definition and purpose

Stability criteria

Real world examples

When to Go-arounds
Key Focus
Introduction
What is a stabilized approach?
A stabilized approach is when the airplane is:
• On the right path (glide slope or descent path).
• At the right speed
• Fully configured(gear + flaps set)
• Stable rate of descent
• Not needing big changes or sudden actions
Why is it critical?

80%+ of accidents happen during approach and landing.

Most of them happen because the approach wasn’t stabilized and the pilot
Tried to fix things too late.
Stabilized approach
Un stabilized approach
Purpose of a Stabilized Approach
• Provides predictability and consistency
• Reduces last-second corrections
• Enhances situational awareness
• Minimizes risks:
- Excursions
- Hard landings
- Missed approaches
Stabilized Approach Criteria
• Airspeed: -5/+10 knots from Vref
• Configuration: Gear down, flaps set
• Sink Rate: < 1000 fpm unless briefed
• Glide Path: On lateral and vertical path
• Power: Not idle, enough for corrections
• Checklist: Complete
• Track: Runway aligned
Go-Around Triggers
• Not stable by 1000 ft IMC / 500 ft VMC
• Excessive pitch, bank, or sink rate
• Late configuration or checklist
• Unsafe visual cues or runway
• SOP: Mandatory go-around below gate if unstable
Risks of Unstabilized Approaches
• Runway excursions.
• Tail strikes / Hard landings.
• Crew confusion under pressure.
• Missed alignment or float.
Case Study: Caribbean Airlines 523
• Wet runway, long float, unstable
• No go-around
• Result: Overrun, aircraft broke in two
• Lesson: Late corrections can’t fix instability
• Only go-around ensures safety
Mental Triggers for
Go-Around
• Feeling rushed

• Correcting multiple
issues below 500 ft

• Doubt about
landing zone

• Anything feels
wrong

• Safe decision = go-

around
  Stabilized = safety,
consistency.
Gates: 1000 ft. IMC / 500
ft. VMC.
Go-around professional
and safe.
Key
Takeaway
s

'Landings are optional. Go-

arounds are safe.'
Missed approach and
Go-around procedure
Purpose
• Both used when landing cannot be safely completed due to different
reasons like:
Unstable approach
Runway obstruction
Poor weather condition
ATC instruction
Operational constraints in CAT II & III approaches, which require stricter
minima
• Pilots follow this protocol to maintain obstacle clearance and ensure
separation from other traffic
• Go around/missed approach procedure can be initiated either from the
pic or ATC
Missed approach Vs go-around

Missed approach Go-around

• Used for instrument flight • Used for visual/instrument
condition flight condition
• Goes to holding pattern or • Climb and rejoin traffic
await instruction from ATC pattern(join crosswind) or
await instruction from ATC
Go-around procedure
1. Apply full power to initiate a climb
2. Retract landing gear and flaps to reduce drag
3. Establishing a positive rate of climb and maintain control
4. Re-enter to the traffic pattern to attempt another landing
Missed approach procedure
1. Climbing to a specified altitude
2. Following a designated flight path (often leading to a holding
pattern or alternate approach)
3. Awaiting further instructions from ATC and prepare for another
approach
Instrument approach
procedure chart
• Instruction incase of missed
approach executed right at the
top
• Waypoints-MK002,
MK003,MK004..
• Two holding pattern
Missed Approach Point

• The Missed Approach Point (MAP) is the last point by which you
should decide to land or execute a missed approach.
• Published missed approach procedures assume a climb rate of 200
ft/NM or greater.
• If obstacles require a steeper climb, a note on the approach chart
provides details.
Decision Altitude (DA), Minimum Descent Altitude (MDA)

• DA/DH: The altitude where a pilot must decide whether to land

or execute a missed approach (precision approach).
• MDA: The lowest altitude permitted before visually acquiring the
runway (non-precision approach).
Depiction of the Missed Approach Point
(MAP)
• The MAP is shown in both plan view and profile view of
approach charts.
• it is identified by the end of the solid approach course line and
the beginning of the dashed missed approach track.
• Precision Approaches: MAP occurs at DA/DH while on
glideslope.
• Non-Precision Approaches: MAP can be determined by:
• Crossing an airport NAVAID (VOR/NDB).
• A fixed DME distance or timed leg from the Final approach fix.
• RNAV waypoints.
Conclusion & Key Takeaways
• Pilots must always anticipate the need for a missed approach
and plan accordingly.
• The procedure ensures safe obstacle clearance and traffic
separation.
• Charted missed approach points, climb gradients, and holding
fixes are critical for execution.
• Coordination with ATC or self-management is necessary in
airports without an operating tower.
Holding Procedure
Definitions

• Hold Procedure - a predetermined

maneuver that keeps aircraft within a
specified airspace while awaiting
further clearance from air traffic
control.
• Holding Pattern - the usually oval
course flown by aircraft awaiting
further clearance.
• Holding Fix - A specified fix identifiable
to a pilot by NAVAIDs or visual
reference to the ground, used as a
reference point in establishing and
maintaining the position of an aircraft
while holding.
Reasons to Hold

Traffic Runway
Poor weather,
congestion, unavailability,

Missed
Approach
approach Pilot request.
delays,
procedures,
Types of holds
• Published holds are those already established  While non-published turns must include
on a chart and have a pre-determined IB and additional info like:
OB course. The ATC only has to include the  The holding Fix
following in their clearance:  The radial, course, airway, or route on
• The holding fix which to hold.
• The direction of the holding pattern  The leg length in miles (DME).
relative to the fix (e.g., North, East,  The direction of turns, if left, otherwise
South,West), and
right turns are standard, and
• The Expect Further Clearance (EFC)  the Expect Further Clearance (EFC) time
time.
Standard Holding Pattern

• Depicted as a racetrack in still air

• Turns: Right-hand turns unless instructed
otherwise
• Fix can be:
• VOR, NDB, radial/DME, waypoint, or
FMS position
• Timing:
• Inbound leg: 1 min at or below
14,000' / 1.5 min above 14,000'
• Bank angle: Minimum 25˚ or rate of turn
3˚/sec.
Non-Standard Holding Pattern

• Left-hand turns or non-standard timing

• Must be specifically instructed by ATC or charted
• Default: Fly standard pattern unless cleared otherwise
Entry
Procedures

• Based on aircraft heading relative to

holding fix
• Three entry types:
• Parallel Entry
• Teardrop Entry
• Direct Entry
Parallel Entry
• In this hold entry, fly to your holding fix and then turn
outbound to parallel the course. Fly for 1 minute, then
turn toward the protected side to intercept the inbound
course (more than a 180-degree turn).

Teardrop Entry
• The teardrop entry starts by crossing your holding fix,
then turning 30 degrees from the outbound leg (towards
the protected side). After flying outbound on a 30-degree
heading for 1 minute, turn toward the inbound course and
intercept the inbound course (more than a 180-degree
turn).

Direct Entry
• This is the simplest hold entry you'll fly. Fly direct to your
holding fix, cross the fix, and turn to your outbound
course. From there, join the holding pattern.
Speed
Limitations
• ICAO Maximum Holding Speeds:
• Holding altitude 14000' or below - 230 KIAS
• Holding altitude above 14000' to 20000' -
240 KIAS
• Holding altitude above 20000' to 34000' -
265 KIAS
• Holding altitude above 34000' - Mach .83
• Pilots must notify ATC if exceeding limits (e.g., due to
turbulence)
• Turbulence protection: 280 KIAS or Mach 0.8 (max)
 Human Factors and
Decision Making in the
Approach Phase
• The approach phase is one of the most high-risk
segments in flight operations.
• According to ICAO and IATA data, over 50% of
aircraft accidents occur during approach and
landing.
• While technical proficiency is vital, cognitive
workload, judgment under pressure, and crew
coordination are equally critical to ensuring a safe
outcome.
Pilot Workload
During Approach
• Dynamic weather adaptation (e.g., wind shear,
visibility changes)
• Precision navigation (especially during non-
precision approaches)
• Real-time ATC communications and rerouting.
• Aircraft configuration changes (gear down, flap
settings)
• Monitoring autopilot/autothrust modes and cross-
checking instruments
Key CRM elements
specific to approach
• Effective communication: PF and PM must use closed-
loop communication to confirm key changes (e.g.,
"Landing checklist complete.")
• Role clarity: The PF flies, the PM verifies speed, altitude,
and monitors for deviations.
• Assertiveness and leadership: CRM encourages junior
pilots to challenge decisions if safety is compromised.
• Workload distribution: Task-sharing reduces overload
during high-intensity moments.
Situational Awareness and
Fatigue
• Situational Awareness (SA): The pilot’s perception, comprehension, and projection of
what is happening inside and outside the cockpit.
• Loss of SA can be caused by:
• Fatigue
• High workload or distractions
• Automation complacency
• Low visibility or spatial disorientation
• Pilots must continuously anticipate: "What’s next? What if? What now?"
Automation
Management
• Modern aircraft utilize highly integrated flight
management systems (FMS), autopilot (AP), and
autothrust (A/THR).
• Automation Misuse/Misunderstanding:
• Mode confusion: Pilot expects the aircraft to
descend at a set rate, but the system is in ALT HOLD
• Over-reliance: Neglecting cross-checks or basic
manual flying skills
• Inadequate mode awareness: Not knowing what
the automation is doing or why
 •Date: July 6, 2013
Case •Aircraft: Boeing 777- 200ER

Study: •Flight: Seoul (ICN) ➝ San Francisco (SFO)

•Fatalities: 3 (out of 307 onboard)
Asiana •Phase of Flight: Final approach to SFO (visual
approach)
Flight 214 Approach Scenario
– What • ATC cleared the crew for a visual approach to Runway 28L.

Went
• Glide slope was out of service, so the crew had to manually
manage descent using visual cues and automation.

Wrong?
• Weather was good, but the approach required manual speed and
descent control.
Key Issues Human Factors
• Autothrottle in HOLD mode – didn’t • Mode confusion
maintain speed • Over-reliance on automation
• Pilots failed to monitor airspeed • Poor situational awareness
• Go-around too late (1.5s before
impact)
• Lessons
• Always verify automation
mode
• Act early on unstable
approaches
• Practice manual flying
• Strong CRM saves lives
Approach Chart
Definition
• Approach charts are graphic representations of instrument approach
procedures(IAP) prescribed by the governing authority.
• The approach chart is divided into specific areas of information:

• Heading • Approach profile view

• Conversion Table
• Communications • Icons
• Approach Briefing information • Landing Minimums
• MSA
Heading

This section is located at the top of the chart and contains:

• ICAO indicators and IATA

• Chart effective date.
airport identifiers.
• Procedure identification.
• Airport name.
• Geographical location name.
• Index number.
• Company logo.
• Chart revision date.
Communication
• Lists the required radio frequencies for each phase of flight:
• ATIS (Automatic Terminal Info Service)
• Approach/Arrival Control
• Tower (TWR)
• Ground (GND)
• Clearance Delivery
Approach Briefing Information

• This is a compact table of key information used for the approach briefing:
• ILS Frequency / Identifier
• Final Approach Course
• Glide Slope Angle
• Runway Elevation
• Touchdown Zone Elevation (TDZE)
• Missed Approach Instructions
Minimum Safe Altitude

• Depicted as a circle or sector around a navigation aid or waypoint. It includes

• MSA Altitude
• Sectors
• Altitude per sector
Approach Plane View

• The Plan View is the top-down (bird's-eye) map of the entire approach procedure,
showing:
•Route to the runway
•Fixes, airways, and holds
•Terrain and obstacle data
•Navigation aids
•The missed approach path (initial portion)
Approach Profile View

• A side view of the entire approach path:

• Initial, Intermediate, Final Fixes
• Altitude restrictions
• Glide slope path
• Runway threshold
• Missed approach climb path
Descent/Timing Conversion Table, Lighting box, and
Missed Approach Icons
• This section of the approach chart includes:
• Ground speed in knots for several common aircraft approaching
• Glide slope angle in degrees with relative descent rate feet per minute
• Location of missed approach point
• Installed approach lights and visual approach slope indicator
• Missed approach icon
Landing Minimums

• One of the most important sections, found at the bottom of the chart
• Aircraft category
• Decision altitude(DA)/Minimum Descent Altitude(MDA)
• RVR or visibility required
• Conditions
Approach briefing
What is Approach Briefing

• An approach briefing is a pre-landing discussion between the Pilot Flying (PF)

and Pilot Monitoring (PM) to review and confirm the details of the planned
approach into an airport. It ensures shared situational awareness, prepares for
abnormal scenarios, and reinforces standard operating procedures.
• The approach briefing begins with a general discussion of the ATIS information,
weather, terrain, NOTAMs, approaches in use, runway conditions, performance
considerations, expected route to the final approach course, and the traffic
situation.
• It is carried out before descent begins, usually at the top of descent(TOD).
• Sometimes earlier if the workload is expected to be high.
What does an Approach Briefing include
Approach Type ILS, RNAV, VOR, LOC, etc.
Runway Designated landing runway and any changes
NAV Aids Frequencies, ILS Ident (e.g., IAA), course
Altitudes Minimums (DA/MDA), step-downs, MSA
Weather Winds, visibility, ceiling
Transition Fixes Route to Final Approach Fix (FAF)
Landing
Flaps, speed, braking technique
Configuration
Missed Approach Procedure, initial heading/altitude
Runway Conditions Length, slope, lighting (HIALS, PAPI)
NOTAMs /
Any updates or special instructions
Restrictions
Importance

• Enhances crew coordination

• Prevents errors during high workload phases
• Ensures compliance with procedures
• Improves safety, especially in poor visibility or unfamiliar airports
Thank you!