Sachin Walls
When an aircraft is approaching an airport, it goes through several stages of the approach procedure. The initial approach phase involves aligning the aircraft with the prescribed flight path and configuring it for landing. This is followed by the intermediate approach segment, which positions the aircraft for its final descent. The final approach segment is when the aircraft is lined up with the runway and descending for landing. The approach area refers to the airspace and designated flight path leading to a runway. This includes navigational aids and visual guidance systems to assist pilots in landing safely.
| Characteristics | Values |
|---|---|
| Definition | The final approach is the last leg in an aircraft's approach to landing. |
| Aviation radio terminology | Final approach is often shortened to "final". |
| Standard airport landing pattern | Aircraft turns from base leg to final within one-half to two miles of the airport. |
| Instrument approaches | A "straight-in" final approach is used, where all the other legs are dispensed within. |
| Airports with operational control towers | Circling approach instructions may be given for aircraft landing. |
| Visual approach | An ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing. |
| Initial approach | The first phase of an instrument approach procedure, marking the transition from en-route navigation to precision-guided descent towards a specific airport. |
| Final approach segment | For a PA or APV, this segment starts where the glideslope intercepts the glideslope-intercept altitude plane. |
| Non-precision approach | A navigation system for course deviation but does not provide glidepath information. |
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What You'll Learn
Final approach
In aeronautics, the final approach is the last leg in an aircraft's approach to landing. During this phase, the aircraft is aligned with the runway and descending. In aviation radio terminology, the final approach is often shortened to "final", and the last section of the final approach is sometimes referred to as "short final".
The final approach segment is the part of an instrument approach procedure that begins at the specified final approach fix or point, ending at the missed approach point (MAPt). The final approach fix (FAF) is the point from which the final approach to an airport is executed, and it identifies the beginning of the final approach segment. The FAF is typically designated on charts by the Maltese Cross symbol for non-precision approaches and the lightning bolt symbol for precision approaches. The FAF is usually located around 6 miles from touchdown, and the landing gear is usually extended when passing over it.
The final approach point (FAP) is the point at which the final approach segment is commenced. The FAF and FAP are two different concepts, representing potentially two different altitude-distance points from the MAPt for different approaches to the same runway. However, in practice, the two have become known as the same thing, and they are often marked with the same symbol.
In a standard airport landing pattern, which is usually used under visual meteorological conditions (VMC), aircraft turn from the base leg to the final approach within one-half to two miles of the airport. For instrument approaches, a "straight-in" final approach is often used, where all the other legs are dispensed with. Straight-in approaches are discouraged at non-towered airports in the United States.
The approach slope or glide slope is the path that an aircraft follows on its final approach to land on a runway. A steeper approach slope requires a longer landing distance, which can reduce runway throughput at busy airports and increase the required taxi distance.
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Instrument approach
An instrument approach is a procedure that allows an aircraft to transition from flight to the approach in instrument meteorological conditions (IMC) and then to the landing. It is a standardised procedure that is used worldwide, thanks to the efforts of the International Civil Aviation Organization (ICAO).
There are several types of instrument approaches, including visual, precision, and non-precision approaches. In a visual approach, the pilot is offered or requests permission from air traffic control (ATC) to proceed visually to the airport of intended landing. This is only possible when weather conditions permit continuous visual contact with the destination airport.
Precision approaches include baro-VNAV, localizer type directional aid (LDA) with glidepath, LNAV/VNAV, and LPV. These approaches use a combination of radio signals and ground-based navigation aids or satellite-generated navigation data displayed in the cockpit to provide vertical and lateral guidance to the pilot. In a Precision Approach (PA), pilots receive vertical and lateral guidance, and specific values for decision height (DH) or decision altitude (DA) are provided. These values denote the lowest height or altitude in the approach descent at which, if the required visual reference to continue the approach is not visible to the pilot, they must initiate a missed approach.
Non-precision approaches include VOR, NDB, LP (Localizer Performance), and LNAV. These approaches use a navigation system for course deviation but do not provide glidepath information. They are flown to a minimum descent altitude (MDA).
The instrument approach procedure may contain up to five separate segments: feeder routes, initial approach segment, intermediate approach segment, final approach segment, and missed approach segment. The intermediate approach segment positions the aircraft for the final descent to the airport, while the final approach segment starts where the glideslope intercepts the glideslope-intercept altitude plane.
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Precision and non-precision approaches
A precision approach is a type of instrument approach that provides both vertical and lateral guidance to pilots. It uses a navigation system that offers course and glide path guidance, such as Precision Approach Radar (PAR), Instrument Landing System (ILS), or GBAS Landing System (GLS). The decision height (DH) or decision altitude (DA) in a precision approach is the lowest point at which a pilot must initiate a missed approach if the required visual reference is not visible. This ensures the pilot has enough time to safely reconfigure the aircraft and execute the missed approach procedures while avoiding obstacles. The ILS is the most common precision approach in the US, guiding pilots to the runway using both a localizer and a glideslope ground-based signal.
On the other hand, a non-precision approach is an instrument approach that provides lateral guidance but does not provide vertical guidance. Examples of non-precision approaches include VOR, NDB, LP (Localizer Performance), and LNAV. In a non-precision approach, the Minimum Descent Altitude (MDA) is the lowest altitude to which the pilot can descend. If the required visual reference is not visible at the MDA, the pilot must stay at that altitude until reaching the missed approach point before executing the missed approach. Non-precision approaches often require more piloting skills and workload, as the pilot is responsible for managing the descent rate and levelling off at the MDA.
The choice between a precision and non-precision approach depends on various factors such as ceiling height, visibility, turbulence, and ice presence. In most cases, a precision approach is preferred, especially in low-visibility conditions. However, a non-precision approach can be advantageous when a pilot wants to get out of the clouds earlier to orient themselves with the runway and surrounding area.
It is worth noting that with the introduction of Global Navigation Satellite Systems (GNSS), a single system can satisfy the requirements for both precision and non-precision approaches, reducing the need for ground-based navigation systems near the final approach fix or airfield. This advancement improves airport accessibility and cost efficiency.
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Visual approach
A visual approach is a procedure conducted under instrument flight rules (IFR) but where the pilot proceeds by visual reference to the airport. The pilot must have either the airport or the preceding aircraft in sight at all times. This approach must be authorised and under the control of the appropriate air traffic control (ATC) facility.
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Initial approach
The initial approach is the first phase of an instrument approach procedure, marking the transition from en-route navigation to a precision-guided descent towards a designated airport. This phase involves aligning the aircraft with the prescribed flight path and configuring it for the approach and landing sequence.
During the initial approach, pilots ensure the aircraft is established on the designated approach course, typically guided by navigation aids such as VOR (VHF Omnidirectional Range), NDB (Non-Directional Beacon), GPS (Global Positioning System), or RNAV (Area Navigation) systems. Proper alignment with the approach course sets the stage for subsequent navigation and descent phases.
Pilots manage the aircraft's altitude and airspeed during the initial approach according to published approach charts and air traffic control instructions. Maintaining the appropriate descent profile and airspeed enables a smooth transition to the intermediate and final approach segments while ensuring adequate clearance from terrain and obstacles.
The initial approach sets the foundation for a safe and precise descent towards the destination airport, culminating in a safe and controlled landing. This phase involves executing critical manoeuvres and preparing for the subsequent phases of the approach, ensuring that all actions are performed safely and efficiently.
Standard instrument approach procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate fix (IF) if there is no IAF. These procedures include both ground-based and satellite-based systems and criteria for terminal arrival areas (TAAs), basic approach criteria, and final approach criteria.
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Frequently asked questions
The final approach is the last leg of an aircraft's journey to landing, when the aircraft is aligned with the runway and descending.
A precision approach uses a navigation system to provide course deviation and glidepath information. Examples include baro-VNAV and localizer type directional aid (LDA). A non-precision approach uses a navigation system for course deviation but does not provide glidepath information. Examples include VOR and NDB.
The initial approach is the first phase of an instrument approach procedure, marking the transition from en-route navigation to precision-guided descent towards a specific airport. Pilots use this phase to ensure safety, precision, and efficiency, setting the stage for a successful landing.
The approach is the airspace and flight path leading to a runway during the landing phase. The runway is where aircraft take off and land, the taxiway is the pathway for aircraft to move between runways and other areas, and the apron is where aircraft are parked, serviced, and prepared for flights.
Approach clearances are authorisations given to aircraft to proceed with landing. They are issued based on known traffic and take into account factors such as weather conditions, airport specifications, and applicable regulations.
