Instrument approach

In <a href="/facts/Aviation/HX5MHY71">aviation</a>, an instrument approach or instrument approach procedure (IAP) is a series of predetermined maneuvers for the orderly transfer of an <a href="/facts/Aircraft/EhC4mBep">aircraft</a> operating under <a href="/facts/Instrument_flight_rules/RPfLUgbe">instrument flight rules</a> from the beginning of the initial approach to a <a href="/facts/Landing/AcT1IShv">landing</a>, or to a point from which a landing may be made <a href="/facts/Visual_approach/YxJD7gfz">visually</a>. These approaches are approved in the European Union by <a href="/facts/EASA/mr0CvqVC">EASA</a> and the respective country authorities and in the United States by the <a href="/facts/Federal_Aviation_Administration/PYsXt3YT">FAA</a> or the <a href="/facts/United_States_Department_of_Defense/dWAvf7e3">United States Department of Defense</a> for the military. The <a href="/facts/ICAO/TzrL1mLr">ICAO</a> defines an instrument approach as "a series of predetermined maneuvers by reference to <a href="/facts/Flight_instrument/S0tKK3jl">flight instruments</a> with specific protection from obstacles from the <a href="/facts/Initial_approach_fix/xcLjNwzG">initial approach fix</a>, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if landing is not completed, to a position at which <a href="/facts/Holding_(aviation)/nBmxNcPC">holding</a> or en route obstacle clearance criteria apply."
There are three categories of instrument approach procedures: precision approach (PA), approach with vertical guidance (APV), and non-precision approach (NPA). A precision approach uses a navigation system that provides course and <a href="/facts/Glidepath/LeUd2JnY">glidepath</a> guidance. Examples include <a href="/facts/Precision_approach_radar/Hj24BU08">precision approach radar</a> (PAR), <a href="/facts/Instrument_landing_system/CTLARvA8">instrument landing system</a> (ILS), and <a href="/facts/Local_Area_Augmentation_System/wz7dpleD">GBAS landing system</a> (GLS). An approach with vertical guidance also uses a navigation system for course and glidepath deviation, just not to the same standards as a PA. Examples include <a href="/facts/VNAV/ReU7xCRR">baro-VNAV</a>, <a href="/facts/Localizer_type_directional_aid/XI79tuWU">localizer type directional aid</a> (LDA) with glidepath, <a href="/facts/LNAV/3kcMemhM">LNAV</a>/VNAV and <a href="/facts/Localizer_performance_with_vertical_guidance/13fYtdDv">LPV</a>. A non-precision approach uses a navigation system for course deviation but does not provide glidepath information. These approaches include <a href="/facts/VHF_omnidirectional_range/XV2txX9M">VOR</a>, <a href="/facts/Non-directional_beacon/Jnx4rAKX">NDB</a>, LP (Localizer Performance), and LNAV. PAs and APVs are flown to a decision height/altitude (DH/DA), while non-precision approaches are flown to a minimum descent altitude (MDA).: 757 
IAP charts are <a href="/facts/Aeronautical_chart/nATCEf86">aeronautical charts</a> that portray the aeronautical data that is required to execute an instrument approach to an airport. Besides depicting topographic features, hazards and obstructions, they depict the procedures and airport diagram. Each procedure chart uses a specific type of electronic navigation system such as an NDB, <a href="/facts/TACAN/4YFph1he">TACAN</a>, VOR, ILS/<a href="/facts/Microwave_landing_system/HXEkPxa0">MLS</a> and <a href="/facts/RNAV/86YmGlSR">RNAV</a>.: 981–982  The chart name reflects the primary <a href="/facts/Navigational_aid/AHdWcNxK">navigational aid</a> (NAVAID), if there is more than one straight-in procedure or if it is just a circling-only procedure. A communication strip on the chart lists frequencies in the order they are used. Minimum, maximum and mandatory altitudes are depicted in addition to the minimum safe altitude (MSA) for emergencies. A cross depicts the final approach fix (FAF) altitude on NPAs while a lightning bolt does the same for PAs. NPAs depict the MDA while a PA shows both the decision altitude (DA) and decision height (DH). Finally, the chart depicts the <a href="/facts/Missed_approach/0WeLfMTz">missed approach</a> procedures in plan and profile view, besides listing the steps in sequence.: 4–9, 4–11, 4–19, 4–20, 4–41 
Before <a href="/facts/Satellite_navigation/lVgPlF5v">satellite navigation</a> (GNSS) was available for civilian aviation, the requirement for large land-based <a href="/facts/Navigation_aid/AHdWcNxK">navigation aid</a> (NAVAID) facilities generally limited the use of instrument approaches to land-based (i.e. asphalt, gravel, turf, ice) runways (and those on <a href="/facts/Aircraft_carrier/90vrSN0V">aircraft carriers</a>). GNSS technology allows, at least theoretically, to create instrument approaches to any point on the Earth's surface (whether on land or water); consequently, there are nowadays examples of water aerodromes (such as <a href="/facts/Rangeley_Lake_Seaplane_Base/aNQFTP7l">Rangeley Lake Seaplane Base</a> in <a href="/facts/Maine/7ww4UY8B">Maine</a>, United States) that have GNSS-based approaches.

Instrument approach open-in-new

Instrument approach