This time, I will introduce JEPPESEN APPROACH Chart.
Recently, the concept of Approach Category III A and B has been deleted.
So far, Approach category III was divided by CAT 3 alpha and CAT 3 bravo.
However, Chart was recently revised by dividing it into Fail operational and Fail passive.
Approach chart includes information such as navigation frequency, Profile view and plan view, and DA/MDA that pilot use to approach the airport.
I will explain it with ILS or LOC Rwy 33R Approach chart of Incheon International Airport.
Basically, Approach chart is a procedure specified for what kind of approach to take.
1) In the first line, ICAO Airport identification code of RKSI in 4 Letters, and
IATA Airport identification code of ICN in 3 Letters is depicted.
And A with stripes is an Airline chart Icon of Jeppesen.
There's a Jeppesen company logo, and there's a geographic location name called
Seoul, Incheon, Korea.
2) In the second line, it means the Airport name, Incheon International Airport.
The revision date of the chart is specified as the following 24th DEC 21.
The next 21-8 is the chart index number.
And Effective date may be displayed next to the revision date of the chart.
That is, the revision date is 24th December 2021.
but the application date will be applied from 1600Z on 29th December 2021.
And the Approach identification, ILS or LOC Rwy 33R is displayed.
Here, We will learn about the approach identification according to the index number.
The first digit represents the sequence of airports in the city, and Incheon is the second airport after Gimpo airport of Seoul. So Gimpo Airport is marked 1 and Incheon Airport is marked 2.
The second digit represents the type of Approach.
1 is ILS or LOC approach, 2 is RNP (GPS) approach, 3 is VOR, 4 is TACAN, 5 is reserved,
6 is NDB, 7 is Directional Finding, 8 is PAR, 9 represents the Visual Approach chart.
The third digit is numbered in the order of filing among the same kind of approaches. This chart means the 8th chart among ILS or LOC Approach chart.
And next to it is the name of the approach called ILS or LOC RWY 33R.
Next, I will explain the contents of chart in the box.
3)The first column includes Automatic Terminal Information Service (D-ATIS) frequency.
“D” stands for Data-link, meaning that you can receive airport information by text.
| ATIS is a voice broadcast service that automatically broadcasts runway direction information, weather information, and airport information such as NOTAM to aircraft taking off and landing at the airport with the Automatic Terminal Information Service. D-ATIS is a text-based service that can be received in text form as you can see by sending the contents to the aircraft via Data-link. D-ATIS you can see now is the information provided at the ZULU time 6 o'clock on January 26th in Jeju Airport. While the range of reception of ATIS for voice is about just 50 nautical miles, D-ATIS expands not only to VHF but also to where SATCOM reception is possible. In addition, major domestic airports provide this ATIS as an ARS. It can be up to 3 minutes per call and up to 8 people can access at the same time. (Incheon: 032-743-2676, Gimpo: 02-2660-2676) |
Here, Seoul Approach frequency, Incheon Tower frequency, and Ground control frequency are indicated in order. R in (parentheses) next to Seoul Approach frequency means that Radar service is provided.
Next, there is the Tower frequency and the Ground frequency.
And if the ground call sign is the same as the call sign used for the Tower frequency,
the ground call sign can be omitted.
In other words, it means that you can just call it “Ground” instead of “ICN Ground”.
4)In the second column, Primary Navaid type (LOC), Identifier (INRR), Frequency (108.9), Final CRS 333 is marked. And GOKAK 2600 above MSL (2577AGL).
That means....❶Final Approach Fix Crossing Altitude or
❷Glide Slope Crossing Altitude for Precision Approach or
❸Vertical Descent Altitude for Non-Precision approach.
Next, there is an Approach minimum, where the Lowest DA or MDA is displayed,
or in some cases, like a Incheon airport chart, it also says to refer to minimums.
Then go down to the column that shows the Minimum on the profile view.
You can check the minimum according to weather conditions.
CAT I 223ft, CAT II RA 106ft and CAT III does not have a Minimum.
I will also explain CAT I and II, and III later in the video.
Airport Field elevation and Touch Down Zone elevation are indicated in order.
Airport field elevation is set to the highest point on the runway available from the Mean Sea level, and Touch down zone elevation is set to the highest point from Mean sea level at the first 3000ft from threshold of approaching runway.
5) The third column is a Missed approach in Textual form, that is,
The Missed Approach Procedure is described. Climb to 500ft on Rwy HDG then turn right on 348 HDG to 6 DME from Incheon VOR(NCN), continue climb to 4000ft, LEFT turn direct to GE978, Hold as published.
Do not turn before passing MAP, Missed approach turn limited to MAX 210kts, Refer to minimums for missed approach climb gradient. This text is schematized to make it easier to recognize in the approach plan view. (* However, it does not reflect the scale according to the actual distance.)
6) The fourth column specifies RNAV 1 operation, that is, performance for this approach. In order to take this approach, it means that the aircraft must not have more than 1 mile error over 95% of the total flight time, which will be recognized for its accuracy by obtaining approval from the Ministry of Land, Infrastructure and Transport. These are specified in the Airline's OpsSpec(Operation specification).
And the Altimeter setting unit is specified. That is, whether hpa is used or in-hg is used.
Rwy elevation is expressed in hpa units (1hpa=28ft, 0.01in-hg=10ft), and transition levels and transition altimeters are mentioned. Based on this altitude, the pilot changes the altimeter setting criteria. (Local altimeter QNH or Standard altimeter QNE)
And in the box on the right, the Minimum Safe or Sector Altitude is displayed by sector.
7) In the fifth column, the conditions for performing this approach are mentioned below.
❶GNSS or DME/DME/IRU is required.
❷ATS surveillance service is required (i.e., an airfield surveillance radar is required).
❸Minimum speed 160kts before 5 Miles, 180kts before 8 Miles from RWY
(You must maintain a minimum speed of 160kts before 5Miles and a minimum speed of 180kts before 8Miles from the runway.)
❹And simultaneous approach to another parallel runway, 34L & R, is allowed.
❺LOC procedure is not allowed while simultaneous approach is in operation.
❻Circling Approach is not allowed.
8) Plan view shows the layout of the airport
It is depicted by charting "at a specific ratio", and the chart scale used is also displayed by nautical mile on the left outer side of the plan view. The latitude/longitude grid is displayed along the inner side as a degree and minute unit up to a
tenth of the latitude/longitude grid. In addition, circles are drawn at Intervals of 5 miles based on Incheon VOR (NCN).
❶The highest obstacle in the Plan view is indicated by an arrow like this from the nearest runway elevation.
❷ Although not all, symbols and elevations for known terrain and artificial structures are displayed. In general, it is marked on topography and Man-made Structures which are 400ft or more from airport elevation
❸ Do not fly North of Yang-ju VOR(YJU) Radial-271: It will be a procedure to prevent invasion of P-518 which is De-militarized Zone.
❸-1. And on the left, RK(R)-133 is the Special Use AirSPACE Boundary.
(R) stands for Restrict and corresponds to a restricted flight zone, and it is a designated airspace that may be restricted for aircraft not participating in this operation.
❹ And the Minimum sector altitude corresponding to each sector is marked, ILS DME front course symbol, Course 333, frequency 108.9, INRR identifier, and the corresponding Morse code is marked. And Marker Beacon like a Inner marker and middle marker is displayed.
In Identifier INRR, "I" is the LOC code, the following two letters "NR" is
the Outer Marker code, and "double R" is the Middle Marker code.
And along the LOC symbol, there is a non-compulsory waypoint in the shape of a triangle (△), this waypoint which is not mandatory to report, and there is RNAV non-compulsory waypoint in the shape of a star(✧).
In the next column,
❺ When G/S out, that is, when there is no Glide slope information,
The reference altitude for each LOC DME is indicated.
It is 1653 ft at 5 miles and 1001 ft at 3 miles.
❻ Minimum altitude by each distance and Missed Approach Point, Threshold Crossing Height (TCH), Airport field elevation are displayed.
* All altitude shown in the profile view is Minimum altitude based on Mean Sea level unless there is marked label such as Recommended or Mandatory.
BIRIN should be maintained at least 5000ft if it passes via GE019, and maintained at least 3600ft if it passes via PAMBI, and maintained at least 2600ft if it passes through GOKAK.
In the next column,
❶ There is the feet per minute according to the ground speed and vertical angle.
If it is a 3.0 degree angle, the descent rate for 140knots is 743feet per minutes.
If it's 3.07 degree angle, it's 760feet per minutes for 140knots.
❷ MAP is located about 1 Mile from INRR where LOC is installed.
❸ TIMING not authorized for Defining the MAP, that is,
Timing to define MAP is not permitted.
❹ And on the right side, there is a the Straight-in approach Lighting System.
PAPI LIGHT and Approach Lighting System with Sequenced Flashing light II
It means an Lighting system which is capable of CAT-II and CAT-III Approach.
Missed Approach Initial "up and out" action is shown.
For a complete missed approach, refer to the textual form described above.
The following column is about Minimums.
From the left, it is in the order of CATIII, CAT II, and CATI,
CATI have a two minimum values depending on the climb gradient.
If a minimum climb gradient of 4% is satisfied, minimum altitude is applied as 223ft , and if a minimum climb gradient of 2.5% is applied, minimum altitude is applied as 461ft .
However, Regardless of the Climb gradient, 223ft should be applied as a weather minimum, and when we do not meet 4% of the Climb gradient, the 461ft used is not the Weather minimum, but the Performance minimum.
If the Aircraft has a climb gradient of 4% does not meet, but the minimum climb gradient of at least 2.5%, In other words, The aircraft with climb gradient of between 4% and 2.5% must follow the Engine out missed approach procedures specified in Jeppesen, when you have to do Missed approach for some reason. If there is no Eng' out missed approach procedure in Jeppesen, you must follow the Eng' out departure procedure specified at the airport. If the climb gradient described above does not meet, Do not follow published missed approach procedure in Jeppesen chart.
And if GS is out and LOC approach is performed, MDA 440ft is applied as a minimum,
At this time, it must meet at least 2.5% Climb gradient up to 4000 ft.
And in the column below, according to the approach category,
Weather restrictions are specified. If you look at CATIII, here in the black square box number 1 is specified to require certificate for pilots and aircraft for CAT III approach, and CATIII approach is possible if the minimum RVR is 125meters. However, if you look at the black square box number 2, it says that aircraft using the Fail operational system can be approach even if RVR drops to 75meters. The aircrafts that meet those conditions include Boeing777, B747, Airbus380, and A330 owned by Korean Air, and B777 owned by Jin Air.
In case of B737 I'm operating currently, CATIII approach is possible, but B737 has a fail passive system, not the fail operational system, so it can only be approached up to minimum RVR 125meters, not to 75meters.
And In case of CAT II, you can apply minimum RVR 300meters for Approach Category C, and if you look at the contents corresponding to Black Square number 3, RVR should be applied 350meters for aircraft with Approach Category D that does not perform Auto Landing.
In case of CAT I, regardless of the Aircraft approach category, if all lighting systems operating normally you can approach up to minimum RVR 550meters or Visibility 800meters.
but if TDZ lights or Center line Lights is out, RVR and visibility values that can be approached will be higher up to minimum 1200meters.
And the next column,
there is the numbers written in the black square box already had explained.
1. CATIII or CATII approach, both pilots and aircraft require certificates.
2. Aircraft using the Fail operational system
3. The RVR for Category D aircraft that does not autolanding is 350 meters.
And PANS OPS outside the box stands for Procedures for Air Navigation Service Aircraft Operations, which means Chart created according to the ICAO procedures.
And military airports are marked as Terminal Instrument Procedures (TERPS) because
they follow the Federal Aviation Administration (FAA) rule, not the ICAO rule.
And at the bottom of Chart, there is a summary of the changes,
In this case, it is recorded that the New Airport Operating Minimum was applied and the CATIII-minimum value was revised. And right next to it is Jeppesen's copyright label.
This is the end of introduction of the approach chart. Thank you for reading.