W-834

 01 Jul 13 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4 

W853-LEP A 01 JUL 13

INSERT LATEST CHANGED PAGES. 

DESTROY SUPERSEDED PAGES.

NOTE: A vertical line in the outer margin of the page 

indicates the portion of the text affected by the changes. 

Dates of issue for original and changed pages are: 

 

Original . . . . 0 . . . . . 01 Aug 05 Change . . . . 4 . . . . . 01 Jul 13

Change . . . . 1 . . . . . 01 Jul 08 

Change . . . . 2 . . . . . 15 Jan 09 

Change . . . . 3 . . . . . 01 Jul 11 

Page 

No. 

*Change 

No. 

 

Title . . . . . . . . . . . . . 4 

A . . . . . . . . . . . . . 4 

i – ii . . . . . . . . . . . . 0 

1-1 – 1-4 . . . . . . . . . . 1 

2-1 – 2-2 . . . . . . . . . . 0 

3-1 – 3-28 . . . . . . . . . 2 

4-1 – 4-12 . . . . . . . . . 2 

5-1 – 5-14 . . . . . . . . . 4 

6-1 – 6-14 . . . . . . . . . 4 

7-1 – 7-6 . . . . . . . . . . 4 

8-1 – 8-8 . . . . . . . . . . 4 

 

Summary of Change(s): 

1. Biennial review completed. 

 

* Zero in this column indicates no changes to the current revision.

LIST OF EFFECTIVE PAGES
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

Original 

W853-TOC i 01 AUG 05 

TABLE OF CONTENTS 

1.0 INTRODUCTION .................................................................................................. 1-1 

2.0 OBJECTIVES ....................................................................................................... 2-1 

3.0 INSTRUMENT APPROACH PLATE COMPONENTS .......................................... 3-1 

4.0 RADIO MAGNETIC INDICATOR (RMI) NAVIGATION ......................................... 4-1 

5.0 DEPARTURES AND TERMINAL ARRIVAL ......................................................... 5-1 

6.0 INSTRUMENT APPROACHES ............................................................................ 6-1 

7.0 IAF TO FINAL APPROACH FIX ........................................................................... 7-1 

8.0 FINAL APPROACH .............................................................................................. 8-1 

NOTE 

Approach plates provided with this workbook are marked “FOR TRAINING USE ONLY.” 

Although these approach plates are not what is current in FLIP, they are still applicable 

for this training. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

Original 

W853-TOC ii 01 AUG 05 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 1 

W853-01 1-1 01 JUL 08 

1.0 INTRODUCTION 

The Fight Engineer went into the ice of McMurdo Sound one millisecond after the 

pilots. You fly, live, or die as a crew. 

 As a KC-10 Flight Engineer, an essential part of your job on the flight deck is to 

monitor departure, enroute, and approach procedures. You need to determine 

whether a procedure is being accomplished "by the book" and as briefed by the 

pilot. 

 You are not required to be able to fly an instrument approach. You can best assist 

the Pilots by being able to detect deviations from the briefed procedures. In order to 

accomplish that, you must understand some terminology, definitions, symbols, and 

procedures. This workbook will give you some basic information in Terminal 

Instrument Procedures. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 1 

W853-01 1-2 01 JUL 08 

1.1 SCOPE

 The purpose of this workbook is to provide the Flight Engineer with the knowledge 

and skills necessary to monitor the briefed departure and approach and advise the 

pilots of any deviations that would compromise safety. 

 This workbook is not intended to make you a qualified instrument pilot. You will be 

able to listen to a departure or approach briefing and determine if the equipment is 

set correctly and if the procedure is being accomplished as briefed. 

 The information follows the following sequence: 

C A breakdown of standard DoD approach plates 

C An explanation of using the aircraft's Radio Magnetic Indicator (RMI) to 

establish situational awareness during an instrument procedure 

C Departure and terminal arrival procedures 

C Instrument approach types 

C The initial approach portion to the final approach portion 

C Final approach procedures 

If any conflict exists between this text and the DoD Flight Instrument Publications, 

then that document will take precedence. 

1.2 INSTRUCTIONS

 You will require no additional materials to complete this workbook. You may wish to 

spend a few minutes with an actual approach book as you progress through this 

material. After all, being able to read a chart legend is of no value if you cannot find 

a chart legend. If you wish to use a glossary of aviation terms, consult the front of 

the DoD Flight Information Publication, General Planning (GP). This document also 

contains a collection of abbreviations. 

1.3 BACKGROUND

 As crew members, we spend a lot of our lives preparing for events we never expect 

to see. We practice for "worst case" scenarios: Engine failure during takeoff; Loss 

of all generators; Rapid Decompression - "Killer Items" - in the vernacular of our 

trade. However, with all our practice, the majority of aircraft accidents are not 

caused by catastrophic failure of an aircraft component or system. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 1 

W853-01 1-3 01 JUL 08 

When you read the National Transportation Safety Board's final report on most 

accidents, it will become readily apparent to you that any crew member aboard the 

ill-fated aircraft could have detected errors and through assertive inputs, insisted on 

corrective action that would have broken the chain of events that led to the 

inevitable end. The operative words here are "ANY CREW MEMBER", 

"DETECTED", and "ASSERTIVE"! 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 1 

W853-01 1-4 01 JUL 08 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

Original 

W853-02 2-1 01 AUG 05 

2.0 OBJECTIVES 

1. Given specific approach plates, locate the Plan View, Profile View, Minima 

Section and Airport Sketch. 

2. Given approach plates, locate and list the frequency for the ILS, VOR, 

TACAN or NDB and given a list of characteristics relating to navigational 

facilities, select those characteristics, which relate to TACAN, VOR and 

NDB facilities. 

3. Given specific approach plates, locate and list the emergency safe altitude 

within 100 NM of the navigational facility used for the approach, and the 

minimum safe altitude within 25 NM of the specified NAVAID. 

4. Given a legend from the front of an approach booklet, identify the symbols 

used to depict obstacles and their height above Mean Sea Level (MSL) on 

the approach plate's plan view and airport sketch. 

5. Given an approach plate, locate and list the Ultra High Frequency (UHF) 

for Very High Frequency (VHF) radio frequencies for Approach Control, 

Tower (TWR), Ground Control (GND) and Automatic Terminal Information 

Service (ATIS). 

6. Given an approach plate, locate the distance circle and list the 

significance of the solid inner circle line and the dashed outer circle line. 

7. Given approach plates from HI and LOW altitude instrument approach 

plates, list the magnetic radial (course), and distance from the depicted 

feeder facilities to the IAF or holding fix, as appropriate. 

8. Given HI and LOW altitude approach plates, list the major differences 

between the altitudes from the Initial Approach Fix (IAF) and the Final 

Approach Fix (FAF). 

9. Given a specific approach plate, state the visibility requirement for the 

intended approach. 

10. Given the final approach airspeed for a KC-10, determine the approach 

category. 

11. Given approach plates and indications of an RMI with DME information, 

state the aircraft heading and determine its relative position and heading 

from a selected NAVAID. 

12. Given instructions to fly or track a VOR or TACAN Radial, list the desired 

course. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

Original 

W853-02 2-2 01 AUG 05 

13. Given a Standard Instrument Departure (SID) or an approach plate with a 

published missed approach procedure, state the routing, (heading or 

course), altitude, and the fix point, or the location to which the aircraft is 

cleared for each type of climbout. 

14. Given specific approach plates, list the IAF. 

15. Given specific HI altitude approach plates, and a group of statements, list 

the altitude restrictions from the IAF to the FAF and select the statement 

that describes the approach procedure or supply the requested 

information. 

16. Given specific LOW altitude approach plates, and a group of statements, 

list the altitude restrictions from the IAF to the FAF and select the 

statement that describes the approach procedure or supply the requested 

information. 

17. Given specific HI or LOW altitude approach plates with published 

minimums, list the Minimum Descent Altitude (MDA) for a nonprecision 

approach and the Decision Height (DH) for a precision approach. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-1 15 JAN 09 

3.0 INSTRUMENT APPROACH PLATE COMPONENTS

In this section, we will address the components and particulars of standard DoD 

approach plates. All approach plates in this section are for training only. 

 

Figure 3-1. DoD Approach Plate 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-2 15 JAN 09 

 

Figure 3-2. Plan View. 

3.1 PLAN VIEW

The plan view (Fig. 3-2) is the largest block on the approach plate and presents 

the track of the approach, as someone looking down from directly overhead 

would see it. The top of the plan view is always oriented to magnetic north. 

This block contains a variety of information and symbols. The legend for these 

and other approach plate symbols is found at the front of the approach booklet. 

Above the plan view, in the upper right hand corner of the approach plate, is the 

approach name. The name identifies the type of navigational aid or aids, which 

provide final approach guidance and the runway to which the final approach 

course is aligned. When the name of the approach is followed by a letter such 

as A, B, C, etc., the approach is designed for circling minimums only (VOR-A, 

TAC-B, NDB-C, etc.). 

Although the following list of items is not all-inclusive, the Approach Plate Plan 

View contains these important items. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-3 15 JAN 09 

3.1.1 Navigation Stations

TACTICAL AIR NAVIGATION (TACAN) 

TACAN stations provide signals, which allow airborne equipment to display a 

magnetic radial from the station, and selected courses to or from the station. 

TACAN equipment also includes Distance Measuring Equipment (DME), which 

shows the distance in nautical miles from the aircraft's present position to the 

station. TACAN stations transmit in the UHF range of radio frequencies. 

TACANs are usually associated with military facilities and have a total of 252 

channels available. 

VERY HIGH FREQUENCY OMNIRANGE (VOR) 

As you probably have guessed by its name, a VOR station transmits in the VHF 

range of radio frequencies. VOR operation is essentially the same as TACAN, 

except the VOR alone does not have DME. 

CO-LOCATED VOR and TACAN (VORTAC) 

Many VOR and TACAN stations are geographically co-located. These are 

known as VORTAC stations. VORTAC stations also provide DME. 

 

NON-DIRECTIONAL BEACON (NDB) 

NDB stations are usually low profile and transmit in the same frequency band as 

AM commercial radio stations. The aircraft equipment, which uses the NDB 

signal, is called an Automatic Direction Finder (ADF) receiver. NDB stations do 

not provide DME information. 

In the preceding plan view (Figure 3-2), a TACAN is used to identify the airfield, 

but the approach guidance requires use of the VOR. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-4 15 JAN 09 

3.1.2 Navigational Aid Name, Radio Frequency, and Morse Code Identifier 

Figure 3-3. NAVAID Identifier. 

3.1.3 Minimum Sector Altitudes (MSA)

This altitude provides at least 1,000 feet of obstacle clearance for emergency 

use within 25 nautical miles of the facility. 

Figure 3-4. MSA. 

NAME

000.0 NAM

Chan 00 (Y)

S12’ 05.20’

W77’ 04.80’

(Y) TACAN MUST BE

PLACED IN “Y” MODE

TO RECEIVE DISTANCE

INFORMATION

COORDINATE VALUES

(IF REQUIRED)

L-3

UNDERLINE INDICATE

NO VOICE TRANSMITTED

ON THIS FREQUENCY

ENROUTE CHART

REFERENCE
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-5 15 JAN 09 

3.1.4 Emergency Safe Altitudes (ESA)

This provides 1000 feet of obstacle clearance (2000 feet in designated 

mountainous areas) within 100 nautical miles of the facility. 

Figure 3-5. ESA. 

3.1.5 Obstacles

Obstacles and terrain are depicted on the approach plates by various symbols 

(Fig. 3-6). 

 

Figure 3-6. Obstacles. 

Obstacles are measured in feet above MSL. All distances given are from the 

departure end of the runway. Flying an approach exactly as depicted will 

assure obstacle clearance for the applicable category aircraft. 

Obstacles become a factor if they are located outside the guaranteed clearance 

area and the aircraft is flying off course or Visual Flight Rules (VFR).
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-6 15 JAN 09 

3.1.6 Radio Frequencies

All plates have been updated to a briefing strip. The briefing strip includes 

appropriate controlling agency's VHF and UHF communication frequencies, 

which includes the Automatic Terminal Information Service (ATIS) frequency 

where applicable. An example of this new format is shown below in figure 3-7. 

ATIS — The continuous broadcast of recorded non-control information in 

selected high activity (density) terminal areas. Its purpose is to improve 

controller effectiveness and to relieve frequency congestion by automating the 

repetitive transmission of essential but routine information. 

Figure 3-7. Communications. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-7 15 JAN 09 

3.1.7 Distance Circle

 On the PLAN VIEW of the Approach Chart there is a lined circle to indicate 

distance. It is usually 10 NM or 20 NM in radius, but could be as small as 5 NM 

for helicopters. The distances inside the INNER circle are normally to scale. If 

not, a note "NOT TO SCALE" will be on the circle. 

 

 

 10 MILE CIRCLE 20 MILE CIRCLE

Figure 3-8. Distance Circles. 

Normally, the 20 NM circle is for HIGH Altitude Approaches. The 10 NM circle 

is for LOW Altitude Approaches. 

3.1.8 Enroute Navigational Facilities

On the PLAN VIEW of the approach plate there can be an outer dashed circle 

labeled "Enroute Facilities" (Fig. 3-9). On this Enroute Facilities circle are 

symbols for enroute navigational aids. From each navigational aid is an arrow 

depicting the terminal routing to the IAF. Each routing will be annotated with 

Minimum Enroute Altitude (MEA), and the course and the distance to the IAF. 

The distances indicated within the terminal approach routings are NOT TO 

SCALE. 

NOTE

All courses and headings on the approach plate 

will be MAGNETIC unless otherwise noted. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-8 15 JAN 09 

 

 

Figure 3-9. Enroute Facilities. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-9 15 JAN 09 

For additional symbols in the planview block, consult the legend in the front of 

any approach book. 

Figure 3-10. Legend 1. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-10 15 JAN 09 

Figure 3-11. Legend 2. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-11 15 JAN 09 

3.1.9 RNAV (GPS) Entry Procedures Via the Terminal Arrival Area (TAA). 

Entry for RNAV (GPS) approaches is normally accomplished via the TAA. Entry 

may be accomplished either via a NoPT routing, or via a course reversal 

maneuver if depicted. The objective of the TAA is to provide a seamless 

transition from the en route structure to the terminal environment for arriving 

aircraft equipped with Flight Management System (FMS) and/or Global 

Positioning System (GPS) navigational equipment. The TAA will not be found on 

all RNAV procedures, particularly in areas of heavy concentration of air traffic. 

When the TAA is published, it replaces the MSA for that approach procedure.

The RNAV procedure underlying the TAA will be the "T" design (also called the 

"Basic T"), or a modification of the "T." The "T" design incorporates from one to 

three IAFs; an intermediate fix (IF) that serves as a dual purpose IF (IAF); a final 

approach fix (FAF), and a missed approach point (MAP) usually located at the 

runway threshold (see Figure 3-12). The three IAFs are normally aligned in a 

straight line perpendicular to the intermediate course, which is an extension of 

the final course leading to the runway, forming a "T." The initial segment is 

normally from 3-6 NM in length; the intermediate 5-7 NM, and the final segment 5 

NM. Specific segment length may be varied to accommodate specific aircraft 

categories for which the procedure is designed. However, the published segment 

lengths will reflect the highest category of aircraft normally expected to use the 

procedure.
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-12 15 JAN 09 

Figure 3-12. Terminal Arrival Area (TAA). 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-13 15 JAN 09 

3.2 Profile View

 

 

Figure 3-13. Profile View.

The profile view (Fig. 3-13) is located below the plan view and just to the left of 

the airport sketch. An observer standing to one side of the airport would see 

the movement of the aircraft as represented in the profile view. This allows us 

to consider the approach in a three-dimensional way by showing the effect of 

altitudes changes. If you mentally follow the aircraft on both the plan view and 

profile view simultaneously, you will be situationally aware of the aircraft's 

position at all times. The subparagraphs below discuss the contents of the 

profile view. 

3.2.1 Altitudes

There are four types of altitudes: Mandatory, Minimum, Maximum, and 

Recommended altitudes. The Legend for these altitudes is on the second page 

of the Approach Booklet. Note that altitudes in the PROFILE VIEW of the 

approach will be marked as indicated in the approach legend below. 

ALTITUDES 

 5500 Mandatory Altitude 

 

2500 Minimum Altitudes 

4300 Maximum Altitudes 

3000 Recommended Altitude 

Figure 3-14. Altitudes.
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-14 15 JAN 09 

3.2.2 Transition Level/Transition Altitude

Also in the profile view, is an item to note when flying overseas. On overseas 

DOD charts, usually in the profile view of approach plates and in the plan view 

of Standard Terminal Arrival Chart (STARS) and Standard Instrument 

Departure Chart (SIDS), is the Transition Flight Level (TLv) and the Transition 

Altitude (TA). These altitudes or levels signify when the crew will change their 

altimeters to normal enroute QNE (29.92) based on QNH (mean sea level, 

MSL). This is a critical item for the whole crew to know. 

Figure 3-15.

QNE (29.92) is set when operating at, climbing through or operating above the 

transition altitude. In the example below, the transition altitude is 13,500. 

 

 QNH (MSL) is set then descending through and operating below the transition 

 level. In the example above, the transition level is FL140.

Figure 3-16.

Figure 3-17.
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-15 15 JAN 09 

3.3 Minima Section

This section is found below the profile view and left of the airport sketch. The 

Minima section commonly has several lines of information corresponding to the 

various types of approaches that may be flown using each plate. 

Figure 3-18. Minima. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-16 15 JAN 09 

Figure 3-19 RNAV MINIMA. 

During the pilot's briefing and approach, all crewmembers should be 

crosschecking the minimums for the correct procedure. Crewmembers also 

have the responsibility for making sure altimeter and radio altimeter bugs are 

set correctly to the approach minimums. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-17 15 JAN 09 

3.3.1 Aircraft Approach Category

The Category line determines the minimums used based on the aircraft's speed 

during the final portion of the instrument approach. The KC-10 is a category D 

aircraft (see Fig. 3-20) and normally uses category D minimums. An aircraft 

may use minimums for a higher category but cannot use minimums for a lower 

category (i.e. D may use E minimums but D can never use C minimums). If the 

instrument final approach is flown at 166 knots or more, the Category E minima 

must be used. This could apply to the KC-10 during an emergency approach 

and landing, abnormal configuration approach and landing, increased approach 

speed due to wind, or circling approach with 22/Ext minimum maneuver speed 

of 166 knots or more. 

AIRCRAFT CATEGORIES

A B C D E

Figure 3-20. Approach Categories.

NOTE

The specified aircraft Category (D for KC-10) is based on 

1.3 times the stall speed in the normal landing 

configuration at the maximum normal landing gross 

weight. 

Aircraft performance differences have a direct effect on the airspace and 

visibility needed to perform certain maneuvers, such as circle to land, turning 

missed approaches, final alignment correction to land, and descent. The 

following categories are established, and will be referred to throughout this 

publication by their letter designation (A, B, C, D, or E): 

 APPROACH CATEGORIES 

 

a. Category A: speed less than 91 knots. 

 b. Category B: speed 91 knots or more but less than 121 knots. 

 c. Category C: speed 121 knots or more but less than 141 knots. 

 

d. Category D: speed 141 knots or more but less than 166 knots. 

e. Category E: speed 166 knots or more.
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-18 15 JAN 09 

3.3.2 Approach Type

There are numerous different types of final approach guidance that can be categorized 

in a number of different ways. Final approach guidance will be categorized as follows: 

A GPS/RNAV APPROACH is an approach that uses a space based navigation 

system to provide position, speed, time, altitude, steering information, 

groundspeed and ground track error, heading, and variation. The GPS receiver 

accepts information from other aircraft systems such as the INS, altimeter, 

central air data computer, (CADC). GPS may be integrated into a multi-sensor 

navigation system combining GPS information with other sources such as an 

Internal Reference Unit (IRU) or DME/DME Area Navigation (RNAV) equipment. 

The PRECISION APPROACH provides a vertical flight path using an approved 

procedure where the navigation facility is precisely aligned with the runway 

centerline. Glideslope and azimuth information are provided. For example, 

Precision Approach Radar (PAR), Instrument Landing System (ILS), and 

Microwave Landing System (MLS) approaches are PRECISION approaches. 

A NON-PRECISION APPROACH has course and range information or course 

information only (LOC, TAC, etc.). A glideslope is not used. 

The CIRCLING APPROACH is a visual flight maneuver. It is used after the 

instrument approach is completed, to align the aircraft with the landing runway. 

The landing runway may be a different runway than the one used for the 

instrument approach. 

A RADAR APPROACH is a precision or non-precision approach that relies upon 

a radar controller vectoring the aircraft to the approach runway (ASR, PAR). 

NOTE 

When flying or briefing a radar approach, use the minima 

listed in the front of the approach booklet, not the minima 

published in the block on the approach plate. 

 

RNAV Approach Straight-in to RWY 06 

Non-Precision (Localizer) 

Straight-in to RWY 06 

Figure 3-21. Approach Type.

CATEGORY 

LNAV MDA* 

CIRCILING** 

CATEGORY 

S-ILS 06 ** 

S-LOC 06***

 

**CIRCILING*** 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-19 15 JAN 09 

3.3.3 Approach Minimums 

Decision Height (DH) — An altitude, specified in feet above MSL, at which a missed 

approach must be initiated when either visual reference has not been established with 

the runway environment or the aircraft is not in a position to execute a normal landing. 

DHs apply only to precision approaches (i.e. ILS, MLS, and PAR). 

Decision Altitude (DA) — Used with RNAV approaches, DA replaces the term 

Decision Height (DH) as a step towards harmonization with ICAO terminology. The 

published descent profile is flown to the DA, where a missed approach will be initiated if 

visual references for landing are not established. Obstacle clearance criteria accounts 

for a momentary descent below DA while transitioning to the missed approach.

Minimum Descent Altitude (MDA) — An altitude, specified in feet above MSL, below 

which descent will not be made until visual reference has been established with the 

runway environment and the aircraft is in a position to execute a normal landing. MDAs 

apply to non-precision, straight in, and circling approaches (i.e. LOC, ASR, TAC, 

VOR, NDB.) 

Height Above Touchdown (HAT) — Indicates the height of the DH or MDA above the 

highest runway elevation in the touchdown zone. HAT will be published in 

conjunction with all straight-in minima. 

Height Above Airport (HAA) — Indicates the height of the MDA above the published 

airport elevation. HAA will be published in conjunction with all circling minima. 

Ceilings — Ceiling values shown in parentheses are for U.S. military use in accordance 

with applicable service directives. A ceiling is expressed in feet above the published 

airport elevation and is equal to or greater than the height of the associated DH or MDA. 

 

Figure 3-22. Minimums.

Height of MDA 

(Using QFE) 

above touchdown 

zone (HAT) 

Minimum 

Descent Altitude 

(MDA) 

Decision Height (DH) MSL

Decision Altitude (DA) MSL

Straight-in to 

RWY 06 

Non-Precision 

(Localizer) 

Straight-in to 

RWY 06 

Height of DH

(Using QFE) 

above touchdown 

zone (HAT) 

Height of MDA 

(Using QFE) 

above airport 

(HAA) 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-20 15 JAN 09 

3.3.4 Visibility Minimums

Runway Visual Range (RVR) — A weather observation (instrumentally 

derived) value representing the distance a pilot should see down the runway 

from the approach end. The RVR is determined by special equipment and 

represents the horizontal distance down the runway a pilot should be able to 

see from the approach end. RVR is horizontal and NOT slant visual range. It 

is measured in hundreds of feet. RVR is used to determine the field conditions 

for straight-in approaches to that runway. 

Runway Visibility (RV) — Horizontal visual range as determined by an 

observer near the end of the runway. RV is measured in STATUTE miles and 

fractions of miles. 

Prevailing Visibility (PV) — Horizontal visual range as determined by an 

observer from a location on or close to the ground. It is the best visibility over 

at least half of the horizon. PV is measured in statute miles or fractions of miles 

and MUST be used for circling approaches. 

Figure 3-23. Visibility Minimums

3.3.5 Visibility Requirements

Visibility requirements for the approach will be stated in RVR or Statute Miles. 

On the approach plate, the required RVR is found next to the number, which 

represents either the DH or MDA and is separated from that number with a 

slanted line. RVR is always stated in hundreds of feet, e.g. 50 is RVR 5,000', 

24 is RVR 2,400'. If the airport does not have the proper equipment to 

establish an RVR, the required visibility will be stated in statute miles (RV) and 

located in the same place on the plate as the RVR. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-21 15 JAN 09 

3.4 AIRPORT SKETCH

Figure 3-24. Airport Sketch 

The airport sketch is located on the lower portion of the plate. Information here 

applies to airfield layout, runway dimensions, obstacles, elevations and approach 

lighting systems. If the plate has information for an approach that uses timing to 

establish the Missed Approach Point (MAP), the timing chart is normally found below 

the airport sketch. The timing chart may be found at the bottom of the profile view if 

the airport sketch contains large amounts of information. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-22 15 JAN 09 

3.4.1 Airport Lighting 

Figure 3-25. Airport Lighting 

3.4.1.1 Runway End Identifier Lights (REIL): Synchronized flashing lights, located 

laterally on each side of the runway threshold facing the approach area. 

3.4.1.2 Touchdown Zone Lighting (TDZ): Consists of two rows of high intensity light 

bars arranged on either side of the runway centerline. The two rows of light 

bars are 3,000 feet long and extend from the threshold of the runway inward. 

3.4.1.3 Centerline Lighting (CL): A straight line of lights located along the runway 

centerline. For landing rollout information, the last 3,000 to 1,000 foot sections 

displays alternate red and white lights, while the last 1,000 feet displays all red 

lights. 

3.4.1.4 High Intensity Runway Lighting (HIRL): Elevated, bi-directional white lights 

that extend the length of the runway. 

Examples and expanded views of the various Approach Lighting Systems can be found 

in the Flight Information Handbook (FIH) and the DoD Flight Information PublicationGeneral Planning. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-23 15 JAN 09 

 

Figure 3-26. Approach Lighting
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-24 15 JAN 09 

SEGMENT 3 EXERCISE

Using Figure 3-27, recall the information provided about approach plates to answer the 

following questions pertaining to the three sections of a standard DoD Approach Plate. 

1. Which section of the approach plate contains the MSA for the area surrounding 

the airport facility? 

 A. Plan View 

 B. Profile View 

 C. Airport Sketch 

 D. Plan View and Profile View 

2. Which section usually contains the Transition Level/Altitude on overseas DoD 

approach plates? 

 A. Plan View 

 B. Profile View 

 C. Airport Sketch 

 D. Plan View and Profile View 

3. The type of runway approach lighting system for the approach may be found in 

the 

 A. Plan View. 

 B. Profile View. 

 C. Airport Sketch. 

 D. Plan View and Profile View. 

4. The obstacle depicted on the plan view as being 1,038 feet MSL is a 

 A. Highest Obstacle. 

 B. Lighted Control Tower. 

 C. Spot Obstruction. 

 D. Rotating Beacon. 

5. The IAF for the S-ILS 21L approach is a 

 A. TACAN Station. 

 B. VOR Station. 

 C. NDB Station. 

 D. VORTAC Station. 

6. Which of the following reflect the MSA within 25 NM of the Travis VOR (TZZ)? 

 A. 14,300/13,500 feet 

 B. 10,000/8,700 feet 

 C. 5,100/3,100 feet 

 D. 3,100/1,800 feet 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-25 15 JAN 09 

7. What is the ESA within 100 NM of the Travis VOR (TZZ)? 

 A. 14,300 feet 

 B. 10,000 feet 

 C. 5,100 feet 

 D. 3,100 feet 

8. The identifier signal for the Travis TACAN is 

 A. "ISO". 

 B. "SUU". 

 C. "GSB". 

 D. "SMJ". 

9. Unless otherwise stated, all courses and heading listed on the approach plate 

are based on _____________________________________. 

 A. Magnetic North. 

 B. True North. 

 C. Airfield Orientation. 

 D. Radials from the FAF. 

10. Locate the SUU R-031 at 8.7 DME on the approach plate. The altitude 

associated with this point is a 

 A. Recommended Altitude. 

 B. Minimum Altitude. 

 C. Maximum Altitude. 

 D. Mandatory Altitude. 

11. For the KC-10, what is the DH and RVR for the ILS 21L approach 

 A. 258'/24 

 B. 420'/24 

 C. 420'/40 

 D. 620'/40 

12. Under normal operating configurations and weights, the KC-10 is a Category 

_______ aircraft. 

 A. D 

 B. C 

 C. B 

 D. E 

 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-26 15 JAN 09 

13. The approach listed as S-ILS 21L is a 

 A. Precision Approach. 

 B. Non-Precision Approach. 

 C. Visual Approach. 

 D. Radar Approach. 

14. Is there another Precision Approach listed on this plate? 

 A. YES 

 B. NO. 

15. Where is the missed approach-timing block located on this approach? 

 A. Plan View 

 B. Profile View 

 C. Airport Sketch 

16. What type of approach lighting system is depicted on the approach end of 

Runway 21? 

 A. ALSF 1 

 B. ALSF 2 

 C. None 

 D. Sequenced Flashers only 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-27 15 JAN 09 

 

 Figure 3-27. DoD Approach Plate.

 

 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 2 

W853-03 3-28 15 JAN 09 

SEGMENT 3 ANSWER KEY

1. A. Plan View 

2. B. Profile View 

3. C. Airport Sketch 

4. A. Highest obstacle 

5. B. VOR Station 

6. C. 5,100/3,100 feet 

7. A. 14,300 feet 

8. B. "SUU" 

9. A. Magnetic North 

10. B. Minimum Altitude 

11. A. 258'/24 

12. A. D 

13. A. Precision Approach 

14. B. NO 

15. C. Airport Sketch 

16. B. ALSF 2 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-1 15 JAN 09 

4.0 RADIO MAGNETIC INDICATOR (RMI) NAVIGATION

As a KC-10 Flight Engineer, you must be familiar with the process of analyzing 

the flight instruments in conjunction with an approach plate to determine your 

position. 

The RMI will give the engineer the best picture of the aircraft's position in 

relation to a NAVAID and an approach procedure. 

4.1 Radio Magnetic Indicator (RMI)

Use of RMI information is an acquired skill learned through exposure and 

repeated practice efforts. A complicating factor is that everyone does not 

interpret the RMI exactly the same way. 

Begin by looking at one component of the RMI (bearing pointer). Consider the 

bearing pointer to have three parts, or segments; head, pivot, and tail. 

Figure 4-1. RMI. 

NOTE

TACAN RMIs have two bearing pointers, one for TACAN1, (single red dashed line), and another for TACAN-2 

(solid green outline). This explanation shows only the 

TACAN-2 pointer. 

HEAD

PIVOT TAIL
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-2 15 JAN 09 

Now, imagine a vertical line through the center of the RMI, from the index at the 

12 o'clock position to the index at the 6 o'clock position. 

Figure 4-2. Lubber Line.

This imaginary line is referred to as the lubber line. The upper half of this line is 

the Upper Lubber Line, and the bottom half is the Lower Lubber Line. The 

aircraft's heading is always read from the index at the top of the upper lubber 

line. The NAVAID, whether TACAN, VOR, or NDB, will always be represented 

by the pivot of the bearing pointer. The aircraft's position is always the tail of 

the pointer. The head of the pointer may already be obvious. It represents the 

direction TO the selected station. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-3 15 JAN 09 

4.2 RMI Situational Awareness

The aircraft's relative position from the station is always represented on the tail 

of the pointer, but the direction the aircraft is flying is always parallel to the 

lubber line. 

Figure 4-3. RMI Situational Awareness. 

Said a slightly different way, the position of the head of the pointer, relative to 

the lubber line, (left or right), tells the pilot which way to turn to fly directly to the 

station. If the head of the pointer was already under the upper lubber line, (or 

pointing straight up), no turn would be necessary, since the station would be 

directly in front of the aircraft. 

Notice that no mention has been made about compass heading. It is possible 

for a pilot to fly directly to a NAVAID using only the bearing pointer, turning as 

necessary to keep the head of the pointer under the upper lubber line. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-4 15 JAN 09 

We can now add the component that turns our simple bearing pointer into an 

RMI; the magnetic compass card. With the addition of magnetic heading 

information, it will be possible to determine our general position on an approach 

plate relative to a selected NAVAID. The best way to explain this process is to 

practice it. Assume that we are flying a radar vector of 360°, (that's "0" on the 

RMI card). Looking at the RMI, you see the following indication on the flight 

instruments (Figure 4-4). 

Figure 4-4. RMI/DME.

Remember that the pivot of the bearing pointer represents the station (TACAN), 

the tail is the aircraft and the head is the direction you would have to fly to go 

TO the station. 

The tail of the TACAN bearing pointer is on 270. Therefore, your position is on 

the 270 Radial, due West of the TACAN. Adding DME to the picture, we find 

that the aircraft is 10 miles away from the station on the 270 radial. 

Looking at the RMI Compass Card, we see that the aircraft is on a heading of 

360 (due North). With that in mind, look at your approach plate plan view and 

visualize the aircraft heading North (360), to the top of the page (Fig. 4-5). 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-5 15 JAN 09 

If we mentally superimpose the RMI over the plan view of the approach plate it 

would look something like this: 

Figure 4-5. RMI View

As the aircraft moves on its northbound heading, the tail of the bearing pointer 

will follow its movement and the bearing pointer itself will pivot accordingly (i.e. 

the aircraft "drags" the tail of bearing pointer as it flies). 

30 

240 

180

0 

60

90 

120 

300 

330 

270 

210 

150
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-6 15 JAN 09 

4.3 Radial vs. Course

A radial is a magnetic bearing extending from a VOR/VORTAC/TACAN 

navigation facility. From a previous block of instruction we used the RMI 

bearing pointer pivot as the station or navigation facility, when determining a 

general position relative to a selected NAVAID. The compass card portion of 

the RMI is a representation of these radials, or magnetic bearing, from the 

NAVAID. Since we used the tail of the RMI bearing pointer to determine our 

position in relation to the NAVAID, we can say that the tail of the bearing 

pointer tells us which radial the aircraft is on (Figure 4-6). 

Figure 4-6. Radial vs. Course 

When selecting a desired course to be flown, the pilot must first determine if the 

course will take the airplane TO or FROM the selected NAVAID (Fig. 4-6). 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-7 15 JAN 09 

If the direction of flight (heading) is to be away FROM the station, the NAVAID 

radial will be the same value as the NAVAID course. In the example in Fig. 4-7, 

the aircraft is heading 0 degrees, due North. The tail of the bearing pointer is 

also on 0, the aircraft heading. The head of the bearing pointer is on 180 on 

the RMI compass card. 

Therefore, the aircraft is flying away from the station. 

Figure 4-7. Direction of Flight-Away from Navigation Facility

Since the tail of the bearing pointer and the magnetic heading are on the 

identical mark, the aircraft's course is the same as the radial (0). 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-8 15 JAN 09 

In this second example (Fig. 4-8), the aircraft is heading 0, due north. Now, the 

head of the bearing pointer is also on 0 on the RMI compass card. The tail of 

the bearing pointer is on 180. 

Therefore, the aircraft is flying to the station. 

Figure 4-8. Direction of Flight-Toward Navigation Facility 

When an aircraft is heading to the station, its inbound course is said to be the 

reciprocal of the radial it's on. In our example, although we are on the 180 

radial, the inbound course to the station is 0 (reciprocal of the 180° radial). 

Adding or subtracting 180 from the radial that the aircraft is inbound on will 

result in the aircraft's course (i.e. 090 rad = 270 crs, 330 rad = 150 crs). 

Through the proper interpretation of radials and inbound and outbound courses, 

you can keep yourself situationally aware in relation to an approach procedure.
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-9 15 JAN 09 

SEGMENT 4 EXERCISE

Using the approach plate in Figure 4-9 and the instrument indications in Figure 4-10, 

answer the following questions pertaining to the aircraft position in relation to the 

navigational facility. 

1. The aircraft is currently on a magnetic heading of _____________. 

 A. 140° 

 B. 318° 

 C. 138° 

 D. 340° 

2. Which aircraft symbol indicates current position? 

 A. 

 B. 

 C. 

 D. 

3. Assuming the aircraft maintains its current magnetic heading, it will be flying 

______________ the station. 

 A. TO 

 B. FROM 

4. Aircraft D is flying on the _____________ radial off of the TACAN (RIV). 

 A. 138°

 B. 318°

 C. 160°

 D. 340°

5. In this situation, aircraft C is positioned on the ___________ course 

__________________. 

 A. 318° / inbound 

 B. 138° / outbound 

 C. 318° / outbound 

 D. 138° / inbound 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-10 15 JAN 09 

Figure 4-9. Direction of flight to Navigation Facility

Figure 4-10. RMI Readout to Navigation Facility 

B A 

D 

C 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-11 15 JAN 09 

SEGMENT 4 ANSWER KEY

1. B 

2. C 

3. A 

4. A 

5. A 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 2

W853-04 4-12 15 JAN 09 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-1 01 JUL 13

5.0 DEPARTURE AND TERMINAL ARRIVAL

5.1 DEPARTURE 

5.1.1 Standard Instrument Departure (SID) Procedures 

If the climbout procedure to be used is a Standard Instrument Departure (SID), 

the routing will be depicted on a plate very similar to an Instrument Approach 

Procedure plan view. A text of the departure route description is also published 

on the plate. Refer to the departure plate, Figure 5-2. 

Assuming a takeoff from runway 32, the routing involves an initial turn to track 

155°, which puts the aircraft on an intercept heading to the 130° radial (130° 

course) FROM the Paradise VORTAC. At 41 DME from the Paradise 

VORTAC, on the 130° radial, the aircraft will be at the SKYES intersection. 

Usually, clearance for a SID will also include TRANSITION routing. The 

depicted departure has three published transitions; Thermal, Oceanside, and 

Julian. If, for instance, the pilot was cleared for the depicted departure, 

THERMAL TRANSITION, the departure routing would include a left turn off the 

130° course from Paradise to intercept the 057° course, (R-237), to Thermal 

VORTAC. 

Once you have found your SID, compare it with the approach chart and 

departure procedures for your airfield. There may be obstructions on the 

approach plate that may not be so apparent on the SID and vice-versa. 

On US Government charts, the symbol of a white “T” on a black inverted 

triangle, or the “Trouble T,” meaning trouble for departing aircraft. The use of 

the “Trouble T” means you need to consult the separate listing in the front of 

the approach plate titled, “IFR Takeoff Minimums and (Obstacle) Departure 

Procedures.”

Obstacle limiting minimum climb gradients is usually identified by an asterisk 

symbol and ATC climb rates are usually indicated by a dagger symbol (Figure 

5-1). 

 

 ...... 

 

Figure 5-1. Minimum Climb Rates 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-2 01 JUL 13

Figure 5-2. Departure
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-3 01 JUL 13

5.1.2 SPECIAL DEPARTURE PROCEDURE (SDP) 

 The Air Force Flight Standards Agency (AFFSA) has contracted with Jeppesen 

to provide safe engine out departure procedures for bases used by the KC-10 to 

provide the maximum takeoff weight possible and miss any obstacles should an 

engine fail during takeoff. Special Departure Procedure information is found at 

“http://www.jeppesen.com/wlcs/index.jsp” on the Internet. 

 

Jeppesen analyzes terrain and obstacle data against aircraft specific 

performance data to determine the best engine out departure and takeoff weight 

for each runway at a given location. The user name for the website is “usafsdp” 

and the password is “aircrews”, all in lower case. User name and passwords 

change periodically; please contact your wing DOV for current information. Once 

logged into the website, click on OPS DATA, which will take you to the SORT and 

aircraft selection menus. Select KC-10 and Airport Name. The next screen will 

allow you to choose an airport. 

A User Guide that can be viewed or downloaded is also available below the Ops 

Data menu. Only bases that have approved procedures are listed on the 

Jeppesen website. This website should be checked during mission planning. If 

an approved procedure is available, it must be briefed and used if an engine 

failure occurs on takeoff. TOLD and/or SDP departure plate information can be 

found on the website, and has been approved by the Air Force for TOLD 

computations. The SDP departure plates and Special Engine Out Procedure 

Plates are not ATC clearances and if used, coordination with ATC is mandatory. 

 Figure 5-3 is an example of the TOLD sheet information on the website and 

Figures 5-4 and 5-5 are examples of departure plate information. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-4 01 JUL 13

 Figure 5-3. Special Departure Procedure TOLD Sheet 

FOR TRAINING USE ONLY 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-5 01 JUL 13

Figure 5-4. Special Departure Procedure Plate 

FOR TRAINING USE ONLY 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-6 01 JUL 13

Figure 5-5. Special Engine Failure Procedure 

FOR TRAINING USE ONLY 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-7 01 JUL 13

5.2 TERMINAL ARRIVALS 

5.2.1 Feeder Facilities/Published Routings 

On approach plates, routings are provided from enroute or feeder facilities on 

the enroute structure to the IAF but may take the aircraft to a point other than 

the IAF if operational circumstances require. The fix or point is sometimes 

identified by the radial and distance from a specified NAVAID. In the case of 

feeder facilities, the point-to-point has been computed for the pilot so that by 

simply proceeding along the depicted radial (course FROM the NAVAID), for 

the depicted distance, the aircraft will arrive over the desired fix or point. 

From the previous block of discussion, we learned to determine a position from 

the RMI and DME presentations. When the aircraft is established on a feeder 

course, you can use the RMI and DME to monitor the aircraft position as it 

proceeds to the desired fix. Remember that the tail of the bearing pointer is the 

aircraft position FROM the NAVAID. When you read the number under the tail 

of the bearing pointer, you are reading the present radial from the facility. 

When the aircraft is established on course outbound from the station, this radial 

should be nearly the same as the aircraft heading (Figure 5-6). 

FEEDER FACILITY 

Figure 5-6. Terminal Arrivals
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-8 01 JUL 13

5.2.2 Standard Terminal Arrival (STAR)

A Standard Terminal Arrival (STAR) provides transition from the enroute 

structure to an outer fix, initial approach fix, or arrival waypoint in the terminal 

area. A STAR will normally have a common reference point from which the 

arrival procedure originates. Figure 5-7 shows Squaw Valley as the common 

reference point. 

STARs may have mandatory speeds and/or altitudes published. Some STARs 

have planning information depicted inform pilots what clearances or restrictions 

to “expect”. Expected altitudes/speeds are not considered STAR restrictions 

until verbally issued by ATC. They are published for planning purposes and 

should not be used in the event of lost communications unless ATC has 

specifically advised the pilot to expect these altitudes/speeds as part of a 

further clearance. 

Figure 5-7. Arrival 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-05 5-9 01 JUL 13

SEGMENT 5 EXERCISE

Use the departure in Figure 5-8 to answer the following questions pertaining to a 

Standard Instrument Departure. 

1. The departure for Runway 32 requires a left turn upon crossing the 

A. Paradise VORTAC Radial 075/RIV 1 DME. 

B. Paradise VORTAC Radial 113. 

C. Paradise VORTAC Radial 130/RIV 5 DME. 

D. Paradise VORTAC Radial 130/RIV 25 DME. 

2. Once the left turn is completed you must cross the same radial southbound at an 

altitude at or below ______________ feet. 

 A. 3000' 

 B. 4000' 

 C. 5000' 

 D. 12,000' 

3. When crossing the Paradise Radial 130/25, you should be at or above 

A. 3000'. 

B. 4000'. 

C. 6000'. 

D. 12,000'. 

4. Passing the SKYES Intersection, what is the mag course for the Thermal 

transition? 

A. 057 

B. 130 

C. 021 

D. 075 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-05 5-10 01 JUL 13 

Figure 5-8. March Departure
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4

W853-05 5-11 01 JUL 13

Use Figure 5-9 to answer the following questions. 

5. Approaching Travis AFB from the Williams VORTAC, what is the outbound radial 

from the feeder facility? 

A. R-031 

B. R-158 

C. R-240 

D. R-321 

6. What is the minimum altitude outbound from the Scaggs Island VORTAC to the 

Travis IAF? 

 A. 5,000' 

 B. 4,000' 

 C. 3,000' 

 D. 2,000' 

7. What is the distance from the Skaggs Island VORTAC to the Travis IAF? 

A. 8 NM 

B. 26.1 NM 

C. 32 NM 

D. 44.5 NM 

8. What is the radial outbound from the Skaggs Island VORTAC to the Travis IAF? 

A. R-321 

B. R-211 

C. R-030 

D. R-021 

9. Altitudes associated with the Standard Terminal Arrival (STAR) depicted in 

Figure 5-4 are considered 

A. Minimum altitudes. 

B. Maximum altitudes. 

C. Mandatory altitudes. 

D. Recommended altitudes. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4

W853-05 5-12 01 JUL 13

Figure 5-9. ILS or LOC Y 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4

W853-05 5-13 01 JUL 13

SEGMENT 5 ANSWER KEY

1. A. (Paradise VORTAC Radial 075/RIV 1 DME) 

2. B. (4,000') 

3. C. (6,000') 

4. A. (057) 

5. B. (R-158) 

6. A. (5,000') 

7. B. (26.1 NM) 

8. C. (030°)

9. A. (Minimum altitudes) 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4

W853-05 5-14 01 JUL 13

THIS PAGE INTENTIONALLY LEFT BLANK
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-1 01 JUL 13 

6.0 INSTRUMENT APPROACHES 

The pilot briefing information format consists of three horizontal rows of boxed 

procedure-specific information along the top edge of the chart (Figure 6-1). 

Altitudes, frequency, course and elevation values (except HATs and HAAs) are 

charted in bold type. The top row contains the primary procedure navigation, 

final approach course, landing distance available, touchdown zone, and airport 

elevations. The middle row contains procedure notes and limitations, icons 

indicating if nonstandard alternate and/or take-off minimums apply, approach 

lighting Symbology, and the full text description of the missed approach 

procedure. The bottom row contains air to ground communication facilities and 

frequencies in the order in which they are used during an approach. 

Figure 6-1. Format 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-2 01 JUL 13 

Missed Approach Icons: In addition to the full text description of the missed 

approach procedure in the notes section of the middle-briefing strip, the initial (up 

to four) steps are also charted as boxed icons in the chart profile view. These 

icons provide simple-to-interpret instructions, such as direction of initial turn, next 

heading and/or course, next attitude, etc. 

Figure 6-2. ICONS

Radar Navigation Instrument Approach Procedure (RNAV) is approach 

procedures flown with navigation aids, and minimum involvement/vectoring from 

approach control. RNAV charts will now incorporate all types of approaches 

using Area Navigation systems; both ground and satellite based. New RNAV 

approach charts will be in the new IAP format explained above. The standard 

format for RNAV minima (and landing minima) is as shown in figure 6-3. RNAV 

minima are dependant on navigational equipment capability, as stated in the 

applicable AFM or AFMS. 

 

Figure 6-3. RNAV Minima
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-3 01 JUL 13 

Approaching the destination, the pilot will choose an appropriate instrument 

approach for the letdown and landing. 

A Radar Approach descent consists of radar monitoring and vectors to a final 

landing. 

Radar vectors to final consists of an approach controller providing headings to a 

point where the aircraft is expected to continue on its own guidance and 

instruments to a final landing. 

With the appropriate navigation equipment, the pilot can complete an entire 

approach as published in the approach plate booklet without radar monitoring or 

vectors. There are some exceptions to this, such as when the approach 

procedure states RADAR REQUIRED in the plan view. 

Figure 6-4. Instrument Approaches
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-4 01 JUL 13 

Approach plates are contained in two separate booklets; High Altitude and Low 

Altitude. 

High Altitude books are distinguishable by the black and white hash marks on 

the booklet's cover, back, and spine, covering a region (i.e. Southwest, East). 

High altitude books also contain the military SIDS for each area. 

Figure 6-5. High Altitude Approach Plates
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-5 01 JUL 13 

Low Altitude books cover groupings of states within the Continental United 

States (CONUS), and can also include airfield SIDS. 

Figure 6-6. Low Altitude Approach Plates 

Contained within approach booklets are the different types of procedures to get 

an aircraft to the landing runway. What follows is a very basic list and 

description of the various types of instrument approaches contained in their 

respective booklets. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-6 01 JUL 13 

6.1 High Penetrations, contained within the High Altitude book, enables an aircraft 

to transition from the high altitude structure to a position on and aligned with an 

inbound course to the Final Approach Fix (FAF). These approaches can 

employ radials, arcs, courses, turns, fly-off restrictions, etc. 

Figure 6-7. High Penetration
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-7 01 JUL 13 

6.2 Procedure Turn: Depicted in the plan view with a barb 

that indicates the maneuvering side of the final approach course. 

Figure 6-8. Procedure Turn

PROCEDURE 

TURN
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-8 01 JUL 13 

6.3 Holding Pattern (In Lieu of Procedure Turn): Depicted with a normal holding 

pattern track in the plan view; descent is usually accomplished in the specified 

holding track. 

Figure 6-9. Holding Pattern

HOLDING 

PATTERN
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-9 01 JUL 13 

6.4 Procedure Tracks: Similar to the penetration, procedure tracks may use any 

combination of arc, radials, etc. to align the aircraft with final approach. 

Procedure tracks are shown as a heavy line with directional arrows 

Figure 6-10. Procedure Track

PROCEDURE 

TRACK
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-10 01 JUL 13 

SEGMENT 6 EXERCISE

Select the letter that matches the instrument approaches in figures 6-11 and 6-12 with 

their proper category/name below. 

1. Procedure Turn ________ 

2. Holding Pattern (In Lieu of Procedure Turn) ________ 

3. Procedure Track ________ 

4. High Penetration ________ 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-11 01 JUL 13 

A. 

B. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-12 01 JUL 13 

C. 

D. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-13 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-06 6-14 01 JUL 13 

SEGMENT 6 ANSWER KEY

1. C (Procedure Turn) 

2. D (Holding Pattern - In Lieu of Procedure Turn) 

3. B (Procedure Track) 

4. A (High Penetration) 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-1 01 JUL 13 

7.0 IAF TO FINAL APPROACH FIX 

7.1 Initial Approach Fix (IAF)

Before the pilot can safely descend below specified altitudes, the aircraft must 

have clearance and/or be established on a published segment of the approach. 

The approach must obviously begin at some point and continue to either a 

successful landing or a missed approach. One possible exception to this is 

when the pilot has been given vectors and clearance to intercept the final 

approach course and proceed with the approach. When the controller has 

issued a clearance to fly the full approach, the pilot must maneuver the aircraft 

to begin the letdown from a designated starting point or IAF. The IAF will 

always be depicted on the plan view, such as EEGEL IAF in Figure 7-1. IAFs 

are not always a NAVAID. IAFs are most often a named point defined as a 

radial and DME. There may be more than one IAF available for an approach 

as shown previously in Figure 6-4. 

Figure 7-1. Initial Approach Fix

From this point on, the pilot is guaranteed adequate terrain and obstruction 

clearance as long as the aircraft is maneuvered on the depicted track and 

maintains depicted altitude restrictions. 

INITIAL 

APPROACH FIX
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-2 01 JUL 13 

7.2 DESCENT PROCEDURES 

The pilot will brief the approach, including the altitude at which the aircraft will 

depart the IAF and, as appropriate, restrictions to the descent as the aircraft 

proceed to the FAF. The entire crew should be particularly interested in these 

altitude restrictions because as the aircraft descends along the approach 

corridor, we will be going below the ESAs and MSAs for the area. Failure to 

observe and comply with altitude restrictions could have serious consequences. 

As you look at a variety of approaches you will note four different types of 

altitudes depicted. Looking at the legend in the front of the booklet, we see that 

the definitions for these altitude depictions are as follows: 

 

 

 Figure 7-2. Altitudes 

 You may not recognize any of these altitude definitions from your pilot's briefing. 

 This is because few pilots will use the terminology used in the legend. More 

 commonly you will hear terms like, "step down", "no lower than 2300 feet”, "no 

 higher than 4800 feet", and "hard altitude of 5500 feet".

The ideal situation for any instrument approach is to arrive at a position perfectly 

aligned with the final approach course with sufficient distance to the FAF for 

establishing proper configuration and stable speed. In today's radar controlled 

environment this apparently idyllic situation is actually the norm. Why, then, do 

we need these intricate and confusing procedures for accomplishing an 

instrument letdown? The obvious reason is, for that time when radar service is 

not available or practical. The wide variety of letdown procedures all has points 

in common. They allow for safe descent from cruise altitude to approach altitude 

and they provide information about the airport environment to assist the pilot in 

transitioning from instrument to visual conditions. They also provide instructions 

for returning to safe flying conditions if a landing cannot be made (missed 

approach). This portion of our course will specifically address the phase of the 

approach that begins at the IAF and ends at glideslope intercept, or at the FAF. 

ALTITUDES

5500 2300 4800 2200

Mandatory

Altitude

Minimum

Altitude

Maximum

Altitude

Recommended

Altitude
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-3 01 JUL 13 

Since an instrument approach considers three dimensions, we must also be 

aware of any specific altitude requirements associated with an IAF. Generally, 

the altitude at the IAF will be a minimum altitude. Occasionally you will see an 

approach with a maximum or mandatory altitude at the IAF. In any event, the 

pilot bears responsibility for adhering to any altitude restrictions and 

determining the suitability of an altitude for the approach to be flown. Refer to 

Figure 7-3, the TACAN approach below. Note that the CELLA IAF has an 

associated altitude of 3000. This, of course, means that the aircraft must be at 

or above 3,000 MSL before proceeding past CELLA IAF on the approach. 

Once overhead CELLA, the aircraft can continue its descent to the next altitude 

restriction of 2500 until ANVUL, then 1800 to JODDY (which is 6.6 DME from 

the TACAN). 

Figure 7-3. IAF Minimums
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-4 01 JUL 13 

SEGMENT 7 EXERCISE

Use the approach plate in figure 7-4 to answer the following questions: 

1. The published altitude at the IAF (LENNI) for this approach is a: 

 A. Maximum altitude 

 B. Mandatory altitude 

 C. Minimum altitude 

2. The published altitude at the CAGVA 12 DME arc is a: 

 A. Maximum altitude 

 B. Mandatory altitude 

 C. Minimum altitude 

3. The published altitude at the Final Approach Fix (FINUX) is a: 

 A. Maximum altitude 

 B. Mandatory altitude 

 C. Minimum altitude 
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-5 01 JUL 13 

Figure 7-4. Luke AFB Approach
KC-10 Aircrew Training System 

Terminal Instrument Procedures 

CH 4

W853-07 7-6 01 JUL 13 

SEGMENT 7 ANSWER KEY

1. C 

2. B 

3. B 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-1 01 JUL 13 

8.0 FINAL APPROACH 

8.1 Types of Final Approach Guidance. There are numerous different types of final 

approach guidance that can be categorized in a number of different ways.

8.1.1 Non-radar Approaches. These are approaches that do not require radar 

vectoring or radar services on final approach. Non-radar approaches can be 

further subdivided among those that provide electronic glide path guidance and 

those that do not provide electronic glide path guidance.

8.1.2 Radar Approaches. These are approaches that require radar vectoring on final 

approach. There are two types PAR and ASR.

8.1.3 Procedures with a Visual Component. Sometimes it is not possible to 

construct an instrument procedure that meets all requirements. Incorporating a 

visual component into an instrument procedure is an acceptable alternative. 

There are four types of approaches that fall into this category: visual approach, 

contact approach, IAP with a visual segment, and a charted visual flight 

procedure.

8.1.4 Other Specialized Procedures. These are specialized subsets of particular 

approach types listed above. There are four approaches that fall into this 

category: converging approaches, ILS/PRM, SOIA, and TLS. All require 

specialized training and crew qualifications except converging approaches.
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-2 01 JUL 13 

8.2 Precision and Non-Precision Approaches 

When discussing Instrument Procedures on final approach, it is important to 

distinguish between a Precision and Non-Precision Approach. 

8.2.1 Precision Approach (ILS, MLS, PAR) — Provides alignment with runway 

centerline as well as precise vertical guidance. Precision Approaches are 

associated with Glide Slope Intercept (GSI) and Decision Height (DH). 

Figure 8-1. Precision Approach

8.2.2 Non-Precision (LOC, TAC, ASR, etc.) — Provides alignment with runway 

centerline only; no vertical guidance provided. Non-Precision Approaches are 

associated with the FAF, VDP, MDA, and MAP. 

Figure 8-2. Non-Precision Approach 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-3 01 JUL 13 

8.2.2.1Visual Descent Point (VDP). The VDP is a defined point on the final approach 

course of a non-precision straight-in approach procedure from which a normal 

descent (approximately 3°) from the MDA to the runway touchdown point may be 

commenced, provided visual reference with the runway environment is 

established. The VDP is normally identified by DME and is computed for the nonprecision approach with the lowest MDA on the IAP. A 75 MHz marker may be 

used on those procedures where DME cannot be implemented. VDPs are not a 

mandatory part of the procedure, but are intended to provide additional guidance 

where they are implemented. A visual approach slope indicator (VASI) lighting 

system is normally available at locations where VDPs are established. Where 

VASI is installed, the VDP and VASI glide paths are normally coincident. If VASI 

is not installed, the descent is computed from the MDA to the runway threshold. 

On multi-facility approaches, the depicted VDP will be for the lowest MDA 

published. Therefore, on an approach with a higher MDA, the published VDP will 

not be correct and must be computed by the pilot. No special technique is 

required to fly a procedure with a VDP; however, to be assured of the proper 

obstacle clearance, the pilot should not descend below the MDA before reaching 

the VDP and acquiring the necessary visual reference with the runway 

environment. The VDP is identified on the profile view of the approach chart by 

the symbol “V” (Figure 8-3). 

Figure 8-3. Visual Descent Point 

VISUAL 

DESCENT 

POINT 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-4 01 JUL 13 

8.2.2.2 Circling Approaches. General Procedures. Circling to land is a visual flight 

maneuver. When the instrument approach is completed, it is used to align the 

aircraft with the landing runway. Each landing situation is different because of 

the variables of ceiling visibility, wind direction and velocity, obstructions, final 

approach course alignment, aircraft performance, cockpit visibility, and 

controller instructions. The circling MDA and weather minima to be used are 

those for the runway to which the instrument approach is flown (this is not 

always the landing runway). The circling minima listed on IAPs apply to 

nonradar nonprecision approaches (LOC, VOR, TACAN, etc.). Circling 

procedures and techniques are not compatible with precision approach criteria, 

and under normal circumstances, should not be attempted. Since the MAP 

associated with the precision approach is determined by the pilot in terms of a 

DH and not a specific point along the final approach course, it becomes difficult 

to ascertain when to discontinue the approach if visual conditions are not 

encountered. Therefore, pilots should not plan to circle from a precision 

approach.

Figure 8-4. Circling Approach.
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-5 01 JUL 13 

8.3 Missed Approach 

The final discussion concerns identifying the Missed Approach Point (MAP) and 

accomplishing the procedure. 

The MAP is the final point on an instrument procedure where the decision is 

made to either land or go-around. It is defined as the DH for a precision 

approach or the published MAP for a non-precision approach. 

To accurately determine the MAP for a non-precision approach, compare the 

distance from the FAF to the MAP adjacent to the timing block. The timing 

block is dependent upon the aircraft's approach ground speed from the FAF to 

the MAP. Although the missed approach procedure is depicted in both the 

profile and plan views, do not rely solely on the graphical representation. 

Compare the timing, DME, and distances depicted to accurately determine the 

MAP. Accomplish the published missed approach procedure from the MAP, 

not before or after. Obstacle clearance is based on beginning the maneuver 

directly at the missed approach point. 

 TIMING (FAF to MAP)

Figure 8-5. Missed Approach.

Missed Approach Point 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-6 01 JUL 13 

This workbook contains only a small portion of the complex subject of Terminal 

Instrument Procedures and operations. For a more in-depth review, there are a 

number of sources available. These include Air Force Manual 11-217, Volume 1, 

and the squadron Annual Instrument Refresher Course (AIRC) instructors. You 

could even attend an AIRC course if you are so motivated. 

In conclusion, remember that you are flying together as a crew. Your situational 

awareness and general knowledge of instrument procedures will do you no good 

if you are hesitant to apply them when the situation dictates.

Be Aware, Speak Up, and Fly Safe. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-7 01 JUL 13 

SEGMENT 8 EXERCISE

1. The major difference between a precision and Non-Precision approach is 

A. horizontal guidance. 

B. distance information. 

C. vertical guidance. 

D. missed approach procedures. 

2. Circling approaches require the aircraft to be at or above which of the following 

during the approach? 

A. ceiling and visibility 

B. ceiling and RVR 

C. visibility only 

D. ceiling only 

3. The final point during an instrument approach where a decision must be made to 

land or go around is defined as _________________ for a precision approach 

and the published ______________ for a non-precision approach. 

A. DH/MAP 

B. DH/VDP 

C. MDA/DH 

D. MDA/VDP 

4. The Missed Approach timing block is based on the aircraft's ________________ 

from the FAF to the MAP. 

A. Approach Indicated Airspeed 

B. Approach True Airspeed 

C. Approach Ground Speed 

D. Published MAP Timing 

 

5. To assure obstacle clearance, the missed approach procedure should be 

accomplished: 

A. before reaching the MAP. 

B. after passing the MAP. 

C. at the MAP. 

D. at the pilot's discretion. 
KC-10 Aircrew Training System 

Terminal Instrument Procedures

CH 4 

W853-08 8-8 01 JUL 13 

SEGMENT 8 ANSWER KEY

1. C (vertical guidance) 

2. A (ceiling and visibility) 

3. A (DH/MAP) 

4. C (Approach Ground Speed) 

5. C (at the MAP)