final approach fix


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final approach fix (FAF)

final approach fix (FAF)click for a larger image
The fix and/or waypoint located on the final approach course of an instrument approach procedure prior to the point of the glide-path intercept on a precision approach procedure; prior to the final approach fix on a non-precision approach procedure that has a designated final approach fix; prior to any stepdown fixes on a non-precision approach procedure with designated fixes but no final approach fix; or at a point that would permit a normal landing approach on a non-precision approach procedure with no final approach fix or stepdown fixes. It is a fix from which the final IFR (instrument flight rules) approach to an airport is executed and which identifies the beginning of the final approach segment. An FAF is indicated on the charts. A Maltese Cross symbol is used for non-precision approaches, and the lightning bolt symbol is used for precision approaches. When ATC (air traffic control) directs a lower-than-published glideslope or -path-intercept altitude, it is the resultant actual point of the path or path intercept. Also called a centerline fix.
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A couple steps can keep a chart from becoming a problem--highlighting the final approach fix altitude, knowing the meaning of numbers, practicing math, and buying time.
KILLER CHARTS: With some chart formats changing, we examine the risks associated with charts. Most are amazingly accurate, but a few charted goofs could be dangerous
To take one example, if I depart Bellingham (KBLI) under IFR/IMC in these conditions to perform the RNAV (GPS) RWY 11 approach at Burlington Skagit Regional (KBVS), the total distance for the initial, intermediate and final approach segments to the final approach fix is about 19 nm.
IPC scenarios: the FAA's new airman certification standards require applying risk management principles to the instrument proficiency check
FAA Order 7110.65 5-9-1 (a) (2) says, "If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix." (Note: this does not apply for RNAV approaches, since they must be at least three miles from the FAF for WAAS capture.) I'll just say, in plain English, "The vector will have you intercepting final at/very near the final approach fix.
FIXING OUR FOULUPS: When ATC misses their mark; correcting the course may require some quick-thinking and flexibility on both ends of the frequency
Under no circumstances should you attempt to scud-run to the airport by, for example, reporting to ATC you're in VMC at some point outside the final approach fix and canceling IFR, then motoring off down the approach anyway.
Not at night: thanks to a probable new obstruction and depending on the time of day, you may not be able to fly the approach to your destination
The FAA has said we may log an instrument approach if we are in actual or simulated conditions inside the final approach fix. Were you?
"ACTUAL" CONDITIONS
Like the procedure turn itself, the hold usually is based on a final approach fix. As with any other hold, the distance or time specified must be observed.
Course reversals: holds, procedure turns and their siblings all have the same basic purpose: realign the aircraft with the final approach course. Except when they can't
It's all good until a mile from LULOC, the final approach fix. You see some dim lights ahead but not the PAPI you're expecting to make sure you're not drifting too low as you descend to the runway in the dark.
DARK ON THE DETAILS: Flying to familiar airports often means skipping over the fine print on approach procedures--not the best of habits, especially when arriving in the dark
Both even use the same final approach fix and crossing height.
Glideslope gouges: the "rule of three" memory aid can help us plan an ILS or LPV approach, monitor its progress and keep us out of the weeds, all at the same time
(Pop quiz: What's the final approach fix? If you said it's DOUMA--bizzap!--you're wrong.
ILS NUANCES
Right about now, ATC clears us down to 4000 while we are still 20 miles from the final approach fix. That will mean flying level in what may be one of the layers below us, something we have no desire to do.
You want ice with that? in addition to demanding we get through icing layers quickly, winter weather can force us to consider strategies we wouldn't use in summer
It's fine to track the glideslope down from far outside the final approach fix, but you must ensure that you meet all crossing restrictions outside the FAF.
Gone to the dogs
The commonly accepted definition has been something like "the aircraft flies over an initial approach fix (IAF) and departs the final approach fix (FAF) inbound to the airport in actual or simulated IMC and breaks out somewhere before reaching the missed approach point (MAP), decision height (DH) or decision altitude (DA)." It's not all that simple, of course, especially once simulators and view-limiting devices get involved.
Logging approaches: recent FAA guidance clarifies when you can log an approach in IMC for practical tests and proficiency

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