I have a question about the following chart: http://www.nats-uk.ead-it.com/aip/current/...EGNV_8-1_en.pdfThe chart seems to be directing you straight onto the approach, however the IAF is beyond the runway. Is the IAF only applicable if you go around? What's going on?!Thanks.

I'm not familiar with UK charts but from the looks of it, if doing the full procedure, you would fly direct to the NDB, then outbound on the 243 bearing, do a procedure turn or course reversal back to intercept the Ry 05 localizerThe "TD" NDB also appears to be the missed approach fix....hence the holding pattern at the ndb

I'm not familiar with UK charts but from the looks of it, if doing the full procedure, you would fly direct to the NDB, then outbound on the 243 bearing, do a procedure turn or course reversal back to intercept the Ry 05 localizerThe "TD" NDB also appears to be the missed approach fix....hence the holding pattern at the ndb

Just to add a bit to the good answer above. The CAT A, B, C, D refers to the approach speed at max landing weight. Put simply, a King Air etc would use say, CAT A whereas a 747 or 777 uses CAT D. So you select the outbound track for your aircraft type, and leave the NDB at 2500' descending to 1700' and 6.5 DME. At this point, you commence a left turn to intercept the ILS track and maintaining 1700' until inbound at 6.5 DME. This is the point you capture the glideslope and descend to the minimum. What minimum? Well, yet again we see the four categories; so you use the one for your aircraft. On a 777 you descend to 810' on the altimeter (which is 690' above terrain at that point), and if not visual at that point, execute a missed approach climbing to 2500' to the NDB and enter the holding pattern. Hope this works. Phil

Interesting about the procedure turn part and acft categories

Just to add a bit to the good answer above. The CAT A, B, C, D refers to the approach speed at max landing weight. Put simply, a King Air etc would use say, CAT A whereas a 747 or 777 uses CAT D. So you select the outbound track for your aircraft type, and leave the NDB at 2500' descending to 1700' and 6.5 DME. At this point, you commence a left turn to intercept the ILS track and maintaining 1700' until inbound at 6.5 DME. This is the point you capture the glideslope and descend to the minimum. What minimum? Well, yet again we see the four categories; so you use the one for your aircraft. On a 777 you descend to 810' on the altimeter (which is 690' above terrain at that point), and if not visual at that point, execute a missed approach climbing to 2500' to the NDB and enter the holding pattern. Hope this works. Phil

I knew about that bit already, it's just getting there in the first place. Would I fly straight onto the ILS approach, or fly 050 inbound to the NDB, do a procedure turn to come back BEFORE carrying out the teardrop approach?

Most of the direct routings feed you straight towards the localizer as you have stated.The routing from the TD is drawn to give ATC a number of options,for instance if they were busy they could hold you at the TD and then you would start the approach from there,or if you went around off the approach you would start another approach from the TD as it is the holding facility for the go-around.In real life this airport never gets that busy and it is normally radar vectors towards the localizer.If their radar was on maintenance you would possibly be asked to complete the procedure but again the feeder routes give a better traffic flow than routing to the overhead.

I knew about that bit already, it's just getting there in the first place. Would I fly straight onto the ILS approach, or fly 050 inbound to the NDB, do a procedure turn to come back BEFORE carrying out the teardrop approach?

Note 2 at the bottom of the chart answers your question:2 Direct/arc arrivals only available with ATC clearance.You'd ask ATC for clearance for those approaches. If it's not granted then you'd fly to the NDB at whatever altitude ATC gave you. It would not be less than 2500 ft which is the Lowest Holding Altitude (LHA) for the hold at the NDB and would be higher if there were already aircraft holding ahead of you.You'd normally only get clearance for direct/arc approaches if there were no aircraft making other approaches.

Another consideration is: if you were being vectored or intending to receive vectors to the final approach course, but lost communications with ATC, you would fly to the IAF (TD) and execute the apporach plate procedure at the expected approach clearance (EAC) time. If you arrived at TD before the EAC, you would enter holding, then depart TD at the EAC and complete the approach.Happy flying,GW

Also that type of approach (base turn) seems very common in Europe but for whatever reason FAA doesn't use it much in the US.scott s..