FAA has prescribed straight-in landing mini-mums to the “other” runway which doesnot have the localizer installation. This wasdone so that the circle-to-land minimumsdo not have to apply to the “other” runway.The sidestep minimums are authorizedwhen the centerlines of the parallel runwaysare no more than 1,200 feet apart. Whenthe sidestep maneuver is authorized for thenon-ILS runway, a separate straight-in land-ing minimum column will be included in theminimums box. For example, the ILSRunway 28L approach to San Francisco hasa minimums column titled “SIDESTEPLANDING RWY 28R.”The straight-in landing minimums for thelocalizer-equipped runway are for Runway28L, shown on the left side of the mini-mums box. The sidestep straight-in landingminimums for Runway 28R are shown to theright. Since the glide slope cannot be usedall the way to runway 28R, the landing min-imums are expressed as a minimum descentaltitude rather than a DA(H).

The MDA of 460 feet forRunway 28R is 250 feetgreater than the DA(H) for28L, but is significantlybetter than the circle-to-land minimums of 740,940, 1060, or 1260 feet ifthe sidestep landingmaneuver was not listedas a separate set of mini-mums. The visibility mini-mums, however, are high-er for the sidestep runway.When can you break offfrom the localizer to landon Runway 28R? You canstart the sidestep maneu-ver as soon as the runwayenvironment is in sight.What is not obvious bylooking at the stated mini-mums is that most US air-lines have elected to elim-inate circle-to-land opera-tions and the minimumsfor circling in those casesautomatically get raised toat least 1000-3 (VFR) if notlanding on the straight-inlanding runway.

Night MinimumsOccasionally, operations atan airport may be limitedat night. Because runwaylighting is required forapproval of night instru-ment operations, someapproaches are authorizedonly during the day. Insome cases, the mountain-

ous terrain around an airport is so signifi-cant, some night operations may be limitedor not authorized at night. This is true for thelanding minimums at Eagle, Colorado.Notice the note below the circle-to-land min-imums on the Eagle approach chart thatstates that “Circling is not authorized Southof Runway 7-25 at night.” This is because ofthe very high mountains that cannot be seenat night when below the MDA.Where is “South of Runway 7-25” which isthe area not authorized? If you imagine astraight line which extends down the cen-terline of Runway 7-25 and then extendthat line way out beyond both ends of eachrunway, no flight operations can be con-ducted on the south side of that imaginaryline. The TERPs criteria limits night opera-tions because of close-in unlighted obstacles.When is night? FAR 1.1 General Definitionsstate: “Night means the time between theend of evening civil twilight and the begin-ning of morning civil twilight as publishedin the American Air Almanac, converted tolocal time.” The sunset and sunrise tablesare also included in the Jeppesen J-AID.

Missed ApproachesMaking a missed approach is not the mostfun part of a procedure and besides, it neverseems to happen at the right time. But, it iswith us and it can be very important.There are three places on the approachchart where the missed approach informa-tion can be found. The principal missedapproach information in narrative style islocated at the top of the approach chart ofthe new Briefing StripTM format. The missedapproach terminology used in the headinggroup is the same as the words used by thegovernment approach procedure designspecialists when they designed theapproach procedure.The missed approach procedure is graphical-ly depicted in the plan view using a dashedheavy line and the initial portion is depictedwith icons below the profile view. The missedapproach procedure track in the plan view isdepicted similar to an airplane’s missedapproach flight path; but that does not nec-essarily indicate that it is drawn to scale.When a missed approach procedure termi-nates in a holding pattern, the holding pat-tern is depicted in the plan view with a lightweight line whereas a holding pattern

The Chart Clinic – Twenty Sixth in a Series

You are shooting the ILS Rwy 28Lapproach. After you report the markerinbound, the tower advises you to

expect landing on Runway 28 Right. Canyou land on the parallel runway that does-n’t have the straight-in landing minimumsand still not have to use circling minimums?

Sidestep MinimumsAt some airports, where an ILS approach isinstalled on one of two parallel runways, the

BY JAMES E. TERPSTRA

SR. CORPORATE VICE PRESIDENT, JEPPESEN

EAGLE, COLORADO circle-to-land minimums

James E. Terpstra is seniorcorporate vice president, flightinformation technology atJeppesen. His ratings includeATP, single and multi-engine,airplane and instrument flightinstructor. His 6,000+ hoursinclude 3,200 instructing. For comments, please Email:JimTerps@jeppesen.com

than the printed missed approach procedure.In any case, ATC can direct you to do amissed approach procedure other than theone which is specified on the approach chart.This article concludes the discussion of thefront side of Jeppesen Instrument ApproachProcedure Charts. In the next article, the dis-cussion will pertain to the airport chart whichis frequently found on the back side of thefirst approach procedure for an airport.

shown with a thick line is part of the prima-ry procedure.The missed approach procedure for SanFrancisco, California represents a typicalmissed approach from a precision approachprocedure. When arriving at the decisionheight when using the glide slope or whenreaching the non-precision missedapproach point at the runway when notusing the glide slope, if you do not havevisual contact with the runway environmentor are not in a position from which a normallanding can be made, then the missedapproach procedure should be followed.In the profile view at San Francisco, there aretwo different pull-up arrows that are depict-ed. One is shown on the glide slope symbolindicating that the missed approach wouldbe executed before reaching the runwaywhen using the glide slope. If the glide slopeis not used, then the dashed line after pass-ing the FAF shows a level flight segment atthe MDA. The missed approach pull-uparrow for the non-precision approach beginsat the runway threshold at the letter “M”symbol indicating the non-precision MAP.At San Francisco, you should climb to theSFO VOR and then continue to climbstraight ahead to 3,000 feet and fly out-bound on the SFO VOR 280° radial to theOLYMM intersection and then enter theholding pattern.The holding pattern at San Francisco is easyfrom an entry standpoint since it is a directentry. In most other locations, the holdingpattern is established so the inbound leg isaimed back toward the airport so a parallelor tear drop entry is usually the case.At San Francisco, you will not be cleared forthe approach from the holding patternsince it is not located at the final approachfix. If you want to shoot another approach,it will require that you start all over againwith vectors from Bay Approach Control.

Inset for Missed Approach FixesWhen the missed approach holding is so longthat it would not normally fit with the planview that is drawn to scale, we use an inset todepict the missed approach holding fix. As anexample, the OLYMM intersection and theholding pattern for the missed approachwould fall outside the plan view if the missedapproach procedure was drawn to scale. Inorder to graphically depict the holding pat-tern and the formation of the OLYMMIntersection, it is drawn in an inset and not toscale. The small inset is used to make it easierto visualize the missed approach holding pat-tern and the holding fix.On some approach procedures, the words“or as directed” are included to specify thatthe missed approach procedure will be flownunless ATC gives you a different clearance

THE CHOICE OF PROFESSIONALS

CHOOSE JEPPESEN’SIFR SERVICE THAT BEST FITS

YOUR NEEDS.Today’s flight information ischanging at an unbelievablerate. The addition of new GPSapproaches is just one issueadding to the ever-increasingrequirement for current,accurate flight information.Jeppesen's Airway Manualservices have been the choiceof pilots for many years. Now,more than ever, you shouldconsider Jeppesen as yourchoice for flight information.

Not only do we strive to provideyou with the highest qualitycharts and services, we provideyou with a choice of IFRservices that can be tailored toyour flying needs.

Whether it be JeppView, ourterminal charts on CD-ROM, orone of our many paper services,we are sure to have the chartsthat are right for you.

Visit your Jeppesen Dealer orcall us today to find the servicethat best fits your needs.

Eastern Hemisphere: Jeppesen GmbH, FrankfurterStr. 233, 63263 Neu-Isenburg, Germany

Tel: +49 6102 508250 • Fax: +49 6102 508282

Western Hemisphere: Jeppesen, 55 Inverness DriveEast, Englewood, CO 80112, USA

Tel: 1-800-621-5377 / 1-303-784-4274 • Fax: 1-303-784-4153

Visit us on the web: www.jeppesen.com

CHOOSE JEPPESEN’SIFR SERVICE THAT BEST FITS

YOUR NEEDS.

TCL graphics technology copyright© 1999 Marinvent Corporation.

Electronic display device courtesy of Northstar.