Non-precision approaches are instrument approach procedures that provide lateral guidance but no electronic glide slope. You manage your own descent to the Minimum Descent Altitude (MDA) and must visually identify the runway environment before descending further. This lesson covers the theory, procedures, and practical execution of VOR, NDB, and LOC approaches.
This is where your holding pattern skills from Lesson 3 get put to work — many non-precision approaches use a hold-in-lieu-of-procedure-turn for course reversal.
Lesson Objectives
Understand the structure of non-precision approaches: initial, intermediate, final, and missed approach segments
Execute VOR, NDB, and LOC approaches in the simulator
Apply the Dive & Drive descent method to reach MDA efficiently
Understand circling approach requirements and protected areas
Execute missed approach procedures correctly
Continue refining holding patterns with timing and wind correction
Background Briefing Topics
Non-precision approach definition — no glide slope, MDA not DA
Review: Approach briefing format — practice briefing a non-precision approach aloud
study time
Instructor Notes
Pacing
25 min briefing, 80 min sim, 15 min debrief
Common Errors
Descending below MDA before visual. Not timing from FAF on LOC-only approaches. Forgetting to start missed approach at MAP.
Teaching Strategy
Brief every approach plate fully before flying it. Emphasize the "dive and drive" vs stabilized descent debate. Make them verbalize the missed approach point trigger before starting the approach.
A standard instrument approach procedure in which no electronic glide slope is provided. Examples include VOR, TACAN, NDB, LOC, ASR, LDA, SDF, LP, LNAV, and stand-alone GPS approaches. Descent minimums are expressed as Minimum Descent Altitude (MDA) — the lowest altitude to which descent is authorized on final approach or during circle-to-land maneuvering when no glide slope is provided. Minimums for approach are predicated on VISIBILITY, NOT CEILING.
LOC Approach
A LOC approach is essentially an ILS without glideslope — a non-precision approach (AIM 1-1-9, 1-1-10, FAA-H-8083-15, FAA-H-8083-16).
When the glideslope fails, the ILS reverts to a non-precision localizer approach. ATC will clear pilots for the approach as it is named on the chart (i.e., localizer only approach).
Start time at the Final Approach Fix (Maltese Cross) inbound to determine the missed approach point.
After passing the FAF, descend as quickly as possible (i.e., DIVE & DRIVE) to reach MDA well before the missed approach point.
Aircraft Approach Categories
Approach categories are based on VREF (if specified) or 1.3 times VSO at maximum landing weight. If maneuvering at a higher airspeed, you should use the category for the airspeed you are using — the higher turning radii may take you beyond the obstruction clearance area (14 CFR 97.3, AIM 5-4-7, FAA-H-8083-15, FAA-H-8083-16).
Approach Categories
Category
A
B
C
D
E
Speed (kts)
0–90
91–120
121–140
141–165
Above 165
CDI Full-Scale Deflection
Understanding CDI sensitivity is critical for approach accuracy (FAA-H-8083-15, FAA-H-8083-16):
Navigation Source
Full-Scale Deflection
Localizer
2.5° from centerline
VOR
10° to 12° from centerline
NDB (PTS standard)
±10°
The localizer is approximately 4 times more sensitive than a VOR. Small heading corrections are essential on a localizer approach.
Straight-In Approach
The final approach segment is begun without having first executed a procedure turn (5-4-5 thru 5-4-9, 5-4-20, 5-4-26, FAA-H-8083-15, FAA-H-8083-16, AC 150/5300-13). Requirements for straight-in minimums to be published:
The final approach course must be within 30° of the landing runway
The descent gradient must not exceed 400 ft/NM (3.77°) from the FAF to the runway
Exceeding either qualifies only for circling minimums. Straight-in minimums require at least non-precision runway markings. If a runway has only basic visual markings, it will normally be assigned circling minimums.
Circling Approach
An approach is considered a circling approach if it requires a turn of more than 30° from the final approach course for a ground-based approach, or 15° for an RNAV approach. A LETTER is used instead of a runway number (e.g., VOR-A). A circling approach is also designated if the final approach descent is unusually steep or obstacles near the airport require a descent rate greater than 400 ft per NM (3.77°).
Circling Approach Rules
Circling MDA only offers 300 feet of obstacle clearance — be cautious in extremely low temperatures where true altitude may be significantly lower than indicated
Protected areas are defined by arcs drawn from the end of each runway
Direction of turns: unless adhering to specific ATC instructions, all turns must be made to the LEFT unless approved signals indicate right turns (14 CFR 91.126(b)(1))
You cannot descend below MDA until the aircraft is continuously in a position from which a descent to a landing can be made at a normal rate using normal maneuvers
You must have flight visibility not less than prescribed, and at least one runway visual reference distinctly visible and identifiable
If visual reference is lost while circling to land, make an initial climbing TURN TOWARD the landing runway and continue the turn until established on the missed approach course
Circling Approach Radii
Standard Circling Approach Radius (Pre-2012)
Category
A
B
C
D
E
Radius (NM)
1.3
1.5
1.7
2.3
4.5
Expanded circling radii (post-2012, identified by a bold "C" in a circle on the circling line) account for true airspeed increase with altitude. These vary by both MDA altitude and approach category.
Missed Approach
Each pilot operating an aircraft shall immediately execute an appropriate missed approach procedure when either of the following conditions exist (14 CFR 91.175):
Whenever the requirements of paragraph #1 are not met (required visual references) at either of the following times:
When the aircraft is being operated below MDA, or
Upon arrival at the missed approach point and at any time after that until touchdown
Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA (unless the inability to see is only from a normal bank of the aircraft during the circling approach)
Execute a non-precision approach to Lincoln Park Airport. Focus on:
Approach briefing: Read and brief the approach plate completely before beginning
Procedure turn or hold-in-lieu-of-PT: Determine the correct course reversal method
Dive & Drive descent: After the FAF, descend at 1,000 FPM or greater to reach MDA quickly
Level at MDA: Add power, maintain altitude, and look for the runway environment
Missed approach: Execute the published missed approach procedure — max power, pitch up, configure, and fly the missed approach routing
Multiple Approaches
Time permitting, fly the approach multiple times using different methods:
First attempt: Autopilot-assisted (NAV mode with manual altitude management)
Second attempt: Hand-flying with flight director guidance
Third attempt: Raw data — no flight director, no autopilot
Advanced Holding Practice
After a missed approach, practice re-entering the hold with:
Correct entry type determination under time pressure
Timing adjustments for wind (shorten/lengthen outbound leg)
Altitude management during descent in the hold
Circling Approach Awareness
While a full circling approach may not be flown today, build situational awareness:
Identify when circling minimums apply (final approach course more than 30° from runway)
Visualize the circling protected area relative to the runway
Know the missed approach procedure if visual reference is lost during a circle: climbing turn toward the landing runway
4-min study
Key Takeaways
Non-precision = no glide slope. You descend to MDA and must see the runway environment to go lower. Minimums are based on visibility, not ceiling.
LOC approach = ILS without glideslope. Same localizer signal, same CDI sensitivity (2.5° full-scale), but you manage descent to MDA yourself.
Dive & Drive gets you to MDA early. Descend at 1,000+ FPM after the FAF so you have time to find the airport before the missed approach point.
Approach categories matter. Cat A: 0–90 kts, Cat B: 91–120 kts. If you fly faster, use the higher category's minimums and protected areas.
Circling = more than 30° offset (15° for RNAV). Only 300 ft obstacle clearance. If you lose visual reference, climbing turn toward the landing runway.
Localizer is 4x more sensitive than VOR. Full-scale deflection at 2.5° vs. 10–12°. Small, precise corrections are essential.
Missed approach is mandatory when you reach the MAP without the required visual references, or if you lose visual reference during a circling approach.
Oral Exam Self-Test
Define a non-precision approach. Give five examples of non-precision approach types.
What is the difference between MDA and DA?
What is a LOC approach and how does it differ from an ILS?
What is CDI full-scale deflection on a localizer? On a VOR?
What are the five approach categories and their speed ranges?
When does a circling approach apply instead of a straight-in approach?
What is the circling approach radius for Category A? Category B?
What obstacle clearance does a circling MDA provide?
What should you do if you lose visual reference during a circling approach?
When must you execute a missed approach? (List all conditions.)
Are approach minimums predicated on ceiling or visibility?
Is a missed approach required if you get full-scale CDI deflection on a LOC approach?
What is the Dive & Drive technique? Why is airspeed your primary instrument at low altitude?
What does the Maltese Cross symbol indicate on an approach chart?
What temperature conditions can make circling approaches especially dangerous?
This lesson marks a major step — you move from non-precision approaches (where you manage your own descent) to precision approaches where an electronic glideslope guides you down to decision...
These lesson plans are provided as supplementary training guidance only. They do not supersede FAA publications, aircraft manufacturer documentation, or your instructor's direction. Always refer to the FAA Instrument Flying Handbook, Airplane Flying Handbook, AIM, and applicable POH/AFM as the official sources.