This lesson advances your non-precision approach skills by removing the training wheels. No more vectors to final — you will fly full procedure approaches from published IAFs using raw navigation data. You will manage NAV1, NAV2, and bearing pointers to cross-check your position and build the situational awareness that separates competent instrument pilots from those merely following magenta lines.
The ground school portion expands your approach vocabulary with localizer backcourse, LDA, SDF, and radar approaches — plus critical operational concepts like the contact approach and what it means to be "established" on an approach.
Lesson Objectives
Fly full LOC and VOR approaches without vectors using raw data and full procedure routing
Improve proficiency with manual navigation, procedure turns, and outbound timing
Cross-check navigation sources (NAV1, NAV2, bearing pointers) for situational awareness
Reaffirm precision approach concepts via ILS 11 at KSBP
LDA approach (Localizer-type Directional Aid) — course not aligned with runway
SDF approach (Simplified Directional Facility) — wider course, possible offset
ASR and PAR radar approaches — surveillance vs. precision
DME arc procedures — mandatory starting point from published IAF
Contact approach — pilot-initiated, 1 SM visibility, clear of clouds
Option approach — cleared for the option (touch-and-go, low approach, etc.)
Low approach procedures
Established on course/approach — what it means and ICAO tolerances
Flight Plan
Student Planning
Using ForeFlight Maps or Flights, plan an IFR flight for this lesson. Select an appropriate route and include the departure procedure if available. Brief the route, weather, and organize your charts before the session.
Simulator Exercise Topics
Review from Lesson 5: precision approaches, G1000 sequencing, TO/GA, SID
VOR 24 KPOU — full procedure from SWF via IGN, no vectors
ILS 11 KSBP — autopilot and manual LOC+GS intercept reinforcement
ATC communication practice with recorded audio segments
Review: AIM 5-4-7 through 5-4-9 — Instrument approach procedures
Study: VOR 24 KPOU approach plate — brief the approach aloud using the standard format
Practice: Copy and read back IFR clearances from the sample clearance above
study time
Instructor Notes
Pacing
25 min briefing, 80 min sim, 15 min debrief
Common Errors
CDI scaling differences between GPS and VOR confuse students. Circling approach visual maneuvering — losing the runway, exceeding protected airspace.
Teaching Strategy
Fly the same approach twice: once LOC, once GPS. Have them note the CDI sensitivity difference. For circling, brief the maneuver on the ground and draw the pattern before attempting.
A localizer backcourse approach uses the mirror image of the front course localizer signal to provide lateral guidance to the reciprocal runway. The localizer transmitter sits at the far end of the front course runway, so the backcourse signal radiates in the opposite direction — allowing an approach to the other end.
Reverse Sensing
The critical challenge with backcourse approaches is CDI reverse sensing. The CDI shows the opposite deflection compared to what you would expect on a front course approach — unless the aircraft has a backcourse selector switch (BC button on the HSI or CDI).
Without backcourse switch: The needle is the airplane — fly the airplane over the needle. If the needle deflects left, fly left.
With backcourse switch: CDI sensing is corrected and works normally. Always confirm the switch is active before relying on it.
Key Characteristics
No glideslope is normally available on a backcourse approach — it is a non-precision approach with MDA
On approach charts, crosshatched markings on the LEFT side of the arrowhead indicate the backcourse signal
CDI sensitivity is the same as the front course localizer: 2.5° full-scale deflection
LDA Approach (Localizer-type Directional Aid)
An LDA provides comparable utility and accuracy to a standard localizer but is not part of an ILS system. The key difference: the LDA course is not aligned with the runway (AIM 1-1-10).
Technical Details
Course width: 3° to 6° (compared to a standard localizer's 3° to 6°)
Straight-in minimums: Published only when the angle between the LDA course and the runway does not exceed 30°
Circling only: If the offset exceeds 30°, only circling minimums are published
Glideslope possible: Some LDA approaches include a glideslope — in that case, the approach has DA(H) instead of MDA
SDF Approach (Simplified Directional Facility)
The SDF provides a final approach course similar to an ILS localizer but with reduced precision and possible offset (AIM 1-1-10).
Key Differences from Localizer
Course may be offset up to 3° from the runway centerline
Course width is fixed at either 6° or 12° (compared to the localizer's adjustable 3° to 6°)
Antenna may be offset from the runway centerline
Usable off-course indications are limited to 35° either side of the course centerline
SDF approaches are relatively rare today, but understanding them builds a complete picture of the localizer-family approach types you may encounter on the instrument knowledge test.
ASR and PAR Approaches
Radar approaches use ATC radar equipment to provide guidance to the pilot. Two types exist:
ASR — Airport Surveillance Radar
Non-precision approach — ATC provides headings to guide the aircraft to the final approach course and recommended altitudes on each mile of the final approach
The pilot is responsible for maintaining the recommended altitudes
Minimums are typically higher than PAR
Available at some civilian and military airports
PAR — Precision Approach Radar
Precision approach — ATC provides heading corrections, glidepath elevation, and distance from the runway
Controller issues continuous guidance: "slightly above glidepath... on glidepath... heading 180, on course"
Approach minimums comparable to ILS (DA/DH, not MDA)
Found mostly at military installations
DME Arc Procedures
A DME arc is a curved segment of an approach procedure that keeps the aircraft at a constant distance from a NAVAID while transitioning to the final approach course. DME arcs serve as feeder routes to the Initial Approach Fix (IAF).
Key Rule
If a feeder route to an IAF is part of an Instrument Approach Procedure (IAP), that feeder route is the mandatory starting point. You must begin the approach from a published IAF — you cannot simply intercept the final approach course at any point.
Flying the Arc
Set the OBS to the current radial from the NAVAID
Turn perpendicular to the radial (lead the turn slightly)
As the CDI centers on successive radials, twist the OBS to the next radial
Make small heading adjustments to maintain the published DME distance
Lead the turn onto the final approach course by approximately 5°
Contact Approach
A contact approach is an approach in which a pilot proceeds to the destination airport under IFR flight plan by visual reference to the surface. Critical rules:
Must be requested by the pilot — ATC cannot initiate a contact approach (AIM 5-4-25)
Reported ground visibility at the airport must be at least 1 statute mile
The airport must have a published instrument approach procedure
Pilot must remain clear of clouds at all times
ATC will provide separation from other IFR traffic, but the pilot is responsible for terrain and obstruction clearance
Option Approach
When cleared for "the Option," a pilot may execute any of the following maneuvers at their discretion:
Touch-and-go — land and depart without stopping
Low approach — fly over the runway without landing
Missed approach — execute the published missed approach procedure
Stop-and-go — land, stop on the runway, then take off again
Full stop landing — normal landing and taxi off
The option clearance is most commonly used during training to give the instructor flexibility. Request "cleared for the option" when you want to decide what to do based on how the approach looks as you get close.
Low Approach
A low approach is a go-around following a practice instrument or visual approach. The aircraft intentionally does not make contact with the runway.
Commonly used for practice approaches when you want to fly the approach but not land
In Class B, C, or D airspace, request the low approach before beginning the approach — not on short final
ATC may assign a specific altitude for the go-around (e.g., "maintain runway heading, climb and maintain 2,000")
Established on Course/Approach
Being "established" on an approach or course segment means you are in a stable, fixed position on the route, segment, altitude, and heading required by the procedure.
ICAO Tolerances
Navigation Type
Established Tolerance
ILS (LOC/GS)
Within half full-scale deflection
VOR
Within half full-scale deflection
NDB
Within ±5° of the desired bearing
Being established matters for several reasons: it determines when you can descend to the next segment altitude, when ATC considers you on the approach for separation purposes, and when certain protective airspace applies.
5-min study
Review from Lesson 5
Before beginning today's exercises, review the key skills from Lesson 5:
Precision approaches: ILS intercept, glideslope tracking, DA callouts
G1000 approach sequencing: Loading, activating, and vectors-to-final
TO/GA button: Missed approach execution and flight director guidance
SID from KTEB: Departure procedure compliance, altitude restrictions
If any of these areas felt weak, discuss with your instructor before moving forward. Today builds on all of them.
Part 1: VOR 24 KPOU — Full Procedure Approach
Scenario
Fly the VOR 24 approach to Dutchess County Airport (KPOU) from Stewart International (SWF) via the IGN (Kingston) VOR. This is a full procedure approach — no vectors. You will navigate to the IAF, execute the procedure turn, and fly the approach using raw data.
Setup
NAV1: Set to the approach VOR frequency. OBS set to the inbound course.
NAV2: Set to a cross-check VOR for position awareness along the route
GPS: Set to OBS/manual CDI mode — do not use GPS approach mode for this exercise
Bearing pointers: Configure to show NAV1 and NAV2 for cross-reference
Key Execution Points
Route to IAF: Navigate from SWF to IGN using the published routing. Confirm station passage with CDI flip and/or DME
Procedure turn: Execute the published procedure turn. Begin outbound timing when abeam the fix (wings level on the outbound heading)
Outbound timing: Standard 1 minute outbound (Cat A). Adjust for wind — if headwind outbound, shorten; if tailwind outbound, lengthen
Inbound intercept: Roll onto the inbound course. CDI should be alive and centering. Confirm you are tracking inbound, not outbound
Final approach: Cross the FAF, start timing, begin descent to MDA. Use Dive & Drive technique from Lesson 4
Missed approach: At the MAP (by timing), if runway environment not in sight — execute missed approach
Part 2: ILS 11 KSBP — Precision Approach Reinforcement
Scenario
Fly the ILS Runway 11 approach at San Luis Obispo County Regional Airport (KSBP). This exercise reinforces the precision approach skills from Lesson 5 while introducing a different airport environment.
Focus Areas
Autopilot intercept: Use APR mode on the G1000 for localizer and glideslope capture. Observe the annunciation sequence: LOC armed → LOC captured → GS armed → GS captured
Manual intercept: Disconnect autopilot and hand-fly the ILS. Track localizer with heading corrections and glideslope with pitch/power adjustments
G1000 annunciations: Pay attention to the mode annunciations on the PFD — understand what each mode means and when transitions occur
DA callout: "100 above... minimums... runway in sight, landing" or "missed approach"
ATC Communication Practice
Listen to each audio segment below. Practice your initial call, readback, and corrections. These clips simulate a typical IFR clearance exchange for this lesson's route.
Pre-Flight Briefing
Review the clearance format and what to expect before calling clearance delivery.
Pilot Initial Call
Listen to the initial contact with clearance delivery. Note the callsign, airport, and request format.
ATC Response
ATC acknowledges and prepares to issue the clearance.
ATC Clearance
Copy the full clearance using CRAFT. Pause the audio and write it down before continuing.
Pilot Readback
Listen to the pilot's readback. Did they get everything right? Compare to your own readback.
ATC Clearance — Repeat
ATC repeats part of the clearance due to a readback error. Listen for what was corrected.
Pilot Readback — Corrected
The corrected readback. Practice saying this yourself before listening.
ATC Final Confirmation
ATC confirms the readback is correct and provides taxi instructions.
6-min study
Key Takeaways
Backcourse = reverse sensing. The CDI deflects opposite to what you expect unless a backcourse selector switch is engaged. Without it, remember: the needle is the airplane — fly the airplane over the needle.
LDA is a localizer that does not point at the runway. Course width is 3-6°, comparable to a standard localizer. Straight-in minimums only if the offset is 30° or less; otherwise circling only. May include a glideslope (DA instead of MDA).
SDF has wider course width and possible offset. Fixed at 6° or 12° (not adjustable like a localizer). The antenna itself may be offset from the runway centerline. Less precise than a localizer.
Contact approach is always pilot-initiated. ATC cannot assign it. Requires at least 1 SM reported ground visibility, a published instrument approach at the airport, and the pilot must remain clear of clouds. Do not confuse with a visual approach (ATC can initiate, needs 3 SM, airport/traffic in sight).
DME arcs start at published IAFs. If a feeder route to the IAF is part of the approach procedure, it is the mandatory starting point. You cannot shortcut onto the final approach course — begin at the published fix.
"Established" has specific tolerances. For ILS and VOR: within half full-scale deflection. For NDB: within plus or minus 5°. Being established determines when you can descend to the next altitude and when ATC considers you on the approach.
Full procedure approaches test real navigation skill. Without vectors, you must manage your own routing to the IAF, execute the procedure turn, and intercept the inbound course — all using raw CDI, OBS, DME, and timing.
Oral Exam Self-Test
What is a localizer backcourse approach? How does CDI sensing differ from a front course approach?
If you do not have a backcourse selector switch, how do you fly a backcourse approach without chasing the needle?
What is an LDA approach and how does it differ from a standard localizer?
Under what condition does an LDA approach have straight-in minimums vs. circling only?
What are the course width options for an SDF approach?
What is the difference between an ASR approach and a PAR approach?
Who can initiate a contact approach — the pilot, ATC, or either? What are the visibility and cloud requirements?
What is the difference between a contact approach and a visual approach?
When you are "cleared for the option," what maneuvers are you authorized to perform?
What does it mean to be "established" on an ILS approach? What CDI tolerance does that require?
On a DME arc, if the feeder route to the IAF is part of the IAP, can you skip it and intercept the final approach course directly?
When should you request a low approach, and in what airspace classes must you coordinate this before starting the approach?
Pilot Preparation for Lesson 7
Lesson 7 covers STARs, VNAV, descent management, and GPS approaches.
Reading
Everything Explained: Standard Terminal Arrival Routes (STARs) — complete section
Pull up a STAR and a GPS approach plate for an airport your instructor assigns. Brief both aloud using the standard approach briefing format. Pay attention to altitude restrictions marked as "at," "at or above," and "at or below."
STARs are the bridge between the enroute structure and the approach environment. They give you a predictable, efficient path from high altitude down to the approach — and understanding how to fly...
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.