BY ORDER OF THE SECRETARY OF THE AIR FORCE AIR FORCE ...

AFMAN 11-217V1 3 JANUARY 2005 297
Chapter 14
FINAL APPROACH
14.1. Types of Final Approach Guidance. There are numerous different types of final
approach guidance that can be categorized in a number of different ways. For the purposes
of this chapter, final approach guidance will be categorized as follows:
14.1.1. Non-radar Approaches. These are approaches that do not require radar vectoring
or radar services on final approach. Non-radar approaches can be further subdivided
among those that provide electronic glide path guidance and those that do not provide
electronic glide path guidance.
14.1.2. Radar Approaches. These are approaches that require radar vectoring on final
approach. There are two types PAR and ASR.
14.1.3. Procedures with a Visual Component. Sometimes it is not possible to construct
an instrument procedure that meets all requirements. Incorporating a visual component
into an instrument procedure is an acceptable alternative. There are four types of
approaches that fall into this category: visual approach, contact approach, IAP with a
visual segment, and a charted visual flight procedure.
14.1.4. Other Specialized Procedures. These are specialized subsets of particular
approach types listed above. There are four approaches that fall into this category:
converging approaches, ILS/PRM, SOIA, and TLS. All require specialized training and
crew qualifications except converging approaches.
14.2. Non-radar Approaches.
14.2.1. General Procedures.
14.2.1.1. Final Approach.
14.2.1.1.1. Starts. The final approach starts at the FAF and ends at the MAP.
The optimum length of the final approach is 5 miles; the maximum length is 10
miles.
14.2.1.1.2. Navigation receiver. Once the aircraft is inside the final approach
fix, one navigation receiver must remain tuned to and display the facility that
provides final approach course guidance. For example, if an aircraft is equipped
with only one VOR receiver, that receiver cannot be retuned inside the final
approach fix to another VOR station that identifies subsequent stepdown fixes
and/or the missed approach point.
14.2.1.2. Flying the Approach.
14.2.1.2.1. Descent. Avoid rapid descent requirements on final by crossing the
FAF at the published altitude.
14.2.1.2.2. Timing. Timing is required when the final approach does not
terminate at a published fix, as is usually the case with VOR, NDB, and localizer.
If timing is required to identify the missed approach point, begin timing when