Approach Types

SOURCE — Approach Types Guide

Covers: Visual Approach · ILS · TACAN · PAR (GCA) · Pilot Procedures & Phraseology

Information is based on real-world procedures but modified to cater to DCS limitations

Overview

This page covers the four main approach types a pilot will encounter in our operations. Each section explains what the approach is, when to use it, what equipment is involved, and the communication flow between pilot and ATC.

As a general rule: the worse the weather, the more precise the approach type must be. A visual approach requires the best conditions, while a PAR can guide you down in near-zero visibility.

Approach Type	Precision	Guidance Source	Weather Requirement	Pilot Workload
Visual	None (VFR reference)	Pilot's eyes	VMC — airport or preceding traffic must be in sight	Low
ILS	Precision (azimuth + glideslope)	Ground-based localizer + glideslope transmitter	Can be flown in IMC down to published minimums	Medium
TACAN	Non-precision (azimuth + distance, no glideslope)	TACAN ground station	Can be flown in IMC down to published minimums	Medium–High
PAR (GCA)	Precision (azimuth + glideslope via controller)	Ground-based radar, controller talks you down	Can be flown in IMC down to published minimums	Low (controller does the work)

Visual Approach

What It Is

A visual approach is an ATC authorization for an IFR aircraft to proceed visually and clear of clouds to the airport. It is not a standard instrument approach procedure — there is no published course and no glideslope. The pilot navigates to the runway by looking outside.

A visual approach is still an IFR procedure. The pilot remains on their IFR flight plan, and ATC continues to provide separation from other IFR traffic until the aircraft is handed to Tower or the approach is complete. However, once cleared for a visual approach, the pilot assumes responsibility for terrain and obstruction clearance.

When to Use It

VMC conditions must exist — the pilot must be able to see the airport or the preceding aircraft
It is the most common approach type in good weather as it reduces workload for both pilots and controllers
In our operations, the visual approach is typically used in conjunction with the overhead break pattern for recovery

Requirements

The pilot must have the airport or the preceding aircraft in sight and report this to ATC
The pilot must be able to remain clear of clouds throughout the approach
Weather at the airport must support visual conditions

What Happens If You Cannot Land?

Since there is no missed approach procedure for a visual approach, if the pilot must go around, they should, unless instructed otherwise:

Maintain visual conditions and climb to a safe altitude
Contact ATC immediately for further instructions
ATC will provide new clearance — either re-sequencing for another approach or vectors for an instrument approach

Communication Flow

Station	Phrase
Radar vectors the aircraft towards the airport / Instructs to Resume Own Navigation
LTAA-Radar	{CS}, report airport in sight
Flight Lead	{CS}, airport in sight
LTAA-Radar	{CS}, cleared visual approach runway {RWY}, {possible missed approach instructions}
Flight Lead	{CS}, cleared visual approach runway {RWY}
LTAA-RADAR	{CS}, push {ATC-Station} {BTN / FREQ}
Flight Lead	{CS}, push {BTN / FREQ}
From here, normal tower procedures apply (straight-in, overhead break, etc.)

ILS Approach

What It Is

The Instrument Landing System (ILS) is a precision approach that provides both lateral guidance (localizer) and vertical guidance (glideslope) to the runway. It is the most common precision instrument approach in both civil and military aviation.

The system consists of two ground-based components:

Localizer (LOC): A transmitter at the far end of the runway that provides lateral (left/right) course guidance aligned with the runway centerline. The signal narrows as you approach the runway, increasing precision.
Glideslope (GS): A transmitter beside the runway that provides vertical (up/down) guidance, typically at a 3° descent angle. This tells you whether you are above or below the ideal descent path.

The pilot tunes the ILS frequency on the navigation receiver. The aircraft's instruments then display two needles (or bars): one for lateral deviation from the localizer course, and one for vertical deviation from the glideslope. The pilot's job is to keep both needles centered.

When to Use It

Whenever weather is below VMC and an ILS is available for the runway in use
When ATC assigns or the pilot requests an ILS approach
It is the preferred precision approach when available, as it requires no ATC radar guidance (unlike PAR)

Key Terminology

Decision Height (DH) / Decision Altitude (DA): The altitude at which the pilot must decide: if the runway environment (runway, approach lights, etc.) is in sight, continue to land. If not, execute a missed approach. This altitude is published on the approach chart.

Final Approach Fix (FAF): The point at which the final approach segment begins — typically where the glideslope is intercepted at the correct altitude.

Missed Approach Point (MAP): For an ILS, this is the Decision Height. If the required visual reference is not established at DH, the pilot must execute the published missed approach procedure.

Localizer-Only Approach: If the glideslope component is inoperative, the approach becomes a non-precision localizer approach with only lateral guidance. The pilot descends in steps to a Minimum Descent Altitude (MDA) instead of following a glideslope to a DH.

How to Fly It

Tune the ILS frequency and set the published inbound course on the HSI/CDI
ATC vectors you to intercept the localizer course (typically at a 30° or less intercept angle)
Intercept the localizer — the lateral needle centers as you align with the runway centerline
At the published altitude, intercept the glideslope — the vertical needle will begin to center as the glideslope signal descends to your altitude
Follow both needles down, making small corrections to keep them centered
At Decision Height: if you see the runway environment, continue to land. If not, execute the missed approach.

Communication Flow

Station	Phrase
Radar vectors the aircraft to intercept the localizer
LTAA-Radar	{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect ILS runway {RWY} approach
Flight Lead	{CS}, heading {Heading}, descend and maintain {Altitude}
Approaching localizer intercept
LTAA-Radar	{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established on the localizer, cleared ILS runway {RWY} approach
Flight Lead	{CS}, heading {Heading}, maintain {Altitude} until established, cleared ILS runway {RWY} approach
Once established on the localizer and glideslope, the pilot follows the needles down. ATC may hand off to Tower.
LTAA-Radar	{CS}, contact Tower {FREQ}
Flight Lead	{CS}, push {FREQ}
Tower
Flight Lead	Incirlik Tower, {CS}, ILS runway {RWY}
LTAG-TWR	{CS}, wind {Winds}, runway {RWY}, cleared to land
Flight Lead	{CS}, cleared to land runway {RWY}

TACAN Approach

What It Is

A TACAN (Tactical Air Navigation) approach is a non-precision instrument approach that uses the bearing and distance information from a TACAN ground station to guide the aircraft to the runway. It is the military equivalent of a VOR/DME approach.

TACAN provides two pieces of information:

Bearing: The magnetic bearing from the station to the aircraft (displayed as a needle on the HSI/BDHI). The pilot uses the published inbound course to fly towards the station and align with the runway.
Distance (DME): The slant-range distance in nautical miles from the aircraft to the TACAN station.

Since TACAN does not provide a glideslope, it is classified as a non-precision approach. The pilot descends in a series of steps to a Minimum Descent Altitude (MDA) and must acquire the runway visually before landing. There is no electronic vertical guidance.

When to Use It

When no ILS is available for the runway in use
When the aircraft is equipped with TACAN but not ILS (e.g., some older military aircraft)
When ATC assigns or the pilot requests a TACAN approach
TACAN is particularly common at military airfields that do not have ILS installations

Key Terminology

Minimum Descent Altitude (MDA): The lowest altitude to which the pilot may descend without having the runway environment in sight. Unlike the DH on an ILS, the pilot levels off at MDA and flies until reaching the Missed Approach Point.

Missed Approach Point (MAP): Typically defined by a DME distance from the TACAN station. If the runway is not in sight at the MAP, the pilot executes the published missed approach.

Step-Down Fix: Intermediate fixes along the final approach course, defined by DME distances, at which the pilot may descend to a lower altitude. These allow a gradual descent rather than staying high until the FAF.

How to Fly It

Tune the TACAN channel and set the published inbound course on the HSI
ATC vectors you towards the final approach course or you navigate to the Initial Approach Fix (IAF) via the published procedure
Intercept the inbound course and track it using the bearing needle on the HSI
At the Final Approach Fix (identified by a published DME distance), begin descent to the MDA
If step-down fixes are published, descend to each subsequent altitude as you pass the corresponding DME
At MDA, level off and continue inbound. Look for the runway environment.
At the MAP (published DME distance): if the runway is in sight, continue to land. If not, execute the missed approach.

Communication Flow

Station	Phrase
Radar vectors the aircraft towards the final approach course, or the pilot navigates via a published procedure
LTAA-Radar	{CS}, fly heading {Heading}, descend and maintain {Altitude}, expect TACAN runway {RWY} approach
Flight Lead	{CS}, heading {Heading}, descend and maintain {Altitude}
Approaching the final approach course
LTAA-Radar	{CS}, {Distance} miles from {Fix}, turn {Left / Right} heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
Flight Lead	{CS}, heading {Heading}, maintain {Altitude} until established, cleared TACAN runway {RWY} approach
Once established, pilot tracks the course and descends per the published procedure. ATC hands off to Tower.
LTAA-Radar	{CS}, contact Tower {FREQ}
Flight Lead	{CS}, push {FREQ}
Tower
Flight Lead	Incirlik Tower, {CS}, TACAN runway {RWY}
LTAG-TWR	{CS}, wind {Winds}, runway {RWY}, cleared to land
Flight Lead	{CS}, cleared to land runway {RWY}

PAR Approach (GCA)

What It Is

A Precision Approach Radar (PAR) approach — commonly called a GCA (Ground Controlled Approach) — is a precision radar approach where a controller on the ground talks the pilot down to the runway using azimuth (left/right) and elevation (above/below glidepath) information read from a precision radar scope. The pilot does not need to tune any navigation equipment — the controller provides all guidance.

PAR is unique among approach types because the workload shifts almost entirely to the controller. The pilot's primary job is to fly accurate headings and listen. This makes PAR especially valuable in emergencies, when the pilot may be task-saturated, when navigation equipment is degraded, or for aircraft that lack precision approach instruments.

The PAR system provides:

Azimuth: Left/right position relative to the extended runway centerline
Elevation: Above/below position relative to the ideal glidepath (typically 2.5°–3°)
Distance from touchdown: Reported to the pilot at each mile on final

When to Use It

In low-visibility conditions when a precision approach is needed
When the aircraft's navigation equipment is degraded or inoperative
In emergency situations where reduced pilot workload is beneficial
When ATC offers or assigns a PAR/GCA approach
A PAR approach may be offered to any aircraft upon request, regardless of weather conditions

Key Terminology

Final Controller: The controller who provides azimuth and glidepath guidance on final approach. The pilot is typically handed off from the pattern/approach controller to the final controller.

Decision Height (DH): Same concept as on an ILS — the altitude at which the pilot must have the runway environment in sight to continue. Glidepath information below DH is advisory only.

"Do Not Acknowledge Further Transmissions": After initial contact with the final controller, the pilot is instructed to stop acknowledging radio calls. This keeps the frequency clear for the controller's continuous guidance — transmissions occur approximately every 5 seconds on final.

No-Gyro Approach: A variant of the PAR/surveillance approach where the pilot has lost heading instruments. The controller issues "turn left/right" and "stop turn" commands instead of specific headings. Half-standard rate turns are used on final approach.

How to Fly It

ATC advises you that you will be receiving a PAR approach and provides approach information (type, runway, weather, missed approach procedure)
The pattern controller vectors you to the final approach course using headings and altitude instructions
You are handed off to the final controller and complete a radio check
The final controller instructs you to not acknowledge further transmissions
The controller calls "approaching glidepath" and then "begin descent" — begin your descent at this point
From here, the controller provides continuous updates approximately every 5 seconds:
- Course position: "on course," "slightly left/right of course," "well left/right of course"
- Glidepath position: "on glidepath," "slightly above/below glidepath," "well above/below glidepath"
- Heading corrections: "fly heading {XXX}"
- Distance from touchdown: called at each mile
At Decision Height, the controller calls "at decision height" — look for the runway environment
If the runway is in sight, continue to land. If not, execute the missed approach.
After landing, the controller hands you back to the appropriate ground frequency

What to Expect From the Controller

A PAR final approach sounds distinctive on the radio. The controller speaks almost continuously in a calm, steady rhythm. Example:

"On glidepath, on course. Four miles from touchdown. Fly heading two six eight. Slightly above glidepath, correcting. On course. Three miles from touchdown. On glidepath. Slightly right of course, fly heading two six five. Two miles from touchdown. On glidepath, on course. Approaching decision height. At decision height."

The pilot's job is simply to comply with each heading instruction and maintain a stable descent rate. Do not acknowledge these transmissions unless you need to communicate something urgent (e.g., executing a missed approach).

Communication Flow

Station	Phrase
Pattern Controller
Pattern Controller	{CS}, this will be a PAR approach to runway {RWY}. Missed approach procedure is {Procedure}. Altimeter {A}.
Flight Lead	{CS}, roger
Pattern controller vectors the aircraft to the final approach course using heading and altitude instructions
Pattern Controller	{CS}, perform landing check
Flight Lead	{CS}
Pattern Controller	{CS}, contact {Facility} final controller {FREQ}
Flight Lead	{CS}, push {FREQ}
Final Controller
Final Controller	{CS}, {Facility} final controller, how do you hear me?
Flight Lead	{CS}, loud and clear
Final Controller	{CS}, do not acknowledge further transmissions. {Distance} miles from touchdown. Heading {Heading}, on course, on glidepath.
Approaching glidepath intercept
Final Controller	Approaching glidepath. Begin descent.
Continuous guidance — approximately every 5 seconds — heading, course, glidepath, and distance information until landing threshold
Final Controller	At decision height.
If runway in sight, pilot lands. If not:
Flight Lead	{CS}, missed approach
Final Controller	{CS}, climb and maintain {Altitude}, fly heading {Heading}, contact {next ATC-station} {FREQ}

Overhead Break

What It Is

When to use it

Communication Flow

Station	Phrase
Flight Lead	Incirlik Tower, {Flight Name}
LTAG-TWR	{CS} report initial
Flight Lead	{CS}, wilco
Once over the initial
Flight Lead	{CS} initial
LTAG-TWR	{CS} {Left / Right} hand break, wind {Winds}, altimeter {Altimeter}, report on the break
Assuming number 4 breaks first
Flight Number 4	{CS} 4, on the break
Repeated for each flight member at their interval
After the break turn, once configured for landing
LTAG-TWR	{CS}, check gear down, wind {Winds}, runway {RWY}, cleared to land
Flight Lead	{CS} cleared to land runway {RWY}, gear down and locked
All wingmen (in order)	Gear down and locked

Approach Comparison & Decision Guide

Choosing the Right Approach

Situation	Recommended Approach
VMC, airport in sight, no weather issues	Visual Approach
IMC or marginal weather, ILS available	ILS Approach
IMC, no ILS available, TACAN available	TACAN Approach
IMC, navigation equipment degraded or emergency	PAR (GCA) — request from ATC
Formation recovery in VMC	Visual Approach (typically overhead break)
Pilot unfamiliar with area in IMC	PAR (GCA) if available — lowest pilot workload

Precision vs. Non-Precision

The fundamental difference: a precision approach (ILS, PAR) provides both lateral and vertical guidance, allowing descent to a Decision Height. A non-precision approach (TACAN, VOR) provides lateral guidance only — the pilot descends to a Minimum Descent Altitude and levels off until the runway is in sight or the missed approach point is reached.

Because precision approaches provide vertical guidance, they generally have lower weather minimums — meaning they allow landing in worse conditions.

Missed Approach

Every instrument approach (ILS, TACAN, PAR) has a published missed approach procedure. If the pilot does not have the required visual reference at DH or MAP, they must execute the missed approach. The general flow is:

Apply takeoff power and initiate a climb
Follow the published missed approach procedure (heading, altitude, fix)
Contact ATC for further instructions — re-sequencing, holding, or divert

Visual approaches have no published missed approach. If a go-around is necessary, maintain visual conditions, climb, and contact ATC immediately.

Glossary Additions

DA / DH: Decision Altitude / Decision Height — the altitude on a precision approach at which the pilot must decide whether to land or go around. DA is referenced to mean sea level; DH is referenced to the runway threshold elevation.

GCA: Ground Controlled Approach — a radar-guided approach where the controller provides azimuth and glidepath guidance to the pilot. Encompasses both PAR (precision) and ASR/surveillance (non-precision) approaches.

ILS: Instrument Landing System — a precision approach system providing lateral (localizer) and vertical (glideslope) guidance to a runway.

LOC: Localizer — the lateral guidance component of an ILS, providing left/right course alignment with the runway centerline.

MDA: Minimum Descent Altitude — the lowest altitude on a non-precision approach to which the pilot may descend without the runway in sight. The pilot levels off at MDA and continues to the MAP.

PAR: Precision Approach Radar — a ground-based radar that provides azimuth and glidepath information to a controller, who then relays it to the pilot for a precision approach.

TACAN: Tactical Air Navigation — a military navigation system that provides bearing and DME distance information. Used for en-route navigation, non-precision approaches, and air-to-air ranging.