When is a hold in lieu of procedure turn required, and how is it different from a standard procedure turn?

A HILPT is required when a holding pattern is depicted in the plan view with "hold in lieu of procedure turn" notation. Unlike a procedure turn, it must be flown as an actual holding pattern with standard entry procedures - a teardrop or 45-degree turn is not a valid substitute.

How do I know which approach category applies to my aircraft?

Approach category is based on aircraft approach speed. Category A covers 90 knots or less, Category B covers 91–120 knots, Category C covers 121–140 knots, and Category D covers 141–165 knots. Use the row matching your actual approach speed, not your assumed aircraft type.

Is a Visual Descent Point published on every non-precision approach?

No - the VDP is published only on approaches where the chart criteria are met. When it is absent, pilots can estimate an approximate VDP using descent rate and groundspeed, though this is a technique rather than a regulatory requirement.

Decoding Approach Chart Symbols - What Every Pilot Should Know Cold

Even experienced instrument pilots encounter approach chart symbols that take a moment to process. This breakdown covers the most commonly misread or forgotten markings on a standard terminal instrument procedure chart - from the Final Approach Fix to DME arcs - with enough depth to serve both instrument students and current IFR pilots doing a mental currency check. Credit to Boldmethod, whose chart symbol quiz inspired this breakdown; their quiz format is worth your time if you want to test yourself visually.

What Does the Maltese Cross Mean on an Approach Chart?

The four-pointed cross with wider arms that appears in the profile view of an instrument approach is the Final Approach Fix (FAF) symbol. On a non-precision approach, it marks the point where descent toward the minimum descent altitude (MDA) begins - the last defined fix before the runway environment.

Crossing the FAF inbound triggers two simultaneous actions: power reduction and pitch adjustment. If using time and distance to the missed approach point, the clock starts here as well. The Maltese cross has exactly one meaning on an approach chart. Other waypoints appear as triangles or squares. The FAF is the Maltese cross - it is not interchangeable with any other symbol.

What Do the T and A Triangles Mean in the Briefing Strip?

In the communications and airport identifier section at the top of the chart, a small T inside a triangle and a small A inside a triangle indicate non-standard minimums. The T signals non-standard takeoff minimums. The A signals non-standard alternate minimums.

Both symbols carry the same message: standard FAA requirements do not apply at this airport, and the actual published figures must be looked up. Those numbers appear in the front of the approach chart booklet under “IFR Takeoff Minimums and Departure Procedures.” Most pilots never open that section. They should.

For flight planning, if you see the A triangle at an airport you intend to list as an alternate, standard alternate minimums cannot be applied. The actual published alternate minimums govern your flight plan. This distinction appears on instrument checkrides and in real-world IFR operations.

What Is the Visual Descent Point (VDP)?

The Visual Descent Point (VDP) appears in the profile view as a flag or lightning bolt symbol at a specific location on the final approach course. It is published on some - not all - non-precision approaches, and it marks the point from which a normal, stabilized visual descent from the MDA to the touchdown zone is geometrically possible, provided the runway environment is in sight.

If you reach the VDP without the runway in sight, a normal landing from the MDA is no longer feasible. Continuing past the VDP and then descending toward the runway would require an abnormally steep or rushed approach. When you hit the VDP without visual contact, the missed approach should be your next move.

When a VDP is not published, a rough approximation can be calculated using descent rate and groundspeed. That is a technique, not a regulatory requirement.

What Is a Hold in Lieu of Procedure Turn (HILPT) and How Do You Fly It?

In the plan view of some approaches, a racetrack-shaped holding pattern appears directly over a fix with the notation “hold in lieu of procedure turn” or HILPT. Instead of flying a traditional procedure turn to reverse course, you use a holding pattern entry to establish yourself on the final approach course.

The critical point: a HILPT must be flown as an actual holding pattern using standard entry procedures. It cannot be substituted with a teardrop or a 45-degree course reversal. Identify the correct entry based on your arrival heading, fly the hold, then continue inbound. Treating a HILPT like a freeform procedure turn is one of the most common errors among instrument students.

Like a standard procedure turn, the HILPT has a maximum airspeed limit unless otherwise noted - typically 200 knots indicated for Category A and B aircraft. Exceeding that speed inside the holding pattern can place the aircraft outside protected airspace.

How Do Circling Minimums and Aircraft Approach Categories Work?

In the minimums section at the bottom of the chart, a “C” preceding a set of ceiling and visibility values marks circling minimums. These apply when the approach geometry does not align the aircraft with a specific runway for a straight-in landing, or when the approach angle does not meet straight-in criteria.

Circling is one of the most demanding maneuvers in instrument flying. Breaking out of IMC at low altitude and maneuvering visually to a different runway requires keeping the airport in sight and staying within the published circling radius. Circling minimums are always higher than straight-in minimums when both are published.

The approach categories - labeled A through D, and sometimes E - correspond to aircraft approach speed:

Category A: 90 knots or less
Category B: 91–120 knots
Category C: 121–140 knots
Category D: 141–165 knots

Faster aircraft require larger circling radii and correspondingly higher minimums. A pilot who thinks of themselves as a light aircraft pilot may be operating under Category C or D minimums depending on actual approach speed. Confirm your aircraft’s approach category and use the correct row - assumptions about aircraft type are not a substitute.

What Is the Difference Between Decision Altitude and Minimum Descent Altitude?

Decision altitude (DA) applies to precision approaches, such as the ILS. Minimum descent altitude (MDA) applies to non-precision approaches. These are distinct concepts and should not be used interchangeably.

On an ILS approach, the missed approach point is not a fixed geographic location. It is reached when the aircraft descends to the decision altitude on the glideslope. There is no Maltese cross in an ILS profile view for this reason - the glideslope intercept point serves an analogous function to the FAF.

At the decision altitude, a decision is made - not deferred. If the required visual references are not present, the missed approach is executed immediately. Regulations are explicit: continuing descent below the DA in anticipation that the runway will appear is not permitted.

The lower minimums on precision approaches exist because the glideslope provides verified vertical guidance throughout the descent. That vertical guidance is what earns the lower numbers. On a non-precision approach, without continuous vertical guidance, the MDA is higher - and you level off there while searching for the runway environment.

How Do You Fly a DME Arc?

A DME arc appears in the plan view as a curved line with directional arrows, connecting a fix to the final approach course. It represents a curved flight path flown at a constant distance from a VOR or DME station, transitioning from one radial to another to intercept the final approach course.

Flying a DME arc requires DME equipment or a GPS with certified DME capability. The technique uses the to-from needle and bearing pointer (if equipped), along with lead radials to anticipate the inbound turn. Most modern GPS navigators handle DME arcs automatically, which has made them more accessible - but proficiency on raw instruments remains important if GPS guidance fails.

The standard lead-radial technique: lead the turn by approximately 5 degrees per 10 knots of groundspeed, adjusted for actual speed. Waiting until you are directly on the final approach course bearing before beginning the turn results in an overshoot. Apply the math before you arrive at the turn point, not after it.

Proficiency with approach chart symbols is not just a checkride requirement. In actual instrument meteorological conditions with a full cockpit workload, every familiar symbol is one less item demanding cognitive resources. When a plate reads as quickly as a road sign, there is more capacity left for what actually matters during a difficult approach.

Key Takeaways

The Maltese cross in the profile view identifies the Final Approach Fix (FAF) on non-precision approaches - it has exactly one meaning on the chart.
T and A triangles in the briefing strip indicate non-standard takeoff and alternate minimums; the actual values are in the front of the chart booklet under IFR Takeoff Minimums and Departure Procedures.
The VDP marks the last point from which a normal visual descent to the runway is geometrically possible - reaching it without the runway in sight is a strong signal to execute the missed approach.
Decision altitude (precision approaches) and MDA (non-precision approaches) are different concepts; DA is a hard decision point, not a floor to level off at.
Aircraft approach category is based on speed - confirm which category applies to your aircraft and use the correct row of circling minimums.