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wikipedia>Chrisahn: /* top */ Copied from Airfield traffic pattern#Layout: The last section of the final approach is sometimes referred to as short final. Bold "short final" because it's a redirect target.

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{{Short description|Final stage in an aircraft's approach to landing}}
{{Use dmy dates|date=March 2023}}
{{Use British English|date=March 2023}}
{{About|the aviation term}}
[[File:757landing-toncontin.jpg|thumb|Final approach at [[Toncontin Airport]]]]
In [[aeronautics]], the '''final approach''' (also called the '''final leg''' and '''final approach leg'''<ref>{{cite web|url=http://www.tc.gc.ca/eng/civilaviation/opssvs/secretariat-terminology-glossary-813.htm|title=Aviation Glossary - F|date=2012-03-14|publisher=[[Transport Canada]]|archive-url=https://web.archive.org/web/20151018160547/http://www.tc.gc.ca/eng/civilaviation/opssvs/secretariat-terminology-glossary-813.htm|archive-date=2015-10-18|url-status=dead|access-date=2012-08-21}}</ref>) is the last leg in an [[aircraft]]'s approach to [[landing]], when the aircraft is lined up with the [[runway]] and [[Descent (aeronautics)|descending]] for landing.<ref name="Crane">Crane, Dale: ''Dictionary of Aeronautical Terms, third edition'', page 213 and 241. Aviation Supplies & Academics, 1997. {{ISBN|1-56027-287-2}}</ref> In aviation radio terminology, it is often shortened to "final". The last section of the final approach is sometimes referred to as '''short final'''.

In a standard [[Airfield traffic pattern|airport landing pattern]], which is usually used under [[visual meteorological conditions]] (VMC), aircraft turns from base leg to final within one-half to two miles of the [[airport]]. For [[instrument approach]]es, as well as approaches into a controlled airfield under [[visual flight rules]] (VFR), often a "straight-in" final approach is used, where all the other legs are dispensed within. Straight-in approaches are discouraged at [[non-towered airport]]s in the United States.<ref name="AOPA ASF Operations at Non-Towered Airports">{{cite web|url=http://www.aopa.org/asf/publications/sa08.pdf|publisher=AOPA|title=Operations at Non-Towered Airports|archive-url = https://web.archive.org/web/20060113013300/http://www.aopa.org/asf/publications/sa08.pdf|archive-date =13 January 2006}}</ref>

==Approach slope==
An '''approach slope''' is the path that an aircraft follows on its final approach to [[landing|land]] on a [[runway]]. It is ideally a gentle downward [[slope]]. A commonly used approach slope is 3° from the horizontal. However, some airports have a steeper approach slope because of [[topography]], buildings, or other considerations. [[London City Airport]], for example, has a 5.5° approach slope; only aircraft that can maintain such an approach slope are allowed to use the airport.<ref>{{cite web|url=http://www.lcacc.org/operations/operations.html |title=London City Airport - Airport Operations |publisher=Lcacc.org |access-date=2012-08-21 |url-status=dead |archive-url=https://web.archive.org/web/20120305155335/http://www.lcacc.org/operations/operations.html |archive-date=2012-03-05 }}</ref> In the United Kingdom, any approach of 4.5° or greater is defined as steep and requires special approval.<ref>{{cite web|url= https://publicapps.caa.co.uk/docs/33/SRG1846Issue01Enabled.pdf|title= Steep Approach Approval Compliance Statement and Checklist|access-date= 27 March 2023|author= Civil Aviation Authority|author-link= Civil Aviation Authority (United Kingdom)|work= publicapps.caa.co.uk|date= April 2019|archive-url= https://web.archive.org/web/20230228200956/https://publicapps.caa.co.uk/docs/33/SRG1846Issue01Enabled.pdf|archive-date= 28 February 2023|url-status= live}}</ref> Steeper approaches require a longer landing distance, which reduces runway throughput at busy airports, and requires longer taxi distances. Airports such as Heathrow and London Luton are trialling slightly steeper approaches (3.2°) to reduce noise, by keeping the aircraft higher for longer and reducing engine power required during descent.<ref name="Luton">{{cite web|url= https://www.london-luton.co.uk/LondonLuton/files/62/62c96229-6002-4a6d-afa7-e5989bd0d2f4.pdf|title= Slightly Steeper Approach Study Report 2021|access-date= 13 April 2023|author= London Luton Airport|author-link= Luton Airport|work= london-luton.co.uk|date= January 2022|archive-url= https://web.archive.org/web/20230228210238/https://www.london-luton.co.uk/LondonLuton/files/62/62c96229-6002-4a6d-afa7-e5989bd0d2f4.pdf|archive-date= 28 February 2023|url-status= live}}</ref><ref>{{cite news | url=https://www.bbc.co.uk/news/uk-england-34281934 | title=Heathrow trials steeper landing angle 'to reduce noise' | work=BBC News | date=17 September 2015 }}</ref>

United States TERPS (Terminal Instrument Procedures) specifies maximum glidepath angles/vertical descent angles for each [[aircraft approach category]].<ref name="TERPS">US Standard for Terminal Instrument Procedures (TERPS), Table 2.6.1, page 2-47. https://www.faa.gov/documentLibrary/media/Order/Order_8260.3D_vs3.pdf</ref>

[[File:Alliance Airlines Fokker on final approach and landing at Christmas Island Airport.jpg|thumb|center|upright=3.0|A [[composite image]] of an [[Alliance Airlines]] [[Fokker 70]] on final approach at [[Christmas Island Airport]], illustrating the approach slope to the runway]]
The term ''glide slope'' is sometimes used to mean approach slope, although in precise usage the [[Instrument landing system glide path|glide slope]] is the vertical guidance element of the [[instrument landing system]].<ref name="Crane" />

==Final approach fix (FAF) and final approach point (FAP)==

[[File:VOR Y 10 Approach Alicante LEAL Profile.png|thumb|VOR Approach to Runway 10 at [[Alicante–Elche Miguel Hernández Airport]]. Showing the FAF for this non-precision approach. ]]

[[File:ILS Z 10 Approach Alicante LEAL Profile.png|thumb|ILS Approach to Runway 10 at [[Alicante–Elche Miguel Hernández Airport]]. Showing the FAP for this precision approach.]]

[[ICAO]] operating procures describe the final approach segment as being the segment beginning at the final approach fix/point (FAF/FAP) and ending at the missed approach point (MAPt).<ref>{{Cite journal |title=ICAO Doc 8168 PANS-OPS |journal= |volume=1 |issue=6}}</ref> The FAF/FAP is generally either a co-located navigational aid beacon (for example a [[non-directional beacon]]) or known distance to a beacon (typically located at the aerodrome), which would identify the point for final approach to be commenced by the flying crew.<ref>{{Cite web |title=What is a fix in aviation |url=https://knowledgeburrow.com/what-is-a-fix-in-aviation/}}</ref><ref>{{Cite web |title=Skybrary - Fix |url=https://skybrary.aero/articles/holding-pattern}}</ref> The final approach point (FAP) is an equivalent point for a precision approach, where intermediate approach segment intercepts the glideslope of an instrument landing system.<ref>{{Cite web |title=Skybrary - Instrument Approach Procedure |url=https://skybrary.aero/articles/instrument-approach-procedure-iap}}</ref>

Under [[ICAO]], The FAF and FAP are two different concepts, representing potentially two different altitude-distance points from the MAPt for different approaches to the same runway. However, the FAF and FAP share the same definition as being the point at which the final approach segment is commenced.<ref>{{Cite web |title=Skybrary - Instrument Approach Procedure |url=https://skybrary.aero/articles/instrument-approach-procedure-iap}}</ref> For example, the FAF for the VOR+DME approach to Runway 10 at [[Alicante–Elche Miguel Hernández Airport|Alicante Airport]] is at 3600 feet and 9.5nm from the Alicante [[VHF omnidirectional range|VOR/DME]] ("ATE") - whereas the FAP for the ILS approach to Runway 10 at the same airport is at 3300 feet and 9.5nm from the [[Instrument landing system|ILS/DME]].<ref>{{Cite web |title=Spanish AIP - AIP España |url=https://aip.enaire.es/AIP/#AD}}</ref>

Pragmatically, in an aviation world becoming less reliant on traditional navigational aid beacons, the FAF and FAP have come to be known as the same thing - accordingly, [[Approach plate|approach plates]] tend to mark the FAF/FAP with same symbol, typically with a cross symbol such as [[maltese cross]] or [[cross potent]].

For example, in the United States, the final approach fix is marked on a NACO IAP by a lightning bolt symbol and on a Jeppesen terminal chart by the end of the glide slope path symbol. It is the point in space where the final approach segment begins on an instrument approach. The final approach point is a point on a non-precision approach and is marked by a [[maltese cross]] symbol. In the United States, where the approach navigation aid is on the field and there is no symbol depicted, the final approach point is "where the aircraft is established inbound on the final approach course from the procedure turn and where the final approach descent may be commenced".<ref>{{cite web| url = https://www.faa.gov/air_traffic/publications/atpubs/pcg_html/glossary-f.html#$FINAL%20APPROACH%20POINT | title= Pilot/Controller Glossary. "F". | publisher=[[FAA]] | date=2013-03-07 | access-date=2013-04-25}}</ref>

==See also==
*[[Index of aviation articles]]

==References==
{{reflist}}

==External links==
*{{Commonscat-inline|Aircraft on final approach}}

{{Flight phases}}

[[Category:Flight phases]]
[[Category:Types of final approach (aviation)|*]]

Final approach - Revision history

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wikipedia>Chrisahn: /* top */ Copied from Airfield traffic pattern#Layout: The last section of the final approach is sometimes referred to as short final. Bold "short final" because it's a redirect target.