The first time most student pilots see a full FAA instrument approach plate, the reaction is the same: a wall of numbers, abbreviations, and overlapping lines that seems to require a decoder ring to understand. The good news is there is a completely logical order to every plate, and once you learn that order you can brief any approach in any aircraft at any airport in the United States using exactly the same mental checklist.

In this guide we will walk through the KTTA ILS Y RWY 3 approach at Raleigh Executive Jetport at Sanford-Lee County Airport (Sanford, NC) section by section, bottom to top and top to bottom, the same way your instrument instructor and the AIM expect you to brief it before every IFR flight.

Reminder: All information here is for training and educational purposes only. Never use this guide as a substitute for current, official FAA-approved approach charts during actual flight operations.

The Five Zones of Any Approach Plate

Before diving into KTTA specifics, understand that every FAA approach plate is organized into five predictable zones. Learning to recognize them instantly is the first step to fast, accurate briefings.

  1. Briefing Strip — The top section. Contains communications, identifiers, and the missed approach in plain language.
  2. Plan View — The overhead map showing fixes, courses, and the overall arrival geometry.
  3. Profile View — A side-on cross-section of the approach showing altitudes, the glide slope, and step-down fixes.
  4. Minimums Section — The rows of numbers that tell you your decision altitude (or MDA) and required visibility for each aircraft category.
  5. Airport Diagram — A small inset showing runway layout, lighting, and key field data.

A reliable briefing mnemonic many instrument students use is ATIS, Avoidance, Approach, Altitude, Missed, Lighting — working through the plate from top to bottom. With that frame in mind, let us go zone by zone.

Zone 1: The Briefing Strip

The briefing strip runs across the very top of the plate. On the KTTA ILS Y RWY 3, you will find the following items reading left to right:

  • Airport Identifier and Name: KTTA — Raleigh Executive Jetport at Sanford-Lee County Airport, Sanford, NC. The "Y" suffix tells you this is one of two ILS approaches to RWY 3. There is also an ILS Z, and the two are nearly identical on final but differ in their arrival routes and the type of terminal area protection they provide.
  • Communications: The strip lists frequencies in the order you will use them — ATIS, approach control (Raleigh Approach on 124.0), tower (CTAF 122.8 at KTTA, which is uncontrolled), and ground. Always copy these before you start flying the approach.
  • Navigation Identifier: The ILS localizer identifier is IKTOW on 109.7 MHz. You should tune and identify this frequency before you reach the IAF. Listen for the Morse code ident to confirm you have the right navaid.
  • Missed Approach in Plain Language: The strip spells out the missed approach procedure so you can brief it verbally without decoding the plan view symbol. For the KTTA ILS Y RWY 3, the missed approach reads: "Climb to 1500 then climbing right turn to 3000 direct IKTOW and hold."
  • ANA Note: You will see the notation ANA on the KTTA ILS plates. This stands for Alternate Minimums Not Authorized. It means KTTA cannot be used as an IFR alternate airport when this approach is the only available precision approach — in this case because the ILS is not remotely monitored. If you need to file an alternate, plan accordingly.

Zone 2: The Plan View

The plan view is the large diagram in the center of the plate. Think of it as a GPS moving-map freeze-frame of the approach from directly above. On the KTTA ILS Y RWY 3 you will find:

  • IKTOW — This is the final approach fix (FAF) and also serves as the intermediate fix. It is located on the localizer course, approximately 5.0 NM from the runway threshold on the 032 degree inbound course. The ILS glide slope intercepts here at 1,940 feet MSL.
  • LIB VORTAC (Liberty) — One of two published initial approach fixes (IAFs) for the "Y" approach. The LIB transition brings you in from the southwest on a published course and MEA to IKTOW.
  • RDU VOR (Raleigh-Durham) — The second arrival option, located approximately 23 NM northeast. RDU also serves as the basis for the Minimum Safe Altitude (MSA) circle you see on the ILS Z version of this approach. The 25 NM radius of the MSA circle means a significant portion of the approach environment falls outside MSA protection — worth noting during your chart review.
  • TAA (Terminal Arrival Area): The ILS Y uses a TAA instead of an MSA. The TAA is based on IKTOW and extends 30 NM, providing broader coverage around the airport for the "Y" routing. TAA sectors are depicted as pie-shaped segments with associated minimum altitudes.
  • The Localizer Course: A thick line extending from the runway outward through IKTOW shows the 032 degree inbound course. The feather symbol on the final approach course points toward the missed approach point.
  • Obstacles and Terrain: The plan view uses elevation tinting and obstacle symbols to alert you to the highest terrain in the area. Know the maximum elevation figure (MEF) for each quadrant as part of your situational awareness during the approach.

Zone 3: The Profile View

Directly below the plan view is the profile — the side-on cross section of the approach. This is where altitude management becomes concrete. Read it left to right, following the aircraft from the IAF to the runway.

  • Glide Slope Intercept at IKTOW: Cross IKTOW at or above 1,940 feet MSL. The glide slope (GS) angle is 3.00 degrees, which is standard. At this point the needle should be centered and you should be established before descending further.
  • Glide Slope Descent: From IKTOW inbound, follow the glide slope down. The profile view shows checkpoints — at approximately 2.5 NM from the threshold you should be around 1,100 feet. These cross-checks confirm your glide slope receiver is working correctly. If your indicated altitude differs significantly from the published checkpoint, execute a missed approach.
  • Decision Altitude (DA): For an ILS, you descend to the DA and at that exact point make the land or miss decision. You do not level off — you are either landing or climbing immediately. The DA for the KTTA ILS Y RWY 3 for Category A and B aircraft is 490 feet MSL, which equates to a Height Above Touchdown (HAT) of 250 feet. (TDZE is 240 feet MSL.)
  • Missed Approach Point (MAP): On an ILS, the MAP is at the DA. There is no separate MAP symbol in the profile view as there would be on a non-precision approach. Reaching the DA without the required visual references means you immediately execute the published missed approach.

Zone 4: The Minimums Section

The minimums section is four rows of numbers organized by aircraft category (A, B, C, D) and approach type. Here is how to read it:

Aircraft Categories by Speed

  • Category A: Approach speed less than 91 knots (most single-engine trainers)
  • Category B: 91 to 120 knots
  • Category C: 121 to 140 knots (most regional jets)
  • Category D: 141 to 165 knots (large aircraft)

Precision vs. Non-Precision Rows

On the KTTA ILS Y RWY 3, the minimums section includes:

  • ILS Row (S-ILS 3): This is the full ILS with glide slope. For Cat A/B, DA is 490 feet MSL / HAT 250 feet, with visibility of RVR 2400 (approximately one-half statute mile). This is the lowest minimum available and requires both the localizer and glide slope to be operational and received.
  • LOC Row (S-LOC 3): If the glide slope fails or is not received, you revert to localizer-only minimums. The MDA rises to around 660 feet MSL with 1 statute mile visibility for Cat A. You level off at the MDA and look for the runway — you cannot continue descending until you have visual contact with the runway environment.
  • Circling Minimums: The bottom rows apply if you arrive on the ILS but need to circle to land on RWY 21. Circle MDA for Cat A is typically 940 feet MSL with 1 statute mile visibility. Circling adds significant risk and workload at night or in marginal conditions.

Visibility: RVR vs. Statute Miles

Runway Visual Range (RVR) is reported in feet and measured electronically at the runway. 2400 RVR is roughly equal to one-half statute mile. When RVR equipment is inoperative, a conversion table on the plate or in the AIM translates RVR to statute miles. Know this conversion before you fly IFR into low-visibility conditions.

Zone 5: The Airport Diagram and Lighting Notes

The small inset diagram in the lower corner of the plate is easy to overlook but contains critical information, especially at night or in low visibility.

  • Runway 3/21: 6,500 feet long, 100 feet wide, asphalt. Runway 3 is designated the calm-wind runway at KTTA, meaning ATC will prefer it when wind conditions are light and variable.
  • MALSR (Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights): Installed on RWY 3. This is the light bar extending from the threshold out toward you on approach — it is what you are looking for when you break out of the clouds near the DA. MALSR counts as an approach light system, which legally allows you to descend from the DA to 100 feet above the TDZE as long as the lights remain in sight.
  • PAPI (Precision Approach Path Indicator): On both RWY 3 and RWY 21, on continuously. Four lights — two white and two red means on glidepath; all white means high; all red means dangerously low. Cross-check PAPI against your glide slope needle during the visual segment of the approach.
  • HIRL (High Intensity Runway Lights): On RWY 3/21. Activated via CTAF (122.8 MHz) by clicking the microphone 7 times within 5 seconds for high intensity. At an uncontrolled airport like KTTA, you are responsible for activating your own lighting.
  • REIL (Runway End Identifier Lights): On RWY 21. These are strobe lights flanking the threshold that help you locate the landing end of the runway quickly in low visibility — particularly useful when circling to 21.
  • TDZE (Touchdown Zone Elevation): 240 feet MSL for RWY 3. This is used to calculate HAT (Height Above Touchdown), which tells you how many feet above the ground your DA actually puts you.

Quick Reference: Common Approach Plate Abbreviations

  • IAF — Initial Approach Fix: where the approach officially begins
  • IF — Intermediate Fix: transition between arrival and final segments
  • FAF — Final Approach Fix: begin final descent on non-precision; glide slope intercept on precision
  • MAP — Missed Approach Point: latest point to execute missed approach
  • DA — Decision Altitude: ILS/LPV minimum altitude; land or miss decision made here
  • MDA — Minimum Descent Altitude: non-precision minimum; level off and search visually
  • HAT — Height Above Touchdown: DA or MDA expressed in feet AGL at the touchdown zone
  • TDZE — Touchdown Zone Elevation: elevation of the first 3,000 feet of the runway
  • RVR — Runway Visual Range: electronic visibility measurement in feet
  • MSA — Minimum Safe Altitude: emergency obstruction clearance within 25 NM of a fix
  • TAA — Terminal Arrival Area: RNAV-style protected zone around a waypoint, up to 30 NM
  • VDP — Visual Descent Point: recommended start of visual descent on non-precision approach
  • ANA — Alternate Minimums Not Authorized: airport cannot serve as IFR alternate
  • ALS — Approach Lighting System: generic term covering MALSR, ALSF, ODALS, etc.
  • PAPI — Precision Approach Path Indicator: visual glidepath light system
  • CTAF — Common Traffic Advisory Frequency: used at uncontrolled airports for self-announce

Study Tips for IFR Students

Reading about approach plates is useful; drilling them until briefing becomes automatic is essential. Here are four habits that accelerate proficiency:

  1. Pull the plate before every simulator session. Even if your instructor is going to set up the approach for you, do your own full briefing first — out loud. Verbalizing every element builds the habit that will protect you in actual IMC.
  2. Use SkyVector for free plate access. Navigate to skyvector.com, search KTTA, and you can view every current published approach plate for the airport. Compare the ILS Y and ILS Z side by side to understand exactly where they diverge.
  3. Chair-fly the missed approach. Sit in a chair, close your eyes, and talk yourself through reaching the DA, not seeing the runway, and executing the missed approach. Visualize the power-up, pitch attitude, gear retraction if applicable, and the first heading or turn. Missed approaches fail because pilots are surprised. Remove the surprise.
  4. Know your aircraft category. Many students default to Category A without actually computing their approach speed. Your category is based on 1.3 times your stall speed in the landing configuration (Vso). Confirm it once; brief it every time.

Conclusion

The KTTA ILS Y RWY 3 is an excellent teaching plate precisely because it includes two published arrival routes, a TAA, an ANA notation, CTAF-activated lighting, and a published LOC-only alternative — nearly every concept an IFR student will encounter in training appears somewhere on this one chart.

Work through it until every section feels familiar. Then pull the plate for your home airport and brief it the same way. After a dozen repetitions, what once looked like a wall of data will feel like a conversation — the approach plate telling you exactly what it needs you to know before you descend into the clouds.

Fly the plate. Brief the plate. Trust the plate.