You opened Navigraph for the first time, pulled up the chart for your destination airport, and it looks like someone threw a bowl of spaghetti at a page of hieroglyphics. Lines going everywhere. Numbers with plus signs and minus signs and little underlines. Abbreviations that mean nothing. A weird profile view at the bottom that looks vaguely like a ski slope. You closed it and just followed the magenta line on the GPS instead.
That works right up until it doesn't. The moment you fly IFR in anything more complex than a Cessna 172 with ForeFlight doing everything for you, or the moment you log onto VATSIM and a controller tells you to "expect the ILS 27L, BIGGY transition," you need to know what the chart is telling you. There is no faking this.
The good news: approach plates and charts follow a rigid, standardised format. Once you learn the layout and the symbology, every chart in the world reads the same way. You are not learning a thousand charts. You are learning one system, and then applying it everywhere.
This guide covers every type of chart you will encounter as a flight simmer, from airport diagrams to SIDs to STARs to the full approach plate. By the end of it, you should be able to open any Jeppesen or FAA chart in Navigraph and actually understand what you are looking at.
Affiliate disclosure: This guide contains affiliate links. If you purchase through these links, SimTuts earns a small commission at no extra cost to you. We only recommend products we genuinely believe improve the flight sim experience.
Prefer to learn by doing? Our free approach plate quiz tests you on real FAA and UK AIP plates — decision altitudes, frequencies, missed approaches — as you work through this guide.
Why Charts Matter for Simmers
If you only fly VFR — following rivers and highways in a Cessna at 3,000 feet — you can get by without charts. You look out the window, you see the airport, you land. That is fine.
But the second you start flying IFR (Instrument Flight Rules), charts become your primary reference. You cannot see the ground. You cannot see the airport until you are a few hundred feet above it, if then. Everything you do — your departure, your climb, your route, your descent, your approach, your missed approach — is defined on a chart. The chart is the contract between you and air traffic control. It tells you exactly where to go, at what altitude, at what speed, and what to do if things go wrong.
On VATSIM, controllers assume you can read charts. They will clear you for a SID by name, assign you a STAR, and tell you to expect a specific approach. If you cannot read the chart, you cannot comply with the clearance. You will hold up traffic, get confused on frequency, and generally have a bad time.
Even flying offline in MSFS 2024, understanding charts transforms your flying from "follow the magenta line" to actually knowing what you are doing and why. The FMC programs the route. The chart tells you what the route means.
Types of Charts You Will Encounter
There are five main types of charts, and they cover the entire lifecycle of an IFR flight:
| Chart Type | When You Use It | What It Shows |
|---|---|---|
| Airport Diagram | Taxi out and taxi in | Runway layout, taxiways, gates, hot spots |
| SID (Standard Instrument Departure) | After takeoff through the climb | Departure route, altitude restrictions, speed limits |
| Enroute Chart | During cruise | Airways, navaids, waypoints, MEAs |
| STAR (Standard Terminal Arrival Route) | During descent into the terminal area | Arrival route, altitude/speed windows |
| Approach Plate | Final approach to landing | Approach path, glideslope, minimums, missed approach |
You will use the approach plate more than any other chart. But they all matter, and each one feeds into the next. Your SID gets you from the runway to the enroute structure. Your enroute chart gets you across the country. Your STAR gets you from cruise altitude down to the approach. And the approach plate gets you onto the runway.
Let's go through each one.
Reading an Airport Diagram
The airport diagram is the simplest chart, and the one you will reference constantly. Every time you taxi, you should have this open.
What It Shows
The airport diagram is a top-down view of the airport surface. It shows:
- Runways — their numbers, lengths, widths, and surface types
- Taxiways — labelled with letters and numbers
- Aprons and gates — where you park
- Hot spots — areas with a history of runway incursions or confusion
- Hold short lines — where you must stop and wait for clearance
- Airport elevation — the official field elevation in feet MSL
Runway Numbers
Runway numbers are based on the magnetic heading of the runway, rounded to the nearest 10 degrees, with the last zero dropped. So a runway oriented at 269 degrees magnetic becomes Runway 27. The opposite end of the same strip of pavement is Runway 09 (089 degrees — the reciprocal heading, 180 degrees apart).
If an airport has parallel runways, they get L (Left), C (Centre), and R (Right) suffixes. EGLL Heathrow has 09L/27R and 09R/27L. KJFK has 04L/22R, 04R/22L, 13L/31R, and 13R/31L.
This matters because ATC will assign you a specific runway, and you need to find it on the diagram. "Taxi to Runway 27L via Alpha, hold short of 27R" means something very specific, and the diagram tells you exactly where to go.
Taxiway Naming
Taxiways are labelled with letters (Alpha, Bravo, Charlie) and sometimes numbers (A1, A2, A3 for sub-segments of Taxiway Alpha). The convention varies by airport, but the labels are always printed on the diagram and on the taxiway signs in the sim.
A few patterns are common:
- Taxiways running parallel to the main runway are often the early letters (A, B)
- Taxiways connecting to runway entry/exit points often have numbers (B1, B2)
- Inner taxiways at large airports may use later letters or double letters (AA, BB)
Hot Spots
Hot spots are circled areas on the diagram — usually marked with HS1, HS2, etc. — where pilots have historically made mistakes. These are complex intersections, confusing geometry, or places where runway and taxiway markings are easy to misread. In the real world, they matter enormously. In the sim, they tell you "pay extra attention here."
Practical Example: KJFK
Pull up the KJFK airport diagram in Navigraph. You will see four runways arranged in two pairs, with an extensive taxiway network connecting four terminals.
The key things to notice:
- Runway layout — 04L/22R and 04R/22L run northeast/southwest. 13L/31R and 13R/31L run roughly southeast/northwest. The two pairs cross each other.
- Taxiway Alpha runs parallel to Runway 13L/31R
- Terminal areas — the terminals are clustered in the centre of the airport
- Hot spots — the diagram marks HS 1 in the congested central terminal area near the control tower, where the taxiway layout around the terminals and Runway 13L/31R is easy to misread
When ATC tells you "Taxi to Runway 31R via Bravo, Juliet, hold short Runway 04L," you trace the route on the diagram: find your gate, find Taxiway Bravo, follow it to Juliet, and note that you will cross Runway 04L (where you must stop and wait for explicit crossing clearance).
Reading a SID Chart
What a SID Is
A SID — Standard Instrument Departure — is a published departure route that gets you from the runway to the enroute structure. It exists for two reasons: noise abatement (keeping aircraft away from populated areas) and traffic management (keeping departures separated and sequenced).
Without SIDs, every departure would need individual radar vectors from ATC, which is inefficient and error-prone at busy airports. Instead, the SID defines a precise path with altitude restrictions and speed limits, and the pilot follows it. ATC just clears you for the SID by name.
Anatomy of a SID Chart
A SID chart has several key elements:
The Header contains:
- The SID name (e.g., "BUZAD TWO DEPARTURE" or "BUZAD2A")
- The airport it serves
- Effective date
- Applicable runways — not every SID works from every runway
The Plan View (the main part of the chart) shows:
- The departure route as a thick line with waypoints
- Bearing/distance information between waypoints
- Altitude restrictions at specific waypoints
- Speed restrictions where applicable
- The transition routes that connect the SID to different enroute airways
The Textual Description provides the route in words, usually at the bottom or side of the chart. This is the backup to the graphical depiction and is what gets programmed into your FMC.
Altitude Restrictions on SIDs
This is where simmers most often get confused. SID charts use specific notation for altitude restrictions, and getting them wrong means busting an altitude — which on VATSIM gets you a violation and in real life gets people killed.
There are four types of altitude restrictions:
| Notation | Meaning | Example | What You Do |
|---|---|---|---|
| 5000 (underline on top) | At or above | 5000 with a line above | Cross the fix at 5,000 ft or higher |
| 5000 (underline on bottom) | At or below | 5000 with a line below | Cross the fix at 5,000 ft or lower |
| 5000 (both underlines) | At exactly | 5000 with lines above and below | Cross the fix at exactly 5,000 ft |
| 7000 over 5000 | Between | 7000 on top, 5000 on bottom | Cross between 5,000 and 7,000 ft |
On Jeppesen charts (what you see in Navigraph), these altitude restrictions appear next to the waypoint with specific symbology:
- A number with a line above it means "at or above"
- A number with a line below it means "at or below"
- A number with lines both above and below means "at exactly"
- Two numbers stacked means "between" (higher number on top)
On FAA charts, you will see the same information but presented differently — the altitude is shown next to the fix, sometimes with text like "cross FIXNAME at or above 5000."
Speed Restrictions
Some SIDs include speed restrictions, shown in knots indicated airspeed (KIAS). These are typically associated with specific waypoints, just like altitude restrictions. A common one is 250 KIAS below 10,000 feet, which is a regulatory limit in most airspaces, but SIDs can impose additional restrictions — say 210 KIAS until a certain fix, to keep traffic separated.
In your FMC, speed restrictions from the SID are usually loaded automatically when you select the departure. Check them on the LEGS page — they should be there.
Transitions
Most SIDs end at a common point and then branch into multiple transitions. The core SID gets you away from the airport on a defined path. The transition then connects that path to a specific enroute waypoint or airway.
For example, the SID might end at waypoint BUZAD, and from there you can take the BUZAD transition (direct to an airway) or the DOVER transition (which routes you via DOVER VOR before joining your airway). ATC will specify which transition you should use as part of your clearance.
On the chart, the main SID route is drawn as a thick solid line, and the transitions branch off from the common endpoint, each labelled with the transition name and the fixes along the way.
How to Match the SID to Your FMC
When you select a SID in your FMC or MCDU:
- Select the departure runway
- Select the SID by name
- Select the transition
The FMC will load the waypoints, altitude restrictions, and speed restrictions automatically. Your job is to cross-reference the FMC's LEGS page against the chart to verify that:
- The waypoints match and are in the correct order
- The altitude restrictions are loaded correctly
- The speed restrictions are present
- The transition connects to your first enroute waypoint
Do not trust the FMC blindly. MSFS nav databases occasionally have errors, especially for newly published procedures. The chart is the authority.
Practical Example: EGLL Heathrow SID
Consider a departure from Heathrow Runway 27L. A commonly assigned SID might be the MAXIT 1G departure. On the chart, you would see:
- After takeoff from 27L, climb straight ahead
- At a specific point (often defined by DME distance), turn to a heading or track toward the first waypoint
- Pass through a series of waypoints with altitude restrictions — for example, "cross MAXIT at 6,000 feet"
- Speed restrictions keeping you at 250 knots or below through the terminal area
- A transition point where the SID connects to the enroute structure
You program all of this into the MCDU: select Runway 27L, select the MAXIT 1G departure, select your transition. Then verify the LEGS page matches what the chart shows.
Reading a STAR Chart
What a STAR Is
A STAR — Standard Terminal Arrival Route — is the mirror image of a SID. Where the SID gets you from the runway to the enroute structure, the STAR gets you from the enroute structure down to the approach. It defines a route with altitude and speed restrictions that sequence you into the terminal area.
STARs exist for the same reasons as SIDs: traffic management and standardisation. At a busy airport, dozens of aircraft need to descend from different directions and altitudes, merge into a sequence, and arrive at the approach in the right order. The STAR is the funnel that makes this work.
Anatomy of a STAR Chart
The layout mirrors the SID chart:
The Header shows the STAR name, the airport, effective date, and the runways it serves.
The Plan View shows the arrival route with waypoints, altitude restrictions, speed restrictions, and transitions. The transitions work in reverse from SIDs — they are the entry points into the STAR from different enroute directions.
The Textual Description provides the step-by-step route.
"Descend Via" Clearances
This is the critical concept for STARs, and the one that trips up simmers the most.
When ATC clears you to "descend via the STAR," it means you are responsible for meeting all altitude and speed restrictions published on the STAR. You do not get individual altitude clearances for each fix. ATC has given you one clearance that encompasses the entire descent profile.
This is fundamentally different from a simple "descend to FL240" clearance, where you just descend to that altitude. "Descend via" means: follow the STAR, cross each fix at the published altitude (or within the published window), and comply with all speed restrictions.
If the STAR says "cross FIXNAME at FL240" and then "cross NEXTFIX at or above FL180," you need to plan your descent so that you make both restrictions. This is where descent planning and energy management become critical — but that is a topic for another guide.
Altitude and Speed Windows on STARs
STARs use the same altitude restriction notation as SIDs (at, at or above, at or below, between). But STARs also commonly use speed restrictions paired with altitude restrictions. You might see:
- Cross BREST at FL150, 250 KIAS
- Cross NETLY at or above 8,000, 210 KIAS
The speed restriction is just as mandatory as the altitude restriction. If you arrive at a fix at the right altitude but 40 knots too fast, you have busted the restriction.
Most modern FMCs handle this well when the STAR is loaded correctly — the speed/altitude pairs show up on the LEGS page, and the VNAV path is calculated to meet them all. But you should always cross-check the FMC against the chart. Your FMC might show "FL150A" next to a fix (meaning at or above FL150), and the chart should confirm that.
Transitions on STARs
STAR transitions are the entry points. If you are arriving from the north, you might use one transition. Arriving from the south, a different one. Each transition is a series of waypoints that connect your last enroute fix to the beginning of the common STAR route.
ATC will tell you which STAR and which transition to expect as part of your arrival clearance, usually well before top of descent. Something like: "Expect the LENDY EIGHT arrival, LVZ transition."
How STARs Connect to Approaches
The STAR ends at or near the initial approach fix (IAF) or at a point where ATC can vector you to the approach. Some STARs dump you at a fix where you are expected to fly the published approach transition. Others end at a point where ATC will give you radar vectors to final.
Understanding this connection is important because it tells you when the STAR ends and when the approach begins. On the chart, you will often see a note like "expect vectors to final approach course" or a line connecting to the IAF of a specific approach.
Practical Example: Arriving into KJFK
Imagine you are flying into JFK from the west. ATC clears you for the LENDY EIGHT arrival via the LVZ (Wilkes-Barre) transition.
On the chart, you would see:
- The transition begins over the LVZ (Wilkes-Barre) VORTAC in Pennsylvania
- It routes you through a series of waypoints — JENNO, HARTY, STW, then LENDY — descending you from cruise altitude down through the teens
- The common STAR route picks up where the transition ends
- The arrival tells you to expect FL190 and 250 knots, slowing further as you approach the New York terminal area
- The STAR ends near LGA, where you can expect radar vectors to the final approach course
In your FMC, you select the LENDY EIGHT arrival, select the LVZ transition, and verify the LEGS page. Each fix should show the correct altitude and speed restriction matching the chart.
Reading an Approach Plate — The Big One
The approach plate is the most information-dense chart you will encounter. It packs everything you need to fly from the terminal area to the runway into a single page. Learning to read it quickly and accurately is the most important chart-reading skill you can develop.
Every approach plate, regardless of the approach type or the chart provider, follows the same basic structure. Learn the structure once, and you can read any approach plate in the world.
The Briefing Strip (Top of the Chart)
The briefing strip runs across the top of the approach plate and contains the most critical reference information. You will brief this before you start the approach, and you will reference it constantly during the approach. It includes:
Airport identification — the ICAO code and airport name.
Approach type and runway — for example, "ILS or LOC Rwy 27L" or "RNAV (GPS) Rwy 04R." This tells you exactly which approach you are looking at. Be careful — a busy airport might have five or six different approaches to the same runway.
Final approach course — the magnetic bearing of the final approach course. For an ILS to Runway 27L, this would be approximately 269 degrees (matching the runway heading). This is the course you set on your CDI or HSI.
Frequency — for an ILS or LOC approach, this is the localizer frequency. For a VOR approach, the VOR frequency. For an RNAV approach, there is no frequency (GPS-based).
Airport elevation — the official field elevation in feet MSL.
Touchdown zone elevation (TDZE) — the elevation of the touchdown zone for the landing runway, also in feet MSL. This is different from the airport elevation if the runway is not perfectly flat. The TDZE is what you use to calculate your height above the runway.
Missed approach instructions — a brief text description of what to do if you cannot land. Something like "Climb to 2000, direct BREST, hold." This is the backup plan if you reach your decision altitude and cannot see the runway.
The Plan View (Top-Down View)
The plan view is the main graphical portion of the approach plate. It shows the approach from above — a bird's-eye view of the approach path, the surrounding airspace, and the terrain.
Key elements in the plan view:
The approach course is drawn as a thick line (solid for the final approach course, dashed for intermediate segments). This is the path you fly.
Waypoints and fixes are marked along the course. The most important ones are:
| Fix | Full Name | What It Means |
|---|---|---|
| IAF | Initial Approach Fix | Where the approach begins. You must be at this fix, at the right altitude, before you start the approach. |
| IF | Intermediate Fix | The transition between the initial segment and the final approach. |
| FAF | Final Approach Fix | Where the final descent begins. On an ILS, this is the glideslope intercept point. On a non-precision approach, this is where you start descending from platform altitude to MDA. |
| MAP | Missed Approach Point | Where you must decide: land or go around. If you cannot see the runway at this point, you execute the missed approach. |
The MSA circle (Minimum Safe Altitude) is shown somewhere on the plan view — usually in a corner. It is a circle divided into sectors, centred on a navaid or waypoint, showing the minimum altitude that provides 1,000 feet of obstacle clearance within 25 NM. This is your emergency reference — if everything goes wrong, climbing to the MSA keeps you clear of terrain.
Terrain and obstacles are depicted with spot elevations, obstacle symbols (little triangles with dots), and sometimes shading for higher terrain. The highest obstacle in the approach area is usually called out prominently.
Holding patterns may be depicted at certain fixes, showing the racetrack pattern for holding if ATC puts you in a hold before the approach.
Course reversal procedures — some approaches require a procedure turn or a hold-in-lieu-of-procedure-turn to get you aligned with the final approach course if you are arriving from the wrong direction.
The Profile View (Side View)
The profile view sits below the plan view and shows the approach from the side — as if you were watching the aircraft's descent from a distance. This is where the vertical path is defined.
For an ILS or precision approach, the profile view shows:
- The glideslope angle (typically 3.0 degrees)
- The glideslope intercept altitude at the FAF
- The decision altitude (DA) — the altitude at which you must decide to land or go around
- The altitude at the outer marker or other fixes along the final approach
- The touchdown zone elevation
For a non-precision approach (LOC only, VOR, RNAV LNAV), the profile view shows:
- A stairstep descent or a continuous descent path
- The altitude at the FAF (where you begin your descent)
- The MDA (Minimum Descent Altitude) — the lowest you can descend before seeing the runway
- The Visual Descent Point (VDP) — a calculated point where, if you have the runway in sight, you can descend from MDA to the runway on a normal glidepath
The profile view also shows altitude restrictions at intermediate fixes. You might see something like "cross FIXNAME at 3,000" before the FAF, establishing a platform altitude from which you begin the final descent.
Altitude callouts in the profile view typically show:
- Altitude at the FAF (e.g., "1,800" or "GS 1,800")
- Height above TDZE at the FAF (shown in parentheses)
- Decision altitude or MDA
- Height above TDZE at DA/MDA (shown in parentheses)
- Threshold crossing height (TCH) — usually 50-55 feet for an ILS
The Minimums Section
The minimums section sits at the bottom of the approach plate and is one of the most important parts. It tells you how low you can go and what visibility you need.
The minimums are usually presented in a table format, broken out by:
Approach category — based on the aircraft's approach speed (Vref):
| Category | Speed Range | Typical Aircraft |
|---|---|---|
| A | <91 KIAS | Cessna 172, Beechcraft Baron |
| B | 91-120 KIAS | Turboprops, King Air |
| C | 121-140 KIAS | Boeing 737, Airbus A320 |
| D | 141-165 KIAS | Boeing 777, Airbus A330 |
| E | 166 KIAS or more | Military, some high-speed jets |
Straight-in vs. circling — straight-in minimums apply when you land on the runway the approach is designed for. Circling minimums apply when you use the approach to get low and then circle to land on a different runway. Circling minimums are always higher.
The numbers themselves:
For a precision approach (ILS), you will see:
- DA (Decision Altitude) — e.g., "DA 427" means your decision altitude is 427 feet MSL
- HAT (Height Above Touchdown) — in parentheses, e.g., "(200)" means 200 feet above the touchdown zone
- Visibility — in statute miles or metres/RVR, e.g., "1/2" for half a mile, or "RVR 2400" for 2,400 feet
For a non-precision approach (LOC, VOR, RNAV LNAV), you will see:
- MDA (Minimum Descent Altitude) — e.g., "MDA 680"
- HAT — e.g., "(453)"
- Visibility — same format as above
The critical difference between DA and MDA:
DA (Decision Altitude) is used on precision approaches (ILS, RNAV LPV, RNAV LNAV/VNAV). When you reach DA, you make a decision: if you can see the runway environment (approach lights, runway threshold, runway markings), you continue to land. If you cannot see it, you immediately execute the missed approach. You do not level off at DA. You are still descending when you reach it, and you either continue the descent to land or you climb for the missed approach. It is a decision point, not a levelling-off point.
MDA (Minimum Descent Altitude) is used on non-precision approaches (LOC, VOR, RNAV LNAV). When you reach MDA, you level off and maintain that altitude while continuing toward the missed approach point. If you see the runway before the MAP, you descend to land. If you reach the MAP without seeing the runway, you execute the missed approach. Unlike DA, you do level off at MDA and can fly along at that altitude for some distance.
This distinction matters enormously in practice. A DA approach is more demanding (you are still descending when you make the decision) but generally gets you lower. An MDA approach gives you more time to look for the runway but with higher minimums.
Different Approach Types and Their Minimums
Not all approaches are created equal. Here is how the common types compare:
| Approach Type | Guidance | Typical DA/MDA | Notes |
|---|---|---|---|
| ILS | Localizer + Glideslope | DA 200 ft HAT | The gold standard. Lateral and vertical guidance. |
| LOC | Localizer only | MDA 400-600 ft HAT | Same lateral guidance as ILS but no glideslope. Non-precision. |
| RNAV (GPS) LPV | GPS with WAAS/SBAS | DA 200-250 ft HAT | GPS-based but near-ILS precision. Very common in MSFS. |
| RNAV LNAV/VNAV | GPS lateral + barometric vertical | DA 300-400 ft HAT | Advisory vertical guidance, better than LNAV alone. |
| RNAV LNAV | GPS lateral only | MDA 400-600 ft HAT | Lateral guidance only, no vertical path. Step down or CDFA. |
| VOR | VOR radial | MDA 500-800 ft HAT | Older technology, less precise. Being phased out at many airports. |
In MSFS 2024, you will mostly fly ILS and RNAV approaches. VOR approaches still exist but are less common at major airports. The sim supports all of these, and the approach plate format is the same regardless of type — only the specific data changes.
Practical Example: Walking Through an ILS Approach Plate
Let's walk through an ILS approach plate step by step. We will use the ILS Runway 27L at EGLL Heathrow as our example, since it is one of the most-flown approaches in the sim world.
Step 1: Briefing strip
At the top of the plate, you find:
- Airport: EGLL — London Heathrow
- Approach: ILS Rwy 27L
- Localizer frequency: 109.50 (ILL)
- Final approach course: 269 degrees
- Airport elevation: 83 feet MSL
- THR elevation: 77 feet
Step 2: Missed approach procedure
Also noted prominently: "Climb to 2,000 feet, straight ahead until passing 1,080 feet or I-LL DME zero inbound, whichever is later, then turn left onto track 147; when established and passing LON DME 6, climb to 3,000 and continue as directed by ATC." You need to have this memorised or immediately accessible. If you reach DA and cannot see the runway, this is what you fly. Programme the missed approach into your FMC before you start the approach.
Step 3: Plan view
Looking at the plan view, you trace the approach course:
- The approach begins at an IAF (or you are vectored onto the intermediate segment)
- The intermediate segment leads to the final approach course at 269 degrees
- The FAF is marked — this is where you should intercept the glideslope
- The MAP is at or near the runway threshold
- The MSA circle shows minimum safe altitudes around the airport (around 2,100 to 2,200 feet, centred on the London VOR)
Step 4: Profile view
The profile view shows:
- Glideslope angle: 3.0 degrees
- Altitude at the glidepath intercept: approximately 2,500 feet
- DA: 277 feet MSL (200 feet above the threshold)
- RDH/TCH (Threshold Crossing Height): 56 feet
This tells you: intercept the glideslope at around 2,500 feet, descend at 3 degrees, and at 277 feet MSL (which is 200 feet above the runway) you must be able to see the runway or go around.
Step 5: Minimums
The minimums box shows:
- Category C (your A320 or 737): DA 277 (200), visibility 550m RVR
- This means: at 277 feet MSL (200 feet above the threshold elevation of 77 feet), you need 550 metres of runway visual range to continue
Step 6: Flying it
With all of this briefed:
- You tune 109.50 on your NAV radio (or verify the FMC has done it)
- Set the course to 269 on your HSI
- You are vectored or navigate to intercept the localizer
- You arm the approach mode (APP on Boeing, APPR on Airbus)
- The localizer captures — the aircraft turns to track 269
- The glideslope captures at the FAF altitude — the aircraft begins descending
- You monitor altitude: passing 1,000 feet, 500 feet, approaching DA
- At 277 feet (DA), you look up — if you see approach lights, threshold, or runway markings, you continue. If not, go around.
That is the entire approach in one plate. Every number you need is there.
Common Chart Symbols and Abbreviations
Charts are dense with abbreviations. Here are the ones you will encounter most frequently:
Navigation and Approach Fixes
| Abbreviation | Meaning | Notes |
|---|---|---|
| IAF | Initial Approach Fix | Where the approach procedure begins |
| IF | Intermediate Fix | Transition between initial and final segments |
| FAF | Final Approach Fix | Where the final descent begins (Maltese cross on FAA charts) |
| MAP | Missed Approach Point | Decision point — land or go around |
| MAHF | Missed Approach Holding Fix | Where you hold after a missed approach |
| FAP | Final Approach Point | ILS glideslope intercept point (Jeppesen terminology) |
Altitudes and Elevations
| Abbreviation | Meaning | Notes |
|---|---|---|
| MSL | Mean Sea Level | The standard altitude reference |
| AGL | Above Ground Level | Height above the terrain directly below you |
| HAT | Height Above Touchdown | Height above the TDZE — what the minimums use |
| HAA | Height Above Airport | Used for circling minimums |
| TDZE | Touchdown Zone Elevation | Elevation of the touchdown zone |
| DA | Decision Altitude | Used on precision approaches (ILS, LPV) |
| DH | Decision Height | Same concept as DA but referenced to radio altimeter |
| MDA | Minimum Descent Altitude | Used on non-precision approaches |
| MSA | Minimum Safe Altitude | Emergency obstacle clearance within 25 NM |
| TAA | Terminal Arrival Altitude | Similar to MSA but sector-based for RNAV approaches |
| MEA | Minimum Enroute Altitude | Minimum altitude on an airway |
| MOCA | Minimum Obstacle Clearance Altitude | Minimum altitude for obstacle clearance (nav signal may not be guaranteed) |
Approach Types
| Abbreviation | Meaning |
|---|---|
| ILS | Instrument Landing System |
| LOC | Localizer (no glideslope) |
| LPV | Localizer Performance with Vertical Guidance (GPS) |
| LNAV | Lateral Navigation (GPS lateral only) |
| LNAV/VNAV | Lateral + Vertical Navigation (GPS + barometric) |
| VOR | VHF Omnidirectional Range |
| NDB | Non-Directional Beacon |
| RNAV | Area Navigation (GPS-based) |
| RNP | Required Navigation Performance (precision RNAV) |
Other Common Abbreviations
| Abbreviation | Meaning |
|---|---|
| RVR | Runway Visual Range (measured in feet or metres) |
| TCH | Threshold Crossing Height |
| GS | Glideslope (on profile views) |
| DME | Distance Measuring Equipment |
| NoPT | No Procedure Turn required |
| CDFA | Continuous Descent Final Approach |
| VDP | Visual Descent Point |
| CTL TWR | Control Tower frequency |
| ATIS | Automatic Terminal Information Service |
| Apt Elev | Airport Elevation |
| Rwy | Runway |
| Hdg | Heading |
| Brg | Bearing |
| Freq | Frequency |
Altitude Restriction Symbols (Visual Reference)
On approach plates and SID/STAR charts, altitude restrictions are shown with specific symbols that you need to recognise instantly:
| Symbol | Meaning | How to Fly It |
|---|---|---|
| Number with line above | At or above | Do not descend below this altitude at this fix |
| Number with line below | At or below | Do not climb above this altitude at this fix |
| Number with lines above and below | At exactly | Cross the fix at precisely this altitude |
| Two numbers stacked (higher over lower) | Between | Cross between the lower and upper limits |
| Number with no lines | Reference/advisory | Not a hard restriction, but recommended |
| Bold Maltese cross (FAA) | FAF | The final approach fix — where the final descent begins |
Jeppesen vs FAA/ICAO Charts
You will encounter charts from different providers, and while they contain the same information, the layout and symbology differ. Understanding which you are looking at prevents confusion.
Jeppesen Charts
Jeppesen is the dominant chart provider for commercial aviation worldwide and is what Navigraph uses. Key characteristics:
- Layout: Plan view at the top, profile view in the middle, minimums at the bottom
- Heading strip: Critical information across the top (frequency, course, elevation)
- Black background features: Terrain and obstacles use specific symbology with the highest obstacle prominently marked
- MSA: Shown in a circle, divided into sectors
- North arrow: May not point up — the chart is oriented to best show the approach, so the plan view might be rotated. Always check the north arrow
- Revision cycle: Updated every 28 days (AIRAC cycle). The effective date is on every chart
- Color coding: Uses colour to differentiate terrain heights, airways, and restricted areas
FAA Charts (AeroNav/NACO)
FAA charts are freely available for US airports and are what you see on sites like SkyVector and the FAA's own chart supplement. Key differences from Jeppesen:
- Layout: Plan view on top, profile view below, minimums at the bottom — similar structure but different styling
- Briefing information: Spread across the top of the chart but formatted differently
- FAF symbol: On non-precision approaches the final approach fix is marked with a Maltese cross on the profile view (Jeppesen uses the same symbol)
- North is always up: Unlike Jeppesen, FAA charts are always oriented with north at the top
- Terrain: Shown with contour lines and maximum elevation figures (MEF) in grid squares
- Free access: Available at no cost from the FAA website (skyvector.com for easy viewing)
- US airports only: FAA charts only cover US airspace
Which Should You Use?
For sim purposes, it mostly does not matter. The information is identical — only the packaging differs. That said:
- If you fly primarily in the US, you can use FAA charts for free. They are excellent and very detailed.
- If you fly worldwide, Navigraph with Jeppesen charts is the standard. The subscription also integrates with SimBrief, which makes flight planning seamless.
- On VATSIM, controllers do not care which chart provider you use. They care that you fly the procedure correctly.
Pick one provider and learn its symbology. Switching between providers constantly will confuse you because the same information looks different.
Putting It Together: Briefing an Approach
Reading a chart is one skill. Briefing an approach is another. Real airline pilots follow a structured approach briefing before every approach, and you should too. It turns the chart from a static document into an actionable plan.
The Approach Briefing Workflow
Here is a standard approach briefing flow. Do this before you start the approach — during cruise or early in the descent, not when you are already intercepting the localizer.
1. Identify the approach
"We are flying the ILS Runway 27L at Heathrow."
Confirm you have the correct chart open. Check the airport, the runway, and the approach type. At busy airports with multiple approaches to the same runway, make sure you have the right one.
2. Navigation setup
"Localizer frequency is 109.50, identifier India-Lima-Lima. Inbound course 269."
Verify the frequency is set (or will be set automatically by the FMC). Set the inbound course on your MCP/FCU. On a Boeing, this goes in the course window. On an Airbus, it is set on the FCU when you select the approach.
3. Altitude check
"Airport elevation 83 feet. Threshold elevation 77 feet. DA is 277 feet, which is 200 feet above the threshold."
Know your target numbers. You will be calling these out during the approach.
4. Missed approach
"If we miss, climb to 2,000 straight ahead until passing 1,080 feet or I-LL DME zero, then left onto track 147; passing LON DME 6, climb to 3,000 and continue as directed."
Brief the missed approach before you need it. If you wait until you are at DA with no runway in sight, it is too late to figure out what to do.
5. Descent profile
"Glideslope intercept at the FAF, approximately 2,500 feet. Three-degree glideslope. We will need approximately 700 feet per minute descent rate at our approach speed."
Calculate your expected descent rate. A 3-degree glideslope at 140 knots groundspeed requires about 740 feet per minute. At 160 knots groundspeed, about 850 fpm. The rough formula: groundspeed divided by 2, times 10. So 140 / 2 = 70, times 10 = 700 fpm.
6. Transition and arrival
"We are inbound on our STAR, and ATC will radar-vector us onto the ILS from the arrival."
Understand how you get from the STAR to the approach. Are you being vectored? Flying a published transition? This determines when you expect to intercept the final approach course.
7. Minimums call
"Minimums are DA 277 feet. We will call 'minimums' at 277, and the decision is land or go around."
Agree with yourself (or your copilot if you are flying with someone) what happens at minimums.
Cross-Referencing the Chart with Your FMC
After the briefing, verify your FMC is set up correctly:
- LEGS page: The approach fixes should be loaded in the correct order. The FAF and MAP should be identifiable. Altitude and speed restrictions should match the chart.
- Approach frequency: Should be tuned automatically, but verify it matches the chart.
- Missed approach: Should be loaded in the FMC after the MAP. Verify the waypoints and altitudes match the chart's missed approach procedure.
- VNAV path: If using VNAV for the approach (common on Boeing types), the descent path should match the profile view on the chart. Check the planned crossing altitudes at the FAF and other fixes.
If anything does not match, the chart wins. Reprogram the FMC or manually intervene during the approach.
Where to Get Charts
You have several options, ranging from free to subscription-based:
Navigraph (Paid)
Navigraph is the standard for flight simmers who take IFR seriously. The subscription includes:
- Jeppesen charts for every airport worldwide
- SimBrief integration — your flight plan links directly to the relevant charts
- In-sim panels — charts overlay inside MSFS 2024
- Automatic updates — charts update every AIRAC cycle (28 days)
- Cost: Around $10/month or $100/year for the charts subscription
If you fly IFR regularly, this is worth it. The integration with SimBrief alone saves significant time — your departure, arrival, and approach charts are pre-selected based on your flight plan.
FAA Charts (Free, US Only)
For US airports, the FAA publishes all charts for free:
- SkyVector — easy web-based chart viewer with VFR and IFR enroute charts
- FAA Digital Products — download approach plates, SIDs, STARs, and airport diagrams in PDF format
These are the same charts that real US pilots use. They are accurate, up-to-date, and completely free. The only limitation is coverage — US airports only.
ChartFox (Free, VATSIM)
ChartFox is a free, community-run chart service. It aggregates publicly available charts from national aviation authorities around the world. Coverage is not as comprehensive as Navigraph, but it is free and covers many major airports globally. You need a VATSIM account to access it.
Little Navmap (Free, Different Purpose)
Little Navmap is not a chart provider in the traditional sense, but it is an incredibly powerful free tool that deserves mention. It shows:
- Airport diagrams with runway and taxiway details
- SIDs and STARs from the MSFS navigation database
- Approach procedures
- Enroute airways and waypoints
It pulls data from the simulator's nav database rather than from published charts, so it is not an official chart source. But for quick reference and flight planning, it is excellent. Many simmers use Little Navmap for planning and Navigraph for the actual approach.
Common Mistakes
After all of this, here are the mistakes that catch simmers over and over again. Avoid these and you are ahead of most of the community.
1. Confusing DA and MDA
This is the most common and most consequential error. DA is a decision point on a precision approach — you are still descending when you reach it, and you either continue or go around immediately. MDA is a level-off altitude on a non-precision approach — you stop descending, fly level, and keep looking for the runway until the missed approach point.
Flying an MDA approach like a DA approach (continuing to descend past it) puts you below a safe altitude with no vertical guidance. Flying a DA approach like an MDA approach (levelling off) defeats the purpose of the precision glideslope and may cause you to land long.
Know which type you are flying. Check the minimums section — it will say "DA" or "MDA." The approach type also tells you: ILS and LPV use DA. LOC, VOR, and LNAV use MDA.
2. Not Checking the Approach Variant
"ILS 27L" and "LOC 27L" are on the same chart but they are different approaches. The ILS gives you vertical guidance (glideslope). The LOC-only approach does not — it is a non-precision approach with higher minimums.
Similarly, "RNAV (GPS) Rwy 04R" might have three different lines of minimums: LPV, LNAV/VNAV, and LNAV. These are different approaches with different minimums, and which one you can fly depends on your aircraft's equipment.
Always confirm which specific approach variant you are cleared for, and use the correct line of minimums.
3. Missing Altitude Restrictions
On a "descend via" STAR, every altitude restriction is mandatory. Missing one by 200 feet is a bust. Simmers commonly focus on the bottom altitude of the STAR and ignore the intermediate restrictions.
Fix: check every restriction on the LEGS page against the chart. If the FMC shows "FL240" at a fix but the chart says "cross at or above FL240," make sure you understand whether you are meeting the restriction or just passing through the altitude.
4. Not Identifying the Correct Chart Revision
Charts change every 28 days. If you are using an outdated chart, the procedure may have changed — waypoints moved, altitude restrictions updated, frequencies changed. This is less of an issue in the sim (the nav database in MSFS does not update as frequently), but if you are on VATSIM, the controller's charts are current, and yours should be too.
Navigraph updates automatically with each AIRAC cycle. If you are using free charts, check the effective dates.
5. Not Briefing the Missed Approach
The missed approach is the part of the approach you hope not to fly, which is exactly why you must brief it. At DA or MDA, with the runway not in sight, you need to immediately know what to do: which heading to fly, which altitude to climb to, where to go, and how to hold.
If you have not briefed this, you will fumble with the chart while trying to climb, configure the aircraft, and talk to ATC. Brief it before the approach, programme it in the FMC, and have the steps memorised.
6. Forgetting to Set the Inbound Course
On an ILS approach, the localizer will capture regardless of what course you have set on the MCP/FCU — the localizer signal overrides. But on an RNAV or VOR approach, having the wrong inbound course set will cause CDI errors, FMC confusion, and potentially a wrong-direction intercept.
Always set the final approach course from the chart on your course selector. It takes two seconds and prevents a category of errors.
7. Flying a STAR Without Understanding the Speed Restrictions
Altitude gets all the attention, but speed restrictions on STARs are equally mandatory. If the STAR says "250 KIAS at FIXNAME" and you cross it at 290, that is a bust. On VATSIM, the controller may call you out on it. In the real world, the speed restriction exists to keep you separated from other traffic.
Check your LEGS page for speed restrictions as carefully as you check altitude restrictions. Set the speed in the MCP/FCU window if your autopilot does not respect VNAV speed targets automatically.
8. Not Understanding Where the STAR Ends and the Approach Begins
Some simmers programme the STAR but not the approach, then get confused when the FMC has no more waypoints. Others programme both but do not understand the handoff point — the fix where the STAR deposits you and the approach procedure picks up.
On the chart, look for how the STAR connects to the approach. Does it end at an IAF? Does it say "expect vectors"? If ATC vectors you off the STAR early, you need to know where on the approach you are being placed.
Bringing It All Together
Charts are not decorative. They are the foundation of instrument flying. Every number on the page is there for a reason — to keep you safe, on course, and in sequence with other traffic.
Start small. Pick one approach at an airport you fly regularly. Pull up the plate. Brief it using the workflow above. Fly it, and cross-reference what you see on your instruments with what the chart told you to expect. Then pick another approach. Then a SID. Then a STAR.
Within a few weeks of deliberate practice, you will open a chart and see a clear plan instead of hieroglyphics. The symbology that seemed impenetrable becomes second nature. You will brief an approach in 30 seconds because you know exactly where to look for each piece of information.
That is the difference between a simmer who follows the magenta line and one who actually flies the procedure. The magenta line tells you where to go. The chart tells you why, how high, how fast, and what to do when everything goes sideways.
A note on hardware: Reading plates on a second display keeps your main monitor clear for the cockpit. A dedicated tablet is the closest thing to a real EFB — an Apple iPad (10th gen) runs Navigraph Charts comfortably, and a Lamicall tablet stand props it at a readable angle on the desk. (If you'd rather keep charts in-sim, see the MSFS 2024 EFB guide.)
Open Navigraph. Pull up a chart. Start reading.
