On a localizer approach that includes DME, how is the Missed Approach Point (MAP) typically identified?

On a localizer approach that includes DME, how is the Missed Approach Point (MAP) typically identified?

• A. The published DME distance from the final approach fix
• B. The runway threshold crossing
• C. A specified altitude crossing
• D. The point where the localizer signal is lost

Answer: (A)

On a localizer approach that includes DME, the point at which you must decide to land or go missed is set by a specific DME distance along the final approach path. You track the DME from the approach’s final fix, and when you reach the published distance, that marks the Missed Approach Point. This distance-based MAP provides a precise, objective cue on the chart, so you’re not relying on visual cues or timing alone. Why this is the best fit: the procedure is designed to define the MAP with a measurable point along the final approach using the DME readout. That makes the decision point consistent and unambiguous whether you’re relying on the instrument while airborne or transitioning to the visual phase. The other options don’t match how a LOC approach with DME defines the MAP. Relying on runway threshold crossing isn’t the designated MAP for this setup, an altitude crossing isn’t how the MAP is identified here, and the point where the localizer signal is lost is not the published MAP; losing the signal would indicate a nav equipment issue rather than the defined MAP.

On a localizer approach that includes DME, the point at which you must decide to land or go missed is set by a specific DME distance along the final approach path. You track the DME from the approach’s final fix, and when you reach the published distance, that marks the Missed Approach Point. This distance-based MAP provides a precise, objective cue on the chart, so you’re not relying on visual cues or timing alone.

Why this is the best fit: the procedure is designed to define the MAP with a measurable point along the final approach using the DME readout. That makes the decision point consistent and unambiguous whether you’re relying on the instrument while airborne or transitioning to the visual phase.

The other options don’t match how a LOC approach with DME defines the MAP. Relying on runway threshold crossing isn’t the designated MAP for this setup, an altitude crossing isn’t how the MAP is identified here, and the point where the localizer signal is lost is not the published MAP; losing the signal would indicate a nav equipment issue rather than the defined MAP.