Airspace Classification : LN -30

Introduction

The National Airspace System (NAS) is the network of airspace in any country : consisting of air
navigation facilities, equipment, services, airports or landing areas, aeronautical charts,
information/services, rules, regulations, procedures, technical information, manpower, and
material. Included are system components shared jointly with the military. The air Space
classifications are generally adopted by all countries as elements of the classification system
developed by the International Civil Aviation Organization (ICAO).

Airspace Classification

Airspace are classified as Controlled Airspace (designated as A B C D E F ) and Uncontrolled air

space designated (G).

Class A—Generally, that airspace from 18,000 feet mean sea level (MSL) up to and including
flight level (FL) 600, including the airspace overlying the waters within 12 nautical miles (NM) of
the coast . Unless otherwise authorized, all pilots must operate their aircraft under instrument
flight rules (IFR). Radio communication with ATC before entering this zone is a must.

{Note : FL means Flight Levels : FL1 = 100ft MSL ( above Mean Sea Level) ; Ft MSL >. ft AGL (
AGl above ground Level) }

Class B— Terminal Control Area (TCA):

  Airspace in the vicinity of major busy airports in BIG cities.
 Lightweight airplanes cannot fly here (special permission from ATC may be granted).
 Uppermost circle radius = 30 nm = 55.5 km.
 Maximum airspeed = 250 kts.
 A/C must have a 2-way VHF radio and a mode-C transponder.
 IFR aircrafts must have VOR equipment.
 Visual Flight Rules (VFR) corridors are sometimes designated.
 Radio communication with ATC before entering this zone is required.
 Generally, that airspace from the surface to 10,000 feet MSL surrounding the nation’s
busiest airports in terms of airport operations or passenger enplanements.

Class C— Airport Radar Service Area (ARSA):

 Airspace is similar to class B but for smaller CITIES.

 Lightweight airplanes cannot fly here (special permission from ATC may be granted).
 Control tower is equipped with radar.
 Uppermost circle radius = 5 nm = 9.3 km.
 Maximum airspeed = 250 kts.
A/C must have a 2-way VHF radio and a mode-C transponder.
Radio communication with ATC before entering this zone is required.

 Generally, that airspace from the surface to 4,000 feet above the airport elevation (charted
in MSL) surrounding those airports that have an operational control tower, are serviced by a
radar approach control, and have a certain number of IFR operations or passenger
enplanements. Although the configuration of each Class C area is individually tailored, the
airspace usually consists of a surface area with a 5 NM radius, an outer circle with a 10 NM
radius that extends from 1,200 feet to 4,000 feet above the airport elevation and an outer
area. Each person must establish two-way radio communications with the ATC facility
providing air traffic services prior to entering the airspace and thereafter maintain those
communications while within the airspace.
Class D—Generally, that airspace from the surface to 2,500 feet above the airport elevation
(charted in MSL) surrounding those airports that have an operational control tower. The
configuration of each Class D airspace area is individually tailored and when instrument
procedures are published, the airspace will normally be designed to contain the procedures.
Unless otherwise authorized, each person must establish two-way radio communications with
the ATC facility providing air traffic services prior to entering the airspace and thereafter
maintain those communications while in the airspace.

Class E—Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is controlled
airspace, it is Class E airspace. Class E airspace extends upward from either the surface or a
designated altitude to the overlying or adjacent controlled airspace. When designated as a
surface area, the airspace will be configured to contain all instrument procedures. Also in this
class are federal airways, airspace beginning at either 700 or 1,200 feet above ground level
(AGL) used to transition to and from the terminal or en route environment, en route domestic,
and offshore airspace areas designated below 18,000 feet MSL.

Class G — Class G airspace is essentially uncontrolled by ATC except when associated with a
temporary control tower.
Special Use Airspace

Special use airspace is the designation for airspace in which certain activities must be confined,
or where limitations may be imposed on aircraft operations that are not part of those activities.
Certain special use airspace areas can create limitations on the mixed use of airspace. The
special use airspace depicted on instrument charts includes the area name or number, effective
altitude, time and weather conditions of operation, the controlling agency, and the chart panel
location

Instrument approach procedures Special use airspace: Airspace in (IAPs): A series of

predetermined which certain activities are subject to maneuvers for the orderly transfer of
restrictions that can create limitations an aircraft under IFR from the on the mixed use of
airspace. Consists beginning of the initial approach to a of prohibited, restricted, warning,
landing or to a point from which a military operations, and alert areas. landing may be made
visually.

Prohibited areas contain airspace of defined dimensions within which the flight of aircraft is
prohibited. Such areas are established for security or other reasons associated with the national
welfare. These areas are published in the Federal Register and are depicted on aeronautical
charts. The area is charted as a “P” with a number (e.g., “P-123”). As the name implies, flight
through this airspace is not permitted.

Restricted areas are areas where operations are hazardous to nonparticipating aircraft and
contain airspace within which the flight of aircraft, while not wholly prohibited, is subject to
restrictions. Activities within these areas must be confined because of their nature, or
limitations imposed upon aircraft operations that are not a part of those activities, or both.
Restricted areas denote the existence of unusual, often invisible, hazards to aircraft (e.g.,
artillery firing, aerial gunnery, or guided missiles). IFR flights may be authorized to transit the
airspace and are routed accordingly. Penetration of restricted areas without authorization from
the using or controlling agency may be extremely hazardous to the aircraft and its occupants.
Restricted areas are charted with an “R” followed by a number (e.g., “R-5701”) and are
depicted on the en route chart .

Warning areas are similar in nature to restricted areas; however, the Government does have
sole jurisdiction over the airspace. A warning area is airspace of defined dimensions, extending
from 3 NM outward from the coast of the country., containing activity that may be hazardous
to nonparticipating aircraft. The purpose of such areas is to warn nonparticipating pilots of the
potential danger. A warning area may be located over domestic or international waters or both.
The airspace is designated with a “W” and a number (e.g., “W-123”).

Military operations areas (MOAs) consist of airspace of defined vertical and lateral limits
established for the purpose of separating certain military training activities from IFR traffic.
Whenever an MOA is being used, nonparticipating IFR traffic may be cleared through an MOA if
IFR separation can be provided by ATC. Otherwise, ATC will reroute or restrict nonparticipating
IFR traffic. MOAs are depicted on sectional, VFR terminal area, and en route low altitude charts
and are named rather than numbered (e.g., “chandipur MOA”).

Alert areas are depicted on aeronautical charts with an “A” and a number (e.g., “A-123”) to
inform nonparticipating pilots of areas that may contain a high volume of pilot training or an
unusual type of aerial activity. Pilots should exercise caution in alert areas.

Military Training Routes (MTRs) are routes used by military aircraft to maintain proficiency in
tactical flying. These routes are usually established below 10,000 feet MSL for operations at
speeds in excess of 250 knots. Some route segments may be defined at higher altitudes for
purposes of route continuity. Routes are identified as IFR (IR), and VFR (VR), followed by a
number. MTRs with no segment above 1,500 feet AGL are identified by four number characters
(e.g., IR1206, VR1207, etc.). MTRs that include one or more segments above 1,500 feet AGL are
identified by three number characters (e.g., IR206, VR207, etc.). IFR Low Altitude En Route
Charts depict all IR routes and all VR routes that accommodate operations above 1,500 feet
AGL. IR routes are conducted in accordance with IFR regardless of weather conditions.

Temporary flight restrictions (TFRs) are put into effect when traffic in the airspace would
endanger or hamper air or ground activities in the designated area. For example, a forest fire,
chemical accident, flood, or disaster-relief effort could warrant a TFR, which would be issued as
a Notice to Airmen (NOTAM).

National Security Areas (NSAs) consist of airspace of defined vertical and lateral dimensions
established at locations where there is a requirement for increased security and safety .

Airways :

It is a highway in the sky. Directions to fly along this highway are given with the help of
navigation infrastructure such as VOR / VORTAC ground stations.
Airway width = 10 sm = 16 km.

Victor airways include the airspace extending from 1,200 feet AGL up to, but not including
18,000 feet MSL. The airways are designated on sectional and IFR low altitude en route charts
with the letter “V” followed by a number (e.g., “V23”). Typically, Victor airways are given odd
numbers when oriented north/south and even numbers when oriented east/west. If more than
one airway coincides on a route segment, the numbers are listed serially (e.g., “V287-495-
500”).
Jet routes/ Juliet exist only in Class A airspace, from 18,000 feet MSL to FL450, and are
depicted on high-altitude en route charts. The letter “J” precedes a number to label the airway
(e.g., J12).

Other Routing

Preferred IFR routes have been established between major terminals to guide pilots in planning
their routes of flight, minimizing route changes and aiding in the orderly management of air
traffic on federal airways. Low and high altitude preferred routes are listed in
the Airport/Facility Directory (A/FD). To use a preferred route, reference the departure and
arrival airports; if a routing exists for your flight, airway instructions will be listed.

Jet routes: A route designated to Airport/Facility Directory (A/FD): serve flight operations from
18,000 An FAA publication containing feet MSL, up to and including information on all airports,
FL450. communications, and NAVAIDs pertinent to IFR flight.

Preferred IFR routes: Routes established in the major terminal and en route environments to
increase system efficiency and capacity.

Tower En Route Control (TEC) is an ATC program that uses overlapping approach control radar
services to provide IFR clearances. By using TEC, you are routed by airport control towers. Some
advantages include abbreviated filing procedures, fewer delays, and reduced traffic separation
requirements. TEC is dependent upon the ATC’s workload and the procedure varies among
locales.

Tower En Route Control (TEC): The control of IFR en route traffic within delegated airspace
between two or more adjacent approach control facilities, designed to expedite traffic and
reduce control and pilot communication requirements.

En route high-altitude charts provide aeronautical information for en route instrument

navigation (IFR) at or above 18,000 feet MSL. Information includes the portrayal of jet routes,
identification and frequencies of radio aids, selected airports, distances, time zones, special use
airspace, and related information. Established routes from 18,000 feet MSL to FL450 use
NAVAIDs not more than 260 NM apart. Scales vary from 1 inch = 45 NM to 1 inch = 18 NM. The
charts are revised every 56 days.

En route high-altitude charts: IFR en route low-altitude charts:

Aeronautical charts for en route Aeronautical charts for en route IFR instrument navigation at
or above navigation in the low-altitude 18,000 feet MSL. stratum.

Area navigation (RNAV) routes, including routes using global positioning system (GPS) for
navigation, are not normally depicted on IFR en route charts. However, a number of RNAV
routes have been established in the high-altitude structure and are depicted on the RNAV en
route high altitude charts

Radar monitoring by ATC is required on all random RNAV routes. These routes can only be
approved in a radar environment. Factors that will be considered by ATC in approving random
RNAV routes include the capability to provide radar monitoring, and compatibility with traffic
volume and flow. ATC will radar monitor each flight; however, navigation on the random RNAV
route is the responsibility of the pilot.

Reliance on RNAV systems for instrument approach operations is becoming more

commonplace as new systems, such as GPS and wide area augmentation system (WAAS) are
developed and deployed. In order to foster and support full integration of RNAV into the NAS,
the FAA has developed a charting format for RNAV approach charts.

Airport Information

Airport information is provided in the legend, and the symbols used for the airport name,
elevation, and runway length are similar to the sectional chart presentation. Instrument
approaches can be found at airports with blue or green symbols, while the brown airport
symbol denotes airports that do not have approved instrument approaches. Asterisks are used
to indicate the part-time nature of tower operations, lighting facilities, and airspace
classifications (consult the communications panel on the chart for primary radio frequencies
and hours of operation).

Area chart: Part of the low-altitude en route chart series, these charts furnish terminal data at a
larger scale in congested areas.

Charted IFR Altitudes

The minimum en route altitude (MEA) ensures a navigation signal strong enough for adequate
reception by the aircraft navigation (NAV) receiver and adequate obstacle clearance along the
airway. Communication is not necessarily guaranteed with MEA compliance. The obstacle
clearance, within the limits of the airway, is typically 1,000 feet in non mountainous areas and
2,000 feet in designated mountainous areas. MEAs can be authorized with breaks in the signal
coverage; if this is the case, the NACO en route chart notes “MEA GAP” parallel to the affected
airway. MEAs are usually bidirectional; however, they can be unidirectional. Arrows are used to
indicate the direction to which the MEA applies.

The minimum obstruction clearance altitude (MOCA), as the name suggests, provides the same
obstruction clearance as an MEA; however, the NAV signal reception is only ensured within 22
NM of the closest NAVAID defining the route. The MOCA is listed below the MEA and indicated
on NACO charts by a leading asterisk .
The minimum reception altitude (MRA) identifies an intersection from an off-course NAVAID. If
the reception is line-of-sight based, signal coverage will only extend to the MRA or above.
However, if the aircraft is equipped with distance measuring equipment (DME) and the chart
indicates the intersection can be identified with such equipment, the pilot could define the fix
without attaining the MRA. On NACO charts, the MRA is indicated by the symbol

and the altitude preceded by “MRA” (e.g., “MRA 9300”).

The minimum crossing altitude (MCA) will be charted when a higher MEA route segment is
approached. The MCA is usually indicated when you are approaching steeply rising terrain, and
obstacle clearance and/or signal reception is compromised. In this case, the pilot is required to
initiate a climb so the MCA is reached by the time the intersection is crossed.

The maximum authorized altitude (MAA) is the highest altitude at which the airway can be
flown without receiving conflicting navigation signals from NAVAIDs operating on the same
frequency..”

Minimum en route altitude Minimum obstruction clearance Minimum reception altitude

Maximum authorized altitude (MEA): The lowest published altitude (MOCA): The
lowest(MRA): The lowest altitude at (MAA): A published altitude between radio fixes which
published altitude in effect between which an airway intersection can representing the
maximum usable ensures acceptable navigational radio fixes on VOR airways, off-be
determined. altitude or FL for an airspace signal coverage and meets obstacle airway routes, or
route segments structure or route segment. clearance requirements between which meets
obstacle clearance .

Navigation Features

Types of NAVAIDs

Very-high frequency omnidirectional ranges (VORs) are the principal NAVAIDs that support the
Victor airways. Many other navigation tools are also available to the pilot. For example, non
directional beacons (NDBs) can broadcast signals accurate enough to provide stand-alone
approaches, and DME allows the pilot to pinpoint a reporting point on the airway. Though
primarily navigation tools, these NAVAIDs can also transmit voice broadcasts.

Tactical air navigation (TACAN) channels are represented as the two- or three-digit numbers
following the three-letter identifier in the NAVAID boxes. The NACO terminal procedures
provide a frequency-pairing table for the TACAN-only sites. On NACO charts, very-high
frequencies and ultra-high frequencies (VHF/UHF) NAVAIDs (e.g., VORs) are depicted in black,
while low frequencies and medium frequencies (LF/MF) are depicted as brown.

Identifying Intersections
Intersections along the airway route are established by a variety of NAVAIDs. An open triangle
indicates the location of an ATC reporting point at an intersection; if the triangle is solid,
a report is compulsory. NDBs, localizers, and off-route VORs are used to establish intersections.
NDBs are sometimes co located with inter-sections, in which case passage of the NDB would
mark the intersection. A bearing to an off-route NDB also can provide intersection
identification. The presence of a localizer course can be determined from a feathered
arrowhead symbol on the en route chart.

If crosshatched markings appear on the left-hand side of the arrowhead, a

back course (BC) signal is trans-mitted. On NACO charts, the localizer

symbol is depicted to identify an intersection.

Back course (BC): The reciprocal of the localizer course for an ILS. When flying a back-course
approach, an aircraft approaches the instrument runway from the end on which the localizer
antennas are installed.

When you travel on an airway, off-route VORs remain the most common means of identifying
intersections. Arrows

depicted next to the intersection

indicate the NAVAID

to be used for identification. Another means of identifying an intersection is with the use of
DME. A hollow arrowhead

indicates DME is authorized for intersection identification. If the DME mileage at the
intersection is a cumulative distance of route segments, the mileage is totaled and indicated by
a D-shaped symbol with a number inside. Typically, the distance numbers do not appear on the
initial segment. [Figure 8-4B, Route Data] Approved IFR GPS units can also be used to report
intersections if the intersection name resides in a current database.

Other Route Information

DME and GPS provide valuable route information concerning such factors as mileage, position,
and groundspeed. Even without this equipment, information is provided on the charts for
making the necessary calculations using time and distance. The en route chart depicts point-to-
point distances on the airway system. Distances from VOR to VOR are charted with a number
inside of a box.
 To differentiate distances when two airways cross, the word “TO” with the three-letter
VOR identifier appears next to the distance box.

VOR changeover points (COPs) are depicted on the charts by this symbol:

The numbers indicate the distance at which to change the VOR frequency. The frequency
change might be required due to signal reception or conflicting frequencies. If a COP does not
appear on an airway, the frequency should be changed midway between the facilities. A COP at
an intersection often indicates a course change.

Occasionally an “x” will appear at a separated segment of an airway that is not an intersection.
The “x” is a mileage breakdown or computer navigation fix and indicates a course change.

Changeover points (COPs): A point Mileage breakdown or computer along the route where
changeover in navigation fix: A fix indicating a navigation guidance should occur. course change
that appears on the

chart as an “x” at a break between two segments of a federal airway.

Figure . Legend from en route low altitude chart. (Air Traffic Services and Airspace Information
section of the legend is continued on the next page.)
Figure 8-4B. Legend from en route low altitude chart (continued).

Today’s computerized system of ATC has greatly reduced the need for holding en route.
However, published holding patterns are still found on charts at junctures where ATC has
deemed it necessary to enable traffic flow. When a holding pattern is charted, the controller
may provide the holding direction and the statement “as published.” [Figure 8-4B]

Boundaries separating the jurisdiction of Air Route Traffic Control Centers (ARTCC) are depicted
on charts with blue serrations.

The name of the controlling facility is printed on the corresponding side of the division line.
ARTCC remote sites are depicted as blue serrated boxes and contain the center name, sector
name, and the sector frequency. [Figure 8-4B]

Weather Information and Communication Features

En route NAVAIDs also provide weather information and serve communication functions. When
a NAVAID is shown as a shadowed box, an automated flight service station (AFSS) of the same
name is directly associated with the facility. If an AFSS is located without an associated NAVAID,
the shadowed box is smaller and contains only the name and identifier. The AFSS frequencies
are provided on top of the box. (Frequency 122.2 and the emergency frequency 121.5 are not
listed.)

A Remote Communications Outlet (RCO) associated with a NAVAID

is designated by a fine-lined box with the controlling AFSS
frequency on the top, and the name under the box, respectively. Without an associated facility,
the fine-lined RCO box contains the AFSS name and remote frequency.

Hazardous Inflight Weather Advisory Service (HIWAS) and Transcribed Weather Broadcast
(TWEB) are continuously trans-mitted over selected
NAVAIDs and depicted in the NAVAID

Air Route Traffic Control Center Hazardous Inflight

Weather(ARTCC): Established to provide Advisory Service
(HIWAS):ATC service to aircraft operating on Recorded weather forecastsIFR
flight plans within controlled broadcast to airborne pilots overairspace and
principally during the en selected VORs.route phase of flight.

Transcribed Weather Broadcast Remote Communications Outlet

(TWEB): Meteorological and (RCO): An unmanned communica-aeronautical data is recorded on
tions facility remotely controlled by tapes and broadcast over selected air traffic personnel.
NAVAIDs.
box. HIWAS is depicted by a white “H” in a black circle in the upper left corner of the box; TWEB
broadcasts show as a white “T” in a black circle in the upper right corner.

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U.S. Terminal Procedures Publications

While the en route charts provide the information necessary to safely transit broad regions of
airspace, the U.S. Terminal Procedures Publication (TPP) enables pilots to guide their aircraft
into airports. Terminal routes feed aircraft to a point where IAPs can be flown to a minimum
altitude for landing. Whether for departing or arriving, these procedures exist to make the
controllers’ and pilots’ jobs safer and more efficient. Available in booklets by region (published
by the NACO), the TPP includes approach procedures, arrival and DPs, and airport diagrams.

Departure Procedures (DPs)

Departure procedures (DPs) provide obstacle clearance protection to aircraft in instrument

meteorological conditions (IMC), while reducing communications and departure delays. DPs are
published in text and/or charted graphic form. Regardless of the format, all DPs provide a way
to depart the airport and transition to the en route structure safely. When available, pilots are
strongly encouraged to file and fly a DP at night, during marginal visual meteorological
conditions (VMC), and IMC.

All DPs provide obstacle clearance provided the aircraft crosses the end of the runway at least
35 feet AGL; climbs to 400 feet above airport elevation before turning; and climbs at least 200
feet per nautical mile (FPNM), unless a higher climb gradient is specified to the assigned
altitude. ATC may vector an aircraft off a previously assigned DP; however, the 200 FPNM or the
FPNM specified in the DP, is required.

Textual DPs are listed by airport in the IFR Take-Off Minimums and Departure Procedures
Section, Section C, of the TPP. Graphic DPs are depicted in the TPP following the approach
procedures for the airport. [Figure 8-5]

U.S. Terminal Procedures Departure procedure (DP):Publication (TPP): Published by Preplanned

IFR ATC departure/NACO in loose-leaf or perfect-bound obstacle avoidance
procedures,volumes covering the conterminous published for pilot use in textual andU.S.,
Puerto Rico, and the Virgin graphic format.Islands. Individual volumes in thisseries are
entitled, U.S. TerminalProcedures, (name of region).
Standard Terminal Arrival Routes (STARs)

Standard terminal arrival routes (STARs) depict prescribed routes to transition the
instrument pilot from the en route structure to a fix in the terminal area from which an
instrument approach can be conducted. If you do not have the appropriate STAR in
your possession, you can write “No STAR” in the flight plan. However, if the
controller is busy, you might be cleared along the same route and, if necessary, the
controller will have you copy the entire text of the procedure.

Textual DPs and STARs are listed alphabetically at the beginning of the NACO
booklet, and graphic DPs (charts) are included after the respective airport’s IAP.
Figure 8-6 shows an example of a STAR, and the legend for STARs and DPs printed
in NACO booklets.

Instrument Approach Procedures Charts (IAPs)

The IAPs chart provides the method to descend and land safely in low visibility
conditions. The FAA has established the IAPs after thorough analyses of obstructions,
terrain features, and navigational facilities. Maneuvers, including altitude changes,
course corrections, and other limitations, are prescribed in the IAPs. The approach
charts reflect the criteria associated with the U.S. Standard for Terminal Instrument
Approach Procedures (TERPs), which prescribes standardized methods for use in
designing instrument flight procedures.

In addition to the NACO, other governmental and corporate entities produce approach
procedures. The U.S. military IAPs are established and published by the Department
of Defense and are available to the public upon request. Special IAPs are approved by
the FAA for individual operators and are not available to the general public. Foreign
country standard IAPs are established and published according to the individual
country’s publication procedures. The information presented in the following sections
will highlight features of the U.S. Terminal Procedures Publications.

The instrument approach chart is divided into five main sections, which include the
margin identification, plan view, profile view, landing minimums (and notes), and
airport diagram as shown in figure 8-7. An examination of each section follows.

Standard terminal arrival route (STAR): Preplanned IFR ATC arrival procedures,
published for pilot use in textual and graphic format.

Margin Identification
The margin identification, at the top and bottom of the chart, depicts the airport
location and procedure identification. The approach plates are organized by city first,
then airport name and state. For example, Spokane International in Spokane,
Washington is alphabetically listed under “S” for Spokane.

The chart’s amendment status appears above the procedure identification in the top
margin (and below in the bottom margin), along with the volume’s effective date.
(The five-digit date format in the amendment, “00167” is read, “the 167th day of
2000.”) At the center of the top margin is the FAA chart reference number and
approving authority and, at the bottom center, the airport’s latitude and longitude
coordinates.

The procedure identification (top and bottom margin area of figure 8-7) is derived
from the type of navigational facility providing final approach course guidance. A
runway number is listed when the approach course is aligned within 30°of the runway
centerline (e.g., “ILS RWY 19” or “VOR RWY 29”); this type of approach allows a
straight-in landing under the right conditions. Some airports have parallel runways
and simultaneous approach procedures. To distinguish between the left, right, and
center runways, an “L,” “R,” or “C” follows the runway number (e.g., “ILS RWY
16R”). If the approach course diverges more than 30°from the runway centerline, a
letter from the beginning of the alphabet is assigned (e.g., “VOR-A”). The letter
designation signifies the expectation is for the procedure to culminate in a circling
approach to land. In some cases, an airport might have more than one circling
approach.

The navigational system required for the final approach segment can be determined by
the procedure identification (top and bottom margin area of figure 8-7). The
identification is derived from the type of navigational facility providing the final
approach course guidance for straight-in approaches and the runway to which the
course is aligned (e.g., ILS RWY 19 or RNAV RWY 29). Some airports have parallel
runways and simultaneous approach procedures. To distinguish between the left,
right, and center runways, an “L,” “R,” or “C” follows the runway number (e.g., NDB
RWY 16R). For approaches that do not meet straight-in criteria, a letter from the
beginning of the alphabet is assigned (e.g., VOR-A or LDA-B). The letter designation
signifies the expectation is

Margin identification: The top and Amendment status: The circulationbottom areas on
an instrument date and revision number of anapproach chart that depict instrument
approach procedure,information about the procedure printed above the
procedureincluding airport location and identification.procedure identification.
for the procedure to culminate in a circling approach to land. More than one
navigational system separated by a slash indicates more than one type of equipment is
required to execute the final approach (e.g., VOR/DME RWY 31). More than one
navigational system separated by “or” indicates either type of equipment may be used
to execute the final approach (e.g., VOR or GPS RWY 15). Multiple approaches of
the same type, to the same runway, using the same guidance, have an additional letter
from the end of the alphabet, number or term in the title (e.g., ILS Z RWY 28, Silver
ILS RWY 28, or ILS 2 RWY 28). VOR/DME RNAV approaches are identified as
VOR/DME RNAV RWY (runway number). Helicopters have special IAPs,
designated with COPTER in the procedure identification (e.g., COPTER LOC/DME
25L). Other types of navigation systems may be required to execute other portions of
the approach prior to intercepting the final approach segment or during the missed
approach.

The Plan View

The plan view provides a graphical overhead view of the procedure, and depicts the
routes that guide the pilot from the en route segments to the initial approach fix (IAF).
[Figure 8-7] During the initial approach, the aircraft has departed the en route phase of
flight and is maneuvering to enter an intermediate or final segment of the instrument
approach. An initial approach can be made along prescribed routes within the terminal
area, which may be along an arc, radial, course, heading, radar vector, or a
combination thereof. Procedure turns and high altitude teardrop penetrations are initial
approach segments. Features of the plan view including the procedure turn, obstacle
elevation, minimum safe altitude (MSA), and procedure track, are depicted in figure
8-8.

The majority of NACO charts contain a reference or distance circle with a 10 NM

radius. Normally, approach features within the plan view are shown to scale; however,
only the data within the reference circle is always drawn to scale. The circle is
centered on an approach fix and has a radius of 10 NM, unless otherwise indicated.
When a route segment,

outside of the circle, is drawn to scale, the symbol interrupts the segment.

Plan view: Overhead view of anReference circle (also, distance

approach procedure on an IAP chart.circle): The circle depicted in the plan view of an
IAP chart that typically has a 10 NM radius, within which elements are drawn to
scale.
Dashed circles, or concentric rings around the distance circle, are used when the
information necessary to the procedure will not fit to scale within the limits of the
plan view area. They serve as a means to systematically arrange this information in its
relative position outside and beyond the reference circle. These concentric rings are
labeled en route facilities andfeeder facilities. The en route facilities ring depicts
NAVAIDs, fixes, and intersections that are part of the en route low altitude airway
structure used in the approach procedure. The feeder facilities ring includes radio aids
to navigation, fixes and intersections used by ATC to direct aircraft to intervening
facilities/fixes between the en route structure and the IAF. Feeder routes are not part
of the en route structure.

The primary airport depicted in the plan view is drawn with enough detail to show the
runway orientation and final approach course alignment. Airports other than the
primary approach airport are not depicted in the NACO plan view.

Known spot elevationsandobstacles are indicated on the plan view in MSL altitudes.
The largest dot and number combination indicates the highest elevation. An inverted
“V”

with a dot in the center depicts an obstacle.

a.
The highest obstacle is indicated with a bolder, larger version of the same
symbol. Two interlocking inverted V’s

b.
signify a group of obstacles. [Figure 8-8]

In the top left or right corner of the plan view is the communications area.
Communication frequencies are generally listed in the order in which they would be
used during arrival. Frequencies for weather and related facilities are included, where
applicable, such as automatic terminal information service (ATIS), automated surface
observing system (ASOS), automated weather observing system (AWOS) and
AFSS’s.

Concentric rings: The dashed-line En route facilities ring: A circle circles depicted in
the plan view of depicted in the plan view of IAP IAP charts, outside of the reference
charts, which designates NAVAIDs, circle, that show en route and feeder fixes, and
intersections that are part facilities. of the en route low altitude airway
structure.

Feeder facilities: NAVAIDs used by ATC to direct aircraft to intervening fixes

between the en route structure and the initial approach fix.
The minimum safe altitude (MSA) circle appears in the plan view, except in
approaches for which appropriate NAVAIDs (e.g., VOR or NDB) are unavailable.
The MSA is provided for emergency purposes only and guarantees 1,000 feet
obstruction clearance in the sector indicated with reference to the bearing in the circle.
For conventional navigation systems, the MSA is normally based on the primary
omnidirectional facility on which the IAP is predicated. The MSA depiction on the
approach chart contains the facility identifier of the NAVAID used to determine the
MSA altitudes. For RNAV approaches, the MSA is based on the runway waypoint for
straight-in approaches, or the airport waypoint for circling approaches. For GPS
approaches, the MSA center will be the missed approach waypoint. The MSL
altitudes appear in boxes within the circle, which is typically a 25 NM radius unless
otherwise indicated. The MSA circle refers to the letter identifier of the NAVAID or
waypoint that describes the center of the circle. MSAs are not depicted on terminal
arrival area (TAA) approach charts.

NAVAIDs, included in the plan view, are necessary for the completion of
the instrument procedure and include the facility name, frequency, letter
identifier, and Morse code sequence. A heavy-lined NAVAID box depicts
the primary NAVAID used for the approach. An “I” in front of the
NAVAID identifier (in figure 8-7, “I-OLJ”) listed in the NAVAID box
indicates a localizer and a TACAN channel (which signifies DME availability). The
requirement for an ADF, DME or RADAR in the approach is noted in the plan view.

Intersections, fixes, radials, and course lines describe route and approach sequencing
information. The main procedure, or final approach course is a thick, solid line. A
DME arc, which is part of the main procedure course, is also represented as a thick,
solid line. A feeder route

is depicted with a medium line and provides heading, altitude, and distance
information. (All three components must be designated on the chart to provide a
navigable course.) Radials, such as lead radials, are shown by thin lines. The missed
approach track is drawn

using a thin dashed line with a directional

arrow. A visual flight path segment appears as a thick

Minimum safe altitude (MSA):

The minimum altitude depicted on approach charts which provides at least 1,000 feet
of obstacle clearance for emergency use within a speci-fied distance from the listed
navigation facility or waypoint.
dashed line with a directional arrow.

Initial approach fixes (IAFs) are charted IAF when asso-ciated with a
NAVAID or when freestanding.

The missed approach holding pattern track is represented with a thin-dashed line.
When colocated, the missed approach holding pattern and procedure turn holding
pattern are indicated as a solid, black line. Arrival holding patterns are depicted as
thin, solid lines.

Course Reversal Elements in Plan View and Profile View

Course reversals are included in an IAP, are depicted in one of three different ways, a
45°/180°procedure, a holding pattern, or a teardrop procedure. The maneuvers are
required when it is necessary to reverse direction to establish the aircraft inbound on
an intermediate or final approach course. Components of the required procedure are
depicted in the plan view and the profile view. The maneuver must be completed
within the distance and at the minimum altitude specified in the profile view. Pilots
should coordinate with the appropriate ATC facility relating to course reversal during
the IAP.

Procedure Turns

A procedure turn barbed arrow

indicates the direc

tion or side of the outbound course on which the procedure turn is made. Headings are
provided for course reversal using the 45°procedure turn. However, the point at which
the turn may be commenced, and the type and rate of turn is left to the discretion of
the pilot. Some of the options are the 45°procedure turn, the racetrack pattern, the
teardrop procedure turn, or the 80°/260°course reversal. The absence of the procedure
turn barbed arrow in the plan view indicates that a procedure turn is not authorized for
that procedure. A maximum procedure turn speed of not greater than 200 knots
indicated airspeed (KIAS) should be observed when turning outbound over the IAF
and throughout the procedure turn maneuver to ensure staying within the obstruction
clearance area. The normal procedure turn distance is 10 NM. This may be reduced to
a minimum of 5 NM where only Category A or helicopter aircraft are operated, or
increased to as much as 15 NM to accommodate high performance aircraft. Descent
below the procedure turn altitude begins after the aircraft is established on the
inbound course.
Initial approach fix (IAF): The Procedure turn: The maneuver fixes depicted on IAP
charts that prescribed when it is necessary to identify the beginning of the initial
reverse direction to establish an approach segment(s). aircraft on the intermediate
approach

segment or final approach course.

The procedure turn is not required when the symbol “NoPT” appears, when radar
vectoring to the final approach is provided, when conducting a timed approach, or
when the procedure turn is not authorized. Pilots should contact the appropriate ATC
facility when in doubt if a procedure turn is required.

Holding in Lieu of Procedure Turn

A holding pattern in lieu of a procedure turn may be specified for course reversal in
some procedures. In such cases, the holding pattern is established over an intermediate
fix or a final approach fix (FAF). The holding pattern distance or time specified in the
profile view must be observed. Maximum holding airspeed limitations as set forth for
all holding patterns apply. The holding pattern maneuver is completed when the
aircraft is established on the inbound course after executing the appropriate entry. If
cleared for the approach prior to returning to the holding fix, and the aircraft is at the
prescribed altitude, additional circuits of the holding pattern are not necessary nor
expected by ATC. If pilots elect to make additional circuits to lose excessive altitude
or to become better established on course, it is their responsibility to advise ATC upon
receipt of their approach clearance. When holding in lieu of a procedure turn, the
holding pattern must be followed, except when RADAR VECTORING to the final
approach course is provided or when NoPT is shown on the approach course.

Teardrop Procedure

When a teardrop procedure turn is depicted and a course reversal is required, unless
otherwise authorized by ATC, this type of procedure must be executed. The teardrop
procedure consists of departure from an IAF on the published outbound course
followed by a turn toward and intercepting the inbound course at or prior to the
intermediate fix or point. Its purpose is to permit an aircraft to reverse direction and
lose considerable altitude within reasonably limited airspace. Where no fix is
available to mark the beginning of the intermediate segment, it shall be assumed to
commence at a point 10 NM prior to the FAF. When the facility is located on the
airport, an aircraft is considered to be on final approach upon completion of the
penetration turn. However, the final approach segment begins on the final approach
course 10 NM from the facility.
NoPT (No Procedure Turn): Used Final approach fix (FAF): The fix with the
appropriate course and from which the IFR final approach to altitude to denote the
procedure turn an airport is executed, which is not required. identifies the beginning
of the final

approach segment.

Terminal Arrival Area (TAA)

The design objective of the terminal arrival area (TAA) procedure is to provide a
transition method for arriving aircraft with GPS/RNAV equipment. TAAs will also
eliminate or reduce the need for feeder routes, departure extensions, and procedure
turns or course reversal. The TAA is controlled airspace established in conjunction
with the standard or modified RNAV approach configurations.

The standard TAA has three areas: straight-in, left base, and right base. The arc
boundaries of the three areas of the TAA are published portions of the approach and
allow aircraft to transition from the en route structure direct to the nearest IAF. When
crossing the boundary of each of these areas or when released by ATC within the area,
the pilot is expected to proceed direct to the appropriate waypoint IAF for the
approach area being flown. A pilot has the option in all areas of proceeding directly to
the holding pattern.

The TAA has a “T” structure that normally provides a NoPT for aircraft using the
approach. [Figure 8-9] The TAA provides the pilot and air traffic controller with an
efficient method for routing traffic from the en route to the terminal structure. The
basic “T” contained in the TAA normally aligns the procedure on runway centerline,
with the missed approach point (MAP) located at the threshold, the FAF 5 NM from
the threshold, and the intermediate fix (IF) 5 NM from the FAF.

In order to accommodate descent from a high en route altitude to the initial segment
altitude, a hold in lieu of a procedure turn provides the aircraft with an extended
distance for the necessary descent gradient. The holding pattern constructed for this
purpose is always established on the center IAF waypoint. Other modifications may
be required for parallel runways, or due to operational requirements. When published,
the RNAV chart will depict the TAA through the use of “icons” representing each
TAA associated with the RNAV procedure. These icons will be depicted in the plan
view of the approach plate, generally arranged on the chart in accordance with their
position relative to the aircraft’s arrival from the en route structure.
The Profile View

The profile view is a drawing of the side view of the procedure and illustrates the
vertical approach path altitudes, headings, distances, and fixes. [Figure 8-7] The view
includes the minimum altitude and maximum distance for the procedure turn, altitudes
over prescribed fixes, distances between fixes, and the missed approach procedure.
The profile view aids in the pilot’s interpretation of the IAP. The profile view is not
drawn to scale. [Figures 8-10 and 8-11]

The precision approach glide-slope intercept altitude is a minimum altitude for glide
slope interception after completion of the procedure turn, illustrated by an altitude

number and “zigzag” line.

It applies to precision approaches, and except where otherwise prescribed, also applies
as a minimum altitude for crossing the FAF when the glide slope is inoperative or not
used. Precision approach

profiles also depict the glide-slope angle of descent, threshold-crossing height (TCH),
and glide-slope altitude at the outer marker (OM).
In nonprecision approaches, a final descent is initiated at the FAF, or after completing
the procedure turn and established inbound on the procedure course. The FAF is
clearly identified by use of the Maltese cross symbol in the profile view.

When the FAF is not indicated in the profile view, the MAP is based on station
passage when the facility is on the airport or a specified distance (e.g., VOR/DME or
GPS procedures).

Stepdown fixes in nonprecision procedures are provided between the FAF and the
airport for authorizing a lower minimum descent altitude (MDA) after passing an
obstruction. Stepdown fixes can be identified by NAVAID, NAVAID fix, waypoint,
radar, and are depicted by a vertical

dashed line.

Normally, there is only one stepdown fix between the FAF and the MAP, but there
can be several. If the stepdown fix cannot be identified for any reason, the minimum
altitude at the stepdown fix becomes the MDA for the approach. However, circling
minimums apply if they are higher than the stepdown fix minimum altitude, and a
circling approach is required.

The visual descent point (VDP) is a defined point on the final approach course of a
nonprecision straight-in approach procedure. A normal descent from the MDA to the
runway touchdown point may be commenced, provided visual reference is
established. The VDP is identified on the profile view of the approach chart by the
symbol “V.” [Figure 8-11]

The missed approach point (MAP) varies depending upon the approach flown. For the
ILS, the MAP is at the decision altitude/decision height (DA/DH). In nonprecision
procedures, the pilot determines the MAP by timing from FAF when the approach aid
is well away from the airport, by a fix or NAVAID when the navigation facility is
located on the field, or by waypoints as defined by GPS or VOR/DME RNAV. The
pilot may execute the MAP early, but pilots should, unless otherwise cleared by ATC,
fly the IAP as specified on the approach plate to the MAP at or above the MDA or
DA/DH before executing a turning maneuver.

Profile view: Side view of an approach procedure on an IAP chart illustrating the
vertical approach path altitudes, headings, distances, and fixes.

Glide-slope intercept altitude: The minimum altitude of an intermediate approach

segment prescribed for a precision approach that ensures obstacle clearance.
Stepdown fix: Permits additional descent within a segment of an IAP by identifying a
point at which an obstacle has been safely overflown.

Minimum descent altitude (MDA):

The lowest altitude (in feet MSL) to which descent is authorized in execution of a
nonprecision IAP.

Visual descent point (VDP): A defined point on the final approach course of a
nonprecision straight-in approach procedure from which normal descent from the
MDA to the runway touchdown point may be commenced, provided the runway
environment is clearly visible to the pilot.

Missed approach point (MAP): A point prescribed in each instrument approach at

which a missed approach procedure shall be executed if the required visual reference
has not been established.
A complete description of the missed approach procedure appears in the profile view.
[Figure 8-11] When initiating a missed approach, the pilot will be directed to climb
straight ahead (e.g., “Climb to 2,500”), or commence a turning climb to a specified
altitude (e.g., “Climbing left turn to 2,500”). In some cases, the procedure will direct
the pilot to climb straight ahead to an initial altitude, then turn or enter a climbing turn
to the holding altitude (e.g., “Climb to 900, then climbing right turn to 2,500 direct
ABC VOR and hold”).

When the missed approach procedure specifies holding at a facility or fix, the pilot
proceeds according to the missed approach track and pattern depicted on the plan
view. An alternate missed approach procedure may also be issued by ATC. The
textual description will also specify the NAVAID(s) or radials that identify the
holding fix.

The profile view also depicts minimum, maximum, recommended, and mandatory
block altitudes used in approaches. The minimum altitude is depicted with the

altitude underscored.

On final approach, aircraft are

required to maintain an altitude at or above the depicted altitude until reaching the
subsequent fix. The maximum

altitude will be depicted with the altitude overscored,

and aircraft must remain at or below the depicted altitude. Mandatory altitude will
be depicted with the altitude both

underscored and overscored, and altitude is to be

maintained at the depicted value. Recommended altitudes are advisory altitudes and
are neither over- nor underscored. When an over- or underscore spans two numbers, a
mandatory block altitude is indicated, and aircraft are required to maintain altitude
within the range of the two numbers. [Figures 8-10 and 8-11]

Minimums and Notes

The minimums section sets forth the lowest altitude and visibility requirements for the
approach, whether precision or nonprecision, straight-in or circling, or radar vectored.
When a fix is incorporated in a nonprecision final segment,
Missed approach procedure: A Aircraft approach category: A maneuver performed by
a pilot when performance grouping of aircraft an instrument approach cannot be based
on a speed of 1.3 times their completed to a landing. stall speed in the landing

configuration at maximum gross

Minimums section: The area on an

landing weight.

IAP chart that displays the lowest altitude and visibility requirements Decision
altitude (DA): A specified for the approach. altitude in the precision approach, charted
in “feet MSL,” at which a missed approach must be initiated if the required visual
reference to continue the approach has not been established.

Two sets of minimums may be published, depending upon whether or not the fix can
be identified. Two sets of minimums may also be published when a second altimeter
source is used in the procedure. The minimums ensure that final approach obstacle
clearance is provided from the start of the final segment to the runway or MAP,
whichever occurs last. The same minimums apply to both day and night operations
unless different minimums are specified in the Notes section. Published circling
minimums provide obstacle clearance when pilots remain within the appropriate area
of protection. [Figure 8-12]

Minimums are specified for various aircraft approach categories based upon a value
1.3 times the stalling speed of the aircraft in the landing configuration at maximum
certified gross landing weight. If it is necessary to maneuver at speeds in excess of the
upper limit of a speed range for a category, the minimums for the next higher category
should be used. For example, an aircraft that falls into category A, but is circling to
land at a speed in excess of 91 knots, should use approach category B minimums
when circling to land. [Figure 8-13]

The minimums for straight-in and circling appear directly under each aircraft
category. [Figure 8-12] When there is no solid division line between minimums for
each category on the rows for straight-in or circling, the minimums apply to the two or
more undivided categories.
The terms used to describe the minimum approach altitudes differ between precision
and nonprecision approaches. Precision approaches use decision altitude (DA),
charted in “feet MSL,” followed by the decision height (DH) which is referenced to
the height above threshold elevation (HAT). Nonprecision approaches use MDA,
referenced to “feet MSL.” The minimums are also referenced to HAT for straight-in
approaches, or height above airport (HAA) for circling approaches. On NACO charts,
the figures listed parenthetically are for military operations and are not used in civil
aviation.

Decision height (DH): A specified Height above threshold elevation altitude in the
precision approach, (HAT): The DA/DH or MDA above charted in “height above
threshold the highest runway elevation in the elevation,” at which a decision must
touchdown zone (first 3,000 feet of be made to either continue the the runway).
approach or to execute a missed

approach. Height
above airport (HAA): The height of the MDA above the published
airport elevation.
 Figure 8-13. Aircraft approach categories and circling limits.

Figure 8-14. RVR conversion table.

Visibility figures are provided in statute miles or runway visual range (RVR), which is
reported in hundreds of feet. RVR is measured by a transmissometer, which represents
the horizontal distance measured at points along the runway. It is based on the
sighting of either high intensity runway lights or on the visual contrast of other
targets, whichever yields the greater visual range. RVR is horizontal visual range, not
slant visual range, and is used in lieu of prevailing visibility in determining minimums
for a particular runway. [Figure 8-14]

Visibility figures are depicted after the DA/DH or MDA in the minimums section. If
visibility in statute miles is indicated, an altitude number, hyphen, and a whole or
fractional number appear; for example, 530-1, which indicates “530 feet MSL” and 1
statute mile visibility, this is the descent minimum for the approach. The RVR value is
separated from the minimum altitude with a slash, such as

Runway visual range (RVR): The instrumentally-derived horizontal distance a pilot

should be able to see down the runway from the approach end, based on either the
sighting of high-intensity runway lights, or the visual contrast of other objects.

“1065/24,” which indicates 1,065 feet MSL and an RVR of 2,400 feet. If RVR were
prescribed for the procedure, but not available, a conversion table would be used to
provide the equivalent visibility — in this case, of 1/2 statute mile visibility. [Figure
8-14] The conversion table is also available in the TPP.

When an alternate airport is required, standard IFR alternate minimums apply.

Precision approach procedures require a 600-foot ceiling and 2 statute miles visibility;
nonprecision approaches require an 800-foot ceiling and 2 statute miles visibility.
When a black triangle with a white “A” appears in the Notes section of the approach
chart, it indicates non-standard IFR alternate minimums exist for the airport. If an
“NA” appears after the “A”

alternate minimums are not authorized. This information is found in the beginning of
the TPP.

Procedural notes are included in a box located below the altitude and visibility
minimums. For example, a procedural note might indicate, “Circling NA E of RWY
1-19.” Some other notes might concern a local altimeter setting and the resulting
change in the minimums. The use of RADAR may also be noted in this section.
Additional notes may be found in the plan view.

When a triangle containing a “T”

appears in the notes area, it signifies the airport has nonstandard IFR takeoff
minimums. The appropriate section in the front of the TPP would be consulted in this
case.

In addition to the COPTER approaches, instrument-equipped helicopters may fly

standard approach procedures. The required visibility minimum may be reduced to
one-half the published visibility minimum for category A aircraft, but in no case may
it be reduced to less than 1/4 mile or 1,200 feet RVR.

Alternate airport: Designated in an Point in space approach: A type of IFR flight plan,
provides a suitable helicopter instrument approach destination if a landing at the
intended procedure to a missed approach point airport becomes inadvisable. more than
2,600 feet from an

associated helicopter landing area.

Height above landing (HAL): A

HAL is a height above a designated Airport diagram: The section of an helicopter

landing area used for IAP chart that shows a detailed helicopter instrument approach
diagram of the airport including procedures. surface features and airport

configuration information.

A couple of terms are specific to helicopters. Height above landing (HAL) means
height above a designated helicopter landing area used for helicopter IAPs. “Point in
space approach” refers to a helicopter IAP to a MAP more than 2,600 feet from an
associated helicopter landing area.

Airport Diagram

The airport diagram, located on the bottom right side of the chart, includes many
helpful features. IAPs for some of the larger airports devote an entire page to an
airport diagram. Information concerning runway orientation, lighting, final approach
bearings, airport beacon, and obstacles all serve to guide the pilot in the final phases
of flight. See figure 8-15 for a legend of airport diagram features (see also figure 8-7
for an example of an airport diagram).

The diagram shows the runway configuration in solid black, while the taxiways and
aprons are shaded gray. Other runway environment features are shown, such as the
runway identification, dimensions, magnetic heading, displaced threshold, arresting
gear, usable length, and slope.

The airport elevation is indicated in a separate box at the top of the airport diagram
box. The touch down zone elevation (TDZE), which is the highest elevation within
the first 3,000 feet of the runway, is designated at the approach end of the procedure’s
runway.

Beneath the airport diagram is the time and speed table. The table provides the
distance and the amount of time required to transit the distance from the FAF to the
MAP for selected groundspeeds.

The approach lighting systems and the visual approach lights are depicted on the
approach chart. White on black symbols are used for identifying pilot-controlled
lighting (PCL).

Runway lighting aids are also noted (e.g., REIL, HIRL), as is the runway centerline
lighting (RCL). [Figure 8-16]

Touch down zone elevation Time and speed table: A table (TDZE): The highest
elevation in depicted on an instrument approach the first 3,000 feet of the landing
procedure chart that identifies the surface, TDZE is indicated on the distance from the
FAF to the MAP, IAP chart when straight-in landing and provides the time required to
minimums are authorized. transit that distance based on various

ground speeds.
Inoperative Components

Certain procedures can be flown with inoperative compo-nents. According to the

Inoperative Components Table, for example, an ILS approach with a malfunctioning
Medium Intensity Approach Lighting System with Runway Alignment Indicator
Lights (MALSR = MALS with RAIL) can be flown if the minimum visibility is
increased by 1/4 mile. [Figure 8-17] A note in this section might read, “Inoperative
Table does not apply to ALS or HIRL Runway 13L.”

RNAV Instrument Approach Charts

Instrument approach charts are being converted to a charting format similar to the
format developed for RNAV IAP. [Figure 8-18] This format avoids unnecessary
duplication and proliferation of instrument approach charts. The approach minimums
for unaugmented GPS, Wide Area Augmentation System (WAAS), Local Area
Augmentation System (LAAS), will be published on the same approach chart as
lateral navigation/vertical navigation (LNAV/VNAV). Other types of equipment may
be authorized to conduct the approach based on the minima notes in the front of the
TPP approach chart books. Approach charts titled “RNAV RWY XX” may be used by
aircraft with navigation systems that meet the required navigational performance
(RNP) values for each segment of the approach.

The chart may contain as many as four lines of approach minimums: Global landing
system (GLS); WAAS and LAAS; LNAV/VNAV; LNAV; and circling.
LNAV/VNAV is an instrument approach with lateral and vertical guidance with
integrity limits similar to barometric vertical navigation (BARO VNAV).

RNAV procedures that incorporate a final approach stepdown fix may be published
without vertical navigation, on a separate chart, also titled RNAV. During a transition
period when GPS procedures are undergoing revision to a new title, both RNAV and
GPS approach charts and formats will be published. ATC clearance for the RNAV
procedure will authorize a properly-certificated pilot to utilize any landing minimums
for which the aircraft is certified.

The RNAV chart will include formatted information required for quick pilot or
flightcrew reference located at the top of the chart. This portion of the chart was
developed based on a

Inoperative components: Higher Required navigational minimums are prescribed

when the performance (RNP): Navigational specified visual aids are not performance
necessary to operate in functioning; this information is listed a given airspace or
perform a in the Inoperative Components Table particular procedure. found in the
Terminal Procedures Publications.

study by the Department of Transportation (DOT), Volpe National Transportation

Systems Center.

Chart terminology will change slightly to support the new procedure types:

1. DA replaces the term DH. DA conforms to the international convention where

altitudes relate to MSL and heights relate to AGL. DA will eventually be
published for other types of IAPs with vertical guidance, as well. DA indicates
to the pilot that the published descent profile is flown to the DA (MSL), where
a missed approach will be initiated if visual references for landing are not
established. Obstacle clearance is provided to allow a momentary descent
below DA while transitioning from the final approach to the missed approach.
The aircraft is expected to follow the missed approach instructions while
continuing along the published final approach course to at least the published
runway threshold waypoint or MAP (if not at the threshold) before executing
any turns.
2. MDA will continue to be used for the LNAV-only and circling procedures.
3. Threshold crossing height (TCH) has been traditionally used in precision
approaches as the height of the glide slope above threshold. With publication of
LNAV/VNAV minimums and RNAV descent angles, including graphically
depicted descent profiles, TCH also applies to the height of the “descent angle,”
or glidepath, at the threshold. Unless otherwise required for larger type aircraft
which may be using the IAP, the typical TCH will be 30 to 50 feet.

The minima format changes slightly:

1. Each line of minima on the RNAV IAP will be titled to reflect the RNAV
system applicable (e.g., GLS, LNAV/ VNAV, and LNAV.) Circling minima
will also be provided.
2. The minima title box will also indicate the nature of the minimum altitude for
the IAP. For example: DA will be published next to the minima line title for
minimums supporting vertical guidance, and MDA will be published where the
minima line supports only lateral guidance. During an approach where an MDA
is used, descent below MDA is not authorized.

Global Landing System (GLS): Barometric vertical navigation Global Navigation

Satellite System (BARO VNAV): A navigational (GNSS) that includes WAAS and/or
system which presents computed LAAS. vertical guidance to the pilot
referenced to a specific vertical path angle (VPA) and is based on barometric altitude.
3. Where two or more systems share the same minima, each For more information
concerning government charts, the line of minima will be displayed separately.
NACO can be contacted by telephone, or via their internet
address at: The following chart symbology will change slightly: [Figure 8-18]
National Aeronautical Charting Office

1. Descent profile Telephone 800-626-3677 http://acc.nos.noaa.gov/

VDP

Missed approach symbology

Waypoints