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example, Baro−VNAV, LDA with glidepath, LNAV/
VNAV and LPV are APV approaches.
(c) Nonprecision Approach (NPA). An instrument
approach based on a navigation system
which provides course deviation information, but no
glidepath deviation information. For example, VOR,
NDB and LNAV. As noted in subparagraph h, Vertical
Descent Angle (VDA) on Nonprecision Approaches,
some approach procedures may provide a Vertical
Descent Angle as an aid in flying a stabilized
approach, without requiring its use in order to fly the
procedure. This does not make the approach an APV
procedure, since it must still be flown to an MDA and
has not been evaluated with a glidepath.
b. The method used to depict prescribed altitudes
on instrument approach charts differs according to
techniques employed by different chart publishers.
Prescribed altitudes may be depicted in four different
configurations: minimum, maximum, mandatory,
and recommended. The U.S. Government distributes
charts produced by National Imagery and Mapping
Agency (NIMA) and FAA. Altitudes are depicted on
these charts in the profile view with underscore,
overscore, both or none to identify them as minimum,
maximum, mandatory or recommended.
AIM 8/5/04
5−4−6 Arrival Procedures
1. Minimum altitude will be depicted with the
altitude value underscored. Aircraft are required to
maintain altitude at or above the depicted value,
e.g., 3000.
2. Maximum altitude will be depicted with the
altitude value overscored. Aircraft are required to
maintain altitude at or below the depicted value,
e.g., 4000.
3. Mandatory altitude will be depicted with the
altitude value both underscored and overscored.
Aircraft are required to maintain altitude at the
depicted value, e.g., 5000.
4. Recommended altitude will be depicted with
no overscore or underscore. These altitudes are
depicted for descent planning, e.g., 6000.
NOTE−
Pilots are cautioned to adhere to altitudes as prescribed
because, in certain instances, they may be used as the basis
for vertical separation of aircraft by ATC. When a depicted
altitude is specified in the ATC clearance, that altitude
becomes mandatory as defined above.
c. Minimum Safe/Sector Altitudes (MSA) are
published for emergency use on IAP charts. 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 (RWY WP) for straight−in
approaches, or the airport waypoint (APT WP) for
circling approaches. For GPS approaches, the MSA
center will be the missed approach waypoint
(MAWP). MSAs are expressed in feet above mean
sea level and normally have a 25 NM radius;
however, this radius may be expanded to 30 NM if
necessary to encompass the airport landing surfaces.
Ideally, a single sector altitude is established and
depicted on the plan view of approach charts;
however, when necessary to obtain relief from
obstructions, the area may be further sectored and as
many as four MSAs established. When established,
sectors may be no less than 90 in spread. MSAs
provide 1,000 feet clearance over all obstructions but
do not necessarily assure acceptable navigation
signal coverage.
d. Terminal Arrival Area (TAA)
1. The objective of the TAA is to provide a
seamless transition from the en route structure to the
terminal environment for arriving aircraft equipped
with Flight Management System (FMS) and/or
Global Positioning System (GPS) navigational
equipment. The underlying instrument approach
procedure is an area navigation (RNAV) procedure
described in this section. The TAA provides the pilot
and air traffic controller with a very efficient method
for routing traffic into the terminal environment with
little required air traffic control interface, and with
minimum altitudes depicted that provide standard
obstacle clearance compatible with the instrument
procedure associated with it. The TAA will not be
found on all RNAV procedures, particularly in areas
of heavy concentration of air traffic. When the TAA
is published, it replaces the MSA for that approach
procedure. See FIG 5−4−9 for a depiction of a RNAV
approach chart with a TAA.
2. The RNAV procedure underlying the TAA
will be the “T” design (also called the “Basic T”), or
　
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