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are based on joint civil and military criteria contained
in the U.S. Standard for TERPS. The design of IAPs
based on criteria contained in TERPS, takes into
2/14/08 AIM
Arrival Procedures 5−4−5
account the interrelationship between airports,
facilities, and the surrounding environment, terrain,
obstacles, noise sensitivity, etc. Appropriate
altitudes, courses, headings, distances, and other
limitations are specified and, once approved, the
procedures are published and distributed by
government and commercial cartographers as
instrument approach charts.
2. Not all IAPs are published in chart form.
Radar IAPs are established where requirements and
facilities exist but they are printed in tabular form in
appropriate U.S. Government Flight Information
Publications.
3. The navigation equipment required to join
and fly an instrument approach procedure is indicated
by the title of the procedure and notes on the chart.
(a) Straight−in IAPs are identified by the
navigational system providing the final approach
guidance and the runway to which the approach is
aligned (e.g., VOR RWY 13). Circling only
approaches are identified by the navigational system
providing final approach guidance and a letter
(e.g., VOR A). More than one navigational system
separated by a slash indicates that more than one type
of equipment must be used to execute the final
approach (e.g., VOR/DME RWY 31). More than
one navigational system separated by the word “or”
indicates either type of equipment may be used to
execute the final approach (e.g., VOR or GPS
RWY 15).
(b) In some cases, other types of navigation
systems including radar may be required to execute
other portions of the approach or to navigate to the
IAF (e.g., an NDB procedure turn to an ILS, an NDB
in the missed approach, or radar required to join the
procedure or identify a fix). When radar or other
equipment is required for procedure entry from the
en route environment, a note will be charted in the
planview of the approach procedure chart
(e.g., RADAR REQUIRED or ADF REQUIRED).
When radar or other equipment is required on
portions of the procedure outside the final approach
segment, including the missed approach, a note will
be charted in the notes box of the pilot briefing
portion of the approach chart (e.g., RADAR
REQUIRED or DME REQUIRED). Notes are not
charted when VOR is required outside the final
approach segment. Pilots should ensure that the
aircraft is equipped with the required NAVAID(s) in
order to execute the approach, including the missed
approach.
(c) The FAA has initiated a program to
provide a new notation for LOC approaches when
charted on an ILS approach requiring other
navigational aids to fly the final approach course. The
LOC minimums will be annotated with the NAVAID
required (e.g., “DME Required” or “RADAR
Required”). During the transition period, ILS
approaches will still exist without the annotation.
(d) The naming of multiple approaches of the
same type to the same runway is also changing.
Multiple approaches with the same guidance will be
annotated with an alphabetical suffix beginning at the
end of the alphabet and working backwards for
subsequent procedures (e.g., ILS Z RWY 28, ILS Y
RWY 28, etc.). The existing annotations such as
ILS 2 RWY 28 or Silver ILS RWY 28 will be phased
out and replaced with the new designation. The Cat II
and Cat III designations are used to differentiate
between multiple ILSs to the same runway unless
there are multiples of the same type.
(e) WAAS (LPV, LNAV/VNAV and LNAV),
and GPS (LNAV) approach procedures are charted as
RNAV (GPS) RWY (Number) (e.g., RNAV (GPS)
RWY 21). VOR/DME RNAV approaches will
continue to be identified as VOR/DME RNAV RWY
(Number) (e.g., VOR/DME RNAV RWY 21).
VOR/DME RNAV procedures which can be flown by
GPS will be annotated with “or GPS”
(e.g., VOR/DME RNAV or GPS RWY 31).
4. Approach minimums are based on the local
altimeter setting for that airport, unless annotated
otherwise; e.g., Oklahoma City/Will Rogers World
approaches are based on having a Will Rogers World
altimeter setting. When a different altimeter source is
required, or more than one source is authorized, it will
be annotated on the approach chart; e.g., use Sidney
altimeter setting, if not received, use Scottsbluff
altimeter setting. Approach minimums may be raised
when a nonlocal altimeter source is authorized. When
more than one altimeter source is authorized, and the
　
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