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procedure. (See FIG ENR 1.5-20). Use of icons is
necessary to avoid obscuring any portion of the “T”
procedure (altitudes, courses, minimum altitudes,
etc.). The icon for each TAA area will be located and
oriented on the plan view with respect to the direction
of arrival to the approach procedure, and will show all
TAA minimum altitudes and sector/radius subdivisions
for that area. The IAF for each area of the TAA
is included on the icon where it appears on the
approach, to help the pilot orient the icon to the
approach procedure. The IAF name and the distance
of the TAA area boundary from the IAF are included
on the outside arc of the TAA area icon. Examples
here are shown with the TAA around the approach to
aid pilots in visualizing how the TAA corresponds to
the approach and should not be confused with the
actual approach chart depiction.
12.4.5.4 Each waypoint on the “T”, except the
missed approach waypoint, is assigned a pronounceable
5-character name used in air traffic control
communications, and which is found in the RNAV
databases for the procedure. The missed approach
waypoint is assigned a pronounceable name when it
is not located at the runway threshold.
12.4.6 Once cleared to fly the TAA, pilots are
expected to obey minimum altitudes depicted within
the TAA icons, unless instructed otherwise by air
traffic control. In FIG ENR 1.5-19, pilots within the
left or right-base areas are expected to maintain a
minimum altitude of 6,000 feet until within 17 NM of
the associated IAF. After crossing the 17 NM arc,
descent is authorized to the lower charted altitudes.
Pilots approaching from the northwest are expected
to maintain a minimum altitude of 6,000 feet, and
when within 22 NM of the IF (IAF), descend to a
minimum altitude of 2,000 feet MSL until reaching
the IF (IAF).
AIP ENR 1.5−29
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5−20
RNAV (GPS) Approach Chart
NOTE− This chart has been modified to depict new concepts and may not reflect actual approach minima.
ENR 1.5−30 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.5−21
TAA with Left and Right
Base Areas Eliminated
12.4.7Just as the underlying T" approach procedure
may be modified in shape, the TAA may contain
modifications to the defined area shapes and sizes.
Some areas may even be eliminated, with other areas
expanded as needed. FIG ENR 1.5−21 is an example
of a design limitation where a course reversal is
necessary when approaching the IF (IAF) from
certain directions due to the amount of turn required
at the IF (IAF). Design criteria require a course
reversal whenever this turn exceeds 120 degrees. In
this generalized example, pilots approaching on a
bearing TO the IF (IAF) from 300  clockwise
through 060  are expected to execute a course
reversal. The term NoPT" will be annotated on the
boundary of the TAA icon for the other portion of the
TAA.
AIP ENR 1.5−31
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5−22
TAA with Right Base Eliminated
12.4.8FIG ENR 1.5−22 depicts another TAA modification
that pilots may encounter. In this generalized
example, the right−base area has been eliminated.
Pilots operating within the TAA between 360 
clockwise to 060  bearing TO the IF (IAF) are
expected to execute the course reversal in order to
properly align the aircraft for entry onto the
intermediate segment. Aircraft operating in all other
areas from 060 clockwise to 360 bearing TO the IF
(IAF) need not perform the course reversal, and the
term NoPT" will be annotated on the TAA boundary
of the icon in these areas. TAAs are no longer being
produced with sections removed; however, some may
still exist on previously published procedures.
ENR 1.5−32 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.5−23
Examples of a TAA with Feeders from an Airway
12.4.9When an airway does not cross the lateral
TAA boundaries, a feeder route will be established to
provide a transition from the en route structure to the
appropriate IAF. Each feeder route will terminate at
the TAA boundary, and will be aligned along a path
pointing to the associated IAF. Pilots should descend
to the TAA altitude after crossing the TAA boundary
　
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