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Arrival Procedures

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) Many ILS approaches having minima

based on RVR are eligible for a landing minimum of

RVR 1800. Some of these approaches are to runways

that have touchdown zone and centerline lights. For

many runways that do not have touchdown and

centerline lights, it is still possible to allow a landing

minimum of RVR 1800. For these runways, the

normal ILS minimum of RVR 2400 can be annotated

with a single or double asterisk or the dagger symbol


 for example “** 696/24 200 (200/1/2).” A note

is included on the chart stating “**RVR 1800

authorized with use of FD or AP or HUD to DA.” The

pilot must use the flight director, or autopilot with an

approved approach coupler, or head up display to

decision altitude or to the initiation of a missed

approach. In the interest of safety, single pilot

operators should not fly approaches to 1800 RVR

minimums on runways without touchdown and

centerline lights using only a flight director, unless

accompanied by the use of an autopilot with an

approach coupler.

(e) 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.

(f) RNAV (GPS) approaches to LNAV, LP,

LNAV/VNAV and LPV lines of minima using WAAS

and RNAV (GPS) approaches to LNAV and

LNAV/VNAV lines of minima using GPS 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/


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

minima are different, they will be shown by separate

lines in the approach minima box or a note; e.g., use

Manhattan altimeter setting; when not available use

Salina altimeter setting and increase all MDAs

40 feet. When the altimeter must be obtained from a

source other than air traffic a note will indicate the

source; e.g., Obtain local altimeter setting on CTAF.

When the altimeter setting(s) on which the approach

is based is not available, the approach is not

authorized. Baro−VNAV must be flown using the

local altimeter setting only. Where no local altimeter

is available, the LNAV/VNAV line will still be

published for use by WAAS receivers with a note that

Baro−VNAV is not authorized. When a local and at

least one other altimeter setting source is authorized

and the local altimeter is not available Baro−VNAV

is not authorized; however, the LNAV/VNAV

minima can still be used by WAAS receivers using the

alternate altimeter setting source.


Barometric Vertical Navigation (baro−VNAV).  An RNAV

system function which uses barometric altitude informa-

tion from the aircraft’s altimeter to compute and present

a vertical guidance path to the pilot. The specified vertical

path is computed as a geometric path, typically computed

between two waypoints or an angle based computation

from a single waypoint.  Further guidance may be found in

Advisory Circular 90−105.

5. A pilot adhering to the altitudes, flight paths,

and weather minimums depicted on the IAP chart or

vectors and altitudes issued by the radar controller, is

assured of terrain and obstruction clearance and

runway or airport alignment during approach for


6. IAPs are designed to provide an IFR descent

from the en route environment to a point where a safe

landing can be made. They are prescribed and

approved by appropriate civil or military authority to

ensure a safe descent during instrument flight

conditions at a specific airport. It is important that