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AIM

10/12/17

5−4−7

Arrival Procedures

pilots understand these procedures and their use prior

to attempting to fly instrument approaches.

7. TERPS criteria are provided for the following

types of instrument approach procedures:

(a) Precision Approach (PA). An instrument

approach based on a navigation system that provides

course and glidepath deviation information meeting

the precision standards of ICAO Annex 10. For

example, PAR, ILS, and GLS are precision

approaches.

(b) Approach with Vertical Guidance (APV).

An instrument approach based on a navigation

system that is not required to meet the precision

approach standards of ICAO Annex 10 but provides

course and glidepath deviation information. For

example, Baro−VNAV, LDA with glidepath, LNAV/

VNAV and LPV are APV approaches.

(c) Nonprecision Approach (NPA). An in-

strument 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 k, 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 Geospatial−Intelligence

Agency (NGA) 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.

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−

1. 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 be-

comes mandatory as defined above.
2. The ILS glide slope is intended to be intercepted at the
published glide slope intercept altitude. This point marks
the PFAF and is depicted by the ”lightning bolt” symbol
on U.S. Government charts. Intercepting the glide slope
at this altitude marks the beginning of the final
approach segment and ensures required obstacle clear-
ance during descent from the glide slope intercept altitude
to the lowest published decision altitude for the approach.
Interception and tracking of the glide slope prior to the
published glide slope interception altitude does not
necessarily ensure that minimum, maximum, and/or
mandatory altitudes published for any preceding fixes
will be complied with during the descent. If the pilot
chooses to track the glide slope prior to the glide slope
interception altitude, they remain responsible for comply-
ing with published altitudes for any preceding stepdown
fixes encountered during the subsequent  descent.
3. Approaches used for simultaneous (parallel) independ-
ent and simultaneous close parallel operations
procedurally require descending on the glideslope from the
altitude at which the approach clearance is issued (refer to
5-4-15 and 5-4-16). For simultaneous close parallel
(PRM) approaches, the Attention All Users Page (AAUP)
may publish a note which indicates that descending on the
glideslope/glidepath meets all crossing restrictions.
However, if no such note is published, and for simultaneous
independent approaches (4300 and greater runway
separation) where an AAUP is not published, pilots are
cautioned to monitor their descent on the glideslope/path
outside of the PFAF to ensure compliance with published
crossing restrictions during simultaneous operations.