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Arrival Procedures

6. The  MINIMA FORMAT will also change


(a) Each line of minima on the RNAV IAP is

titled to reflect the level of service available; e.g.,


CLING minima will also be provided.

(b) The minima title box indicates the nature

of the minimum altitude for the IAP. For example:

(1) DA  will be published next to the

minima line title for minimums supporting vertical

guidance such as for GLS, LPV or LNAV/VNAV.

(2) MDA will be published as the minima

line on approaches with lateral guidance only, LNAV,

or LP. Descent below the MDA must meet the

conditions stated in 14 CFR Section 91.175.

(3) Where two or more systems, such as

LPV and LNAV/VNAV, share the same minima, each

line of minima will be displayed separately.

7. Chart Symbology changed slightly to


(a) Descent Profile. The published descent

profile and a graphical depiction of the vertical path

to the runway will be shown. Graphical depiction of

the RNAV vertical guidance will differ from the

traditional depiction of an ILS glide slope (feather)

through the use of a shorter vertical track beginning

at the decision altitude.

(1) It is FAA policy to design IAPs with

minimum altitudes established at fixes/waypoints to

achieve optimum stabilized (constant rate) descents

within each procedure segment. This design can

enhance the safety of the operations and contribute

toward reduction in the occurrence of controlled

flight into terrain (CFIT) accidents. Additionally, the

National Transportation Safety Board (NTSB)

recently emphasized that pilots could benefit from

publication of the appropriate IAP descent angle for

a stabilized descent on final approach. The RNAV

IAP format includes the descent angle to the

hundredth of a degree; e.g., 3.00 degrees. The angle

will be provided in the graphically depicted descent


(2) The stabilized approach may be per-

formed by reference to vertical navigation

information provided by WAAS or LNAV/VNAV

systems; or for LNAV−only systems, by the pilot

determining the appropriate aircraft attitude/

groundspeed combination to attain a constant rate

descent which best emulates the published angle. To

aid the pilot, U.S. Government Terminal Procedures

Publication charts publish an expanded Rate of

Descent Table on the inside of the back hard cover for

use in planning and executing precision descents

under known or approximate groundspeed


(b) Visual Descent Point (VDP). A VDP

will be published on most RNAV IAPs. VDPs apply

only to aircraft utilizing LP or LNAV minima, not

LPV or LNAV/VNAV minimums.

(c) Missed Approach Symbology. In order

to make missed approach guidance more readily

understood, a method has been developed to display

missed approach guidance in the profile view through

the use of quick reference icons. Due to limited space

in the profile area, only four or fewer icons can be

shown. However, the icons may not provide

representation of the entire missed approach

procedure. The entire set of textual missed approach

instructions are provided at the top of the approach

chart in the pilot briefing.  (See FIG 5−4−6).

(d) Waypoints. All RNAV or GPS stand−

alone IAPs are flown using data pertaining to the

particular IAP obtained from an onboard database,

including the sequence of all WPs used for the

approach and missed approach, except that step down

waypoints may not be included in some TSO−C129

receiver databases. Included in the database, in most

receivers, is coding that informs the navigation

system of which WPs are fly−over (FO) or fly−by

(FB). The navigation system may provide guidance

appropriately − including leading the turn prior to a

fly−by WP; or causing overflight of a fly−over WP.

Where the navigation system does not provide such

guidance, the pilot must accomplish the turn lead or

waypoint overflight manually. Chart symbology for

the FB WP provides pilot awareness of expected

actions. Refer to the legend of the U.S. Terminal

Procedures books.

(e) TAAs are described in paragraph 5−4−5d,

Terminal Arrival Area (TAA). When published, the

RNAV chart depicts the TAA areas through the use of

“icons” representing each TAA area associated with

the RNAV procedure (See FIG 5−4−6). These icons

are depicted in the plan view of the approach chart,

generally arranged on the chart in accordance with

their position relative to the aircraft’s arrival from the

en route structure. The WP, to which navigation is