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safe altitude (MSA), and procedure track, are depicted in
Figure 8-11. Terrain will be depicted in the plan view portion
of all IAPs if the terrain within the plan view exceeds 4,000
feet above the airport elevation, or if within a 6 nautical mile
radius of the airport reference point the terrain rises at least
2,000 feet above the airport elevation.
8-17
Figure 8-11. IAP Plan View and Symbol Legends.
8-18
Some NACG charts contain a reference or distance circle
with a specified radius (10 NM is most common). Normally,
approach features within the plan view are shown to scale;
however, only the data within the reference circle is always
drawn to scale.
Concentric dashed circles, or concentric rings around the
distance circle, are used when the information necessary to
the procedure will not fit to scale within the limits of the plan
view area. They serve as a means to systematically arrange
this information in its relative position outside and beyond
the reference circle. These concentric rings are labeled en
route facilities and feeder facilities.
The primary airport depicted in the plan view is drawn with
enough detail to show the runway orientation and final
approach course alignment. Airports other than the primary
approach airport are not normally depicted in the NACG
plan view.
Known spot elevations are indicated on the plan view with a
dot in MSL altitude. The largest dot and number combination
indicates the highest elevation. An inverted “V” with a dot
in the center depicts an obstacle. The highest obstacle is
indicated with a bolder, larger version of the same symbol.
[Figure 8-11]
The MSA circle appears in the plan view, except in approaches
for which the Terminal Arrival Area (TAA) format is used or
appropriate NAVAIDs (e.g., VOR or NDB)
are unavailable. The MSA is provided for
emergency purposes only and guarantees
1,000 feet obstruction clearance in the sector
indicated with reference to the bearings in the
circle. For conventional navigation systems,
the MSA is normally based on the primary omnidirectional
facility (NAVAID) on which the IAP is predicated. The MSA
depiction on the approach chart contains the facility identifier
of the NAVAID used to determine the MSA altitudes. For
RNAV approaches, the MSA is based on the runway waypoint
for straight-in approaches, or the airport waypoint for circling
approaches. For GPS approaches, the MSA center header will
be the missed approach waypoint. The MSL altitudes appear
in boxes within the circle, which is typically a 25 NM radius
unless otherwise indicated. The MSA circle header refers to
the letter identifier of the NAVAID or waypoint that describes
the center of the circle.
NAVAIDs necessary for the completion of the instrument
procedure include the facility name, letter identifier, and
Morse code sequence. They may also furnish the frequency,
Morse code, and channel. A heavy-lined NAVAID box depicts
the primary NAVAID used for the approach. An “I” in front
of the NAVAID identifier (in Figure 8-11, “I-AVL”) listed in
the NAVAID box indicates a localizer. The requirement for
an ADF, DME, or RADAR in the approach is noted in the
plan view.
Intersections, fixes, radials, and course lines describe route
and approach sequencing information. The main procedure
or final approach course is a thick, solid line. A
DME arc, which is part of the main procedure course, is
also represented as a thick, solid line. A feeder
route is depicted with a medium line and provides
heading, altitude, and distance information. (All three
components must be designated on the chart to provide a
navigable course.) Radials, such as lead radials, are shown
by thin lines. The missed approach track is drawn
using a thin, hash marked line with a directional arrow.
A visual flight path segment
appears as a thick dashed line with a directional arrow.
IAFs are charted IAF when associated with
a NAVAID or when freestanding.
The missed approach holding pattern track is represented with
a thin-dashed line. When collocated, the missed approach
holding pattern and procedure turn holding pattern are
indicated as a solid, black line. Arrival holding patterns are
depicted as thin, solid lines.
Terminal Arrival Area (TAA)
The design objective of the TAA procedure is to provide
a transition method for arriving aircraft with GPS/RNAV
equipment. TAAs will also eliminate or reduce the need
for feeder routes, departure extensions, and procedure
turns or course reversal. The TAA is controlled airspace
　
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