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will enter by selecting the IF (IAF) to determine the
magnetic bearing TO the center IF (IAF). That
bearing should then be compared with the published
bearings that define the lateral boundaries of the TAA
areas. Using the end IAFs may give a false indication
of which area the aircraft will enter. This is critical
when approaching the TAA near the extended
boundary between the left and right−base areas,
especially where these areas contain different
minimum altitude requirements.
(b) Pilots entering the TAA and cleared by air
traffic control, are expected to proceed directly to the
IAF associated with that area of the TAA at the
altitude depicted, unless otherwise cleared by air
traffic control. Pilots entering the TAA with two−way
radio communications failure (14 CFR Section
91.185, IFR Operations: Two−way Radio
Communications Failure), must maintain the highest
altitude prescribed by Section 91.185(c)(2) until
arriving at the appropriate IAF.
AIM 2/19/04
5−4−12 Arrival Procedures
FIG 5−4−8
Sectored TAA Areas
(c) Depiction of the TAA on U.S. Government
charts will be through the use of icons located
in the plan view outside the depiction of the actual
approach procedure. (See FIG 5−4−9). 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.
(d) 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.
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 5−4−8, 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).
LPV 1030− 250
WAAS
CH 46500
W−09
GPS or RNP 0.3 required. DME/DME RNP 0.3 NA.
NOT FOR
NAVIGATION
2/19/04 AIM
Arrival Procedures 5−4−13
FIG 5−4−9
RNAV (GPS) Approach Chart
NOTE−
This chart has been modified to depict new concepts and may not reflect actual approach minima.
AIM 2/19/04
5−4−14 Arrival Procedures
FIG 5−4−10
TAA with Left and Right Base Areas Eliminated
7. Just 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 5−4−10 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.
2/19/04 AIM
Arrival Procedures 5−4−15
FIG 5−4−11
TAA with Right Base Eliminated
8. FIG 5−4−11 depicts another TAA modification
　
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