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that pilots may encounter. In this generalized
example, the right−base area has been eliminated.
Pilots operating within the TAA between 360clockwise
to 060 bearing TO the IF (IAF) are expected to
execute the course reversal in order to properly align
the aircraft for entry onto the intermediate segment.
Aircraft operating in all other areas from 060 
clockwise to 360 bearing TO the IF (IAF) need not
perform the course reversal, and the term “NoPT”
will be annotated on the TAA boundary of the icon in
these areas. TAAs are no longer being produced with
sections removed; however, some may still exist on
previously published procedures.
AIM 2/19/04
5−4−16 Arrival Procedures
FIG 5−4−12
Examples of a TAA with Feeders from an Airway
9. When an airway does not cross the lateral
TAA boundaries, a feeder route will be established to
provide a transition from the en route structure to the
appropriate IAF. Each feeder route will terminate at
the TAA boundary, and will be aligned along a path
pointing to the associated IAF. Pilots should descend
to the TAA altitude after crossing the TAA boundary
and cleared by air traffic control. (See FIG 5−4−12).
2/19/04 AIM
Arrival Procedures 5−4−17
FIG 5−4−13
Minimum Vectoring Altitude Charts
1500
2000
3000
3000
3000
3500
2500
5000
5500
5
10
15
20
25
30
348 013
057
102
160
250
277
289
N
e. Minimum Vectoring Altitudes (MVAs) are
established for use by ATC when radar ATC is
exercised. MVA charts are prepared by air traffic
facilities at locations where there are numerous
different minimum IFR altitudes. Each MVA chart
has sectors large enough to accommodate vectoring
of aircraft within the sector at the MVA. Each sector
boundary is at least 3 miles from the obstruction
determining the MVA. To avoid a large sector with an
excessively high MVA due to an isolated prominent
obstruction, the obstruction may be enclosed in a
buffer area whose boundaries are at least 3 miles from
the obstruction. This is done to facilitate vectoring
around the obstruction. (See FIG 5−4−13.)
1. The minimum vectoring altitude in each
sector provides 1,000 feet above the highest obstacle
in nonmountainous areas and 2,000 feet above the
highest obstacle in designated mountainous areas.
Where lower MVAs are required in designated
mountainous areas to achieve compatibility with
terminal routes or to permit vectoring to an IAP,
1,000 feet of obstacle clearance may be authorized
with the use of Airport Surveillance Radar (ASR).
The minimum vectoring altitude will provide at least
300 feet above the floor of controlled airspace.
NOTE−
OROCA is an off−route altitude which provides
obstruction clearance with a 1,000 foot buffer in
nonmountainous terrain areas and a 2,000 foot buffer in
designated mountainous areas within the U.S. This altitude
may not provide signal coverage from ground−based
navigational aids, air traffic control radar, or
communications coverage.
2. Because of differences in the areas considered
for MVA, and those applied to other minimum
altitudes, and the ability to isolate specific obstacles,
some MVAs may be lower than the nonradar
Minimum En Route Altitudes (MEAs), Minimum
Obstruction Clearance Altitudes (MOCAs) or other
minimum altitudes depicted on charts for a given
location. While being radar vectored, IFR altitude
assignments by ATC will be at or above MVA.
f. Visual Descent Points (VDPs) are being
incorporated in nonprecision approach procedures.
The VDP is a defined point on the final approach
course of a nonprecision straight-in approach
procedure from which normal descent from the MDA
to the runway touchdown point may be commenced,
provided visual reference required by 14 CFR
Section 91.175(c)(3) is established. The VDP will
normally be identified by DME on VOR and LOC
AIM 2/19/04
5−4−18 Arrival Procedures
procedures and by along track distance to the next
waypoint for RNAV procedures. The VDP is
identified on the profile view of the approach chart by
the symbol: V.
1. VDPs are intended to provide additional
guidance where they are implemented. No special
technique is required to fly a procedure with a VDP.
The pilot should not descend below the MDA prior to
reaching the VDP and acquiring the necessary visual
　
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