U.S. TERMINAL PROCEDURES PUBLICATION

The U.S. Terminal Procedures Publication (TPPs) includes the Instrument Approach Procedures (IAPs), Departure Procedures (DPs) charts, Standard Terminal Arrival (STAR) charts, Charted Visual Flight Procedure (CVFP) charts, and Airport Diagrams. Also included are Takeoff Minimums, (Obstacle) Departure Procedures, Diverse Vector Area (RADAR Vectors), RADAR and Alternate Minimum textual procedures.

EXPLANATION OF TPP TERMS AND SYMBOLS

The information and examples in this section are based primarily on the IFR (Instrument Flight Rules) Terminal Procedures Publication (TPP). The publication legends list aeronautical symbols with a brief description of what each symbol depicts. This section will provide more detailed information of some of the symbols and how they are used on TPP charts. FAA Terminal charts are prepared in accordance with specifications of the Interagency Air Committee (IAC) and their supporting technical groups for the purpose of standardization, which are approved by representatives of the Federal Aviation Administration (FAA), and the Department of Defense (DoD).

The Terminal Procedure Publication is made up of the following charts:

INSTRUMENT APPROACH PROCEDURE CHART

The IAPs (charts) are divided into various sections:

Margin Identification Information

Top Margin Information:

The city and state with which the airport is associated are located on both the top and bottom margins. At the center of the top margin is the FAA numbering system. This Approach and Landing (AL) number is followed by the organization responsible for the procedure in parentheses, e.g., AL-18 (FAA). Military procedures do no show an AL number, but do show the appropriate authority for the procedure, e.g., (USAF).

The procedure title is located on both the top and bottom margins. It is derived from the type of navigational facility that is providing the final approach course guidance. The title is abbreviated, e.g. ILS, RNAV, NDB, etc. For airports with parallel runways and simultaneous approach procedures, “L”, “R” or “C” follows the runway number to distinguish between left, right, and center runways.

The airport name is shown on both the top and bottom margins below the procedure title. The airport identifier is shown in parentheses following the airport name. Civil and joint-use airports outside the contiguous United States will be shown with the FAA airport location identifier followed by the ICAO location indicator. Military airports that are not joint-use will be shown with only the ICAO location indicator.

The Date of Latest Revision is shown on the top margin above the procedure title. The Date of Latest Revision identifies the Julian date the chart was last revised for any reason. The first two digits indicate the year, the last three digits indicate the day of the year (001 to 365/6).

Side Margin Information:

The side margins show the volume identification, i.e. SW-3, followed by the current issue date and the next issue date, e.g. SW-3, 21 JUL 2016 to 15 SEP 2016.

Bottom Margin Information:

The FAA Procedure Amendment Number, located on the left bottom margin below the City, State, represents the most current amendment of a given procedure. The Procedure Amendment Effective Date represents the AIRAC cycle date on which the procedure amendment was incorporated into the chart. Updates to the amendment number and effective date represent procedural/criteria revisions to the charted procedure, e.g., course, fix, altitude, minima, etc.

Example: Original Procedure Date

The coordinates for the airport reference point are located at the center of the bottom margin.

BRIEFING STRIP INFORMATION

At the top of every TPP is the Briefing Strip that consists of three stacked strips of information immediately above the planview. Information varies depending upon the type of procedure.

Top Briefing Strip

The top briefing strip contains procedural information in three separate boxes, in the following sequence from left to right:

The primary navigation type (VOR, LOC, NDB, RNAV, etc.)

with its identifier and frequency/channel. If applicable, WAAS, the WAAS Channel Number, and the WAAS Reference Path indicator are shown stacked top to bottom. If the primary navigation type is GBAS, then the following information is shown, stacked top to bottom: GBAS, CH NNNN, RPI XXXX. If there is not a primary Navigation Box required, the first box is removed.

Stacked top to bottom, the runway landing distance (Rwy Ldg), the Touchdown Zone Elevation (TDZE), and the Airport Elevation (Apt Elev) are shown. Runway landing distance is determined by comparing the total runway length with the displaced threshold accounted for against the published Declared Distance Landing Distance Available (LDA). The shortest of these lengths, either the published Declared Distance LDA or the total runway length (minus displaced threshold) on the approach end of the runway, will be charted.

Top Briefing Strip Examples:

Ground based NAVAID:

RNAV-WAAS:

GBAS:

No Primary NAVAID box:

Circling Approach:

Sidestep Procedure:

Middle Briefing Strip

The middle briefing strip may contain information in up to three separate boxes, when available, in the following sequence from left to right:

contains procedure notes, Equipment/Requirements Notes box and Takeoff, Alternate, RADAR, WAAS, and/or Cold Weather indicators (details provided below under Notes Box).

Approach Lighting System Box (when applicable):

shows the approach lighting system name and charting icon. Multiple approach lighting systems may be shown for approaches that have straight-in minimums for parallel runways.

The full textual description of the missed approach procedure is provided here.

• Notes Box
• Procedure Equipment Requirements Notes Box

Performance-Based Navigation (PBN) Requirements and ground-based Equipment Requirements are displayed in separate, standardized notes boxes. For procedures with PBN elements, the PBN box contains the procedure’s navigation specification(s). If required, specific sensors or infrastructure needed for the navigation solution, additional or advanced functional requirements, and the minimum Required Navigation Performance (RNP) value and any amplifying remarks will also be included. Items listed in this PBN box are REQUIRED. The separate Equipment Requirements Box will list ground-based equipment requirements.

On procedures with both PBN elements and ground-based equipment requirements, the PBN requirements box is listed first.

Remote Altimeter Airport Notes

Approach minimums are based on the local altimeter setting for that airport unless annotated otherwise. When more than one altimeter source is authorized, and the minima are different, they will be shown by separate lines in the approach minima box or as a note in the briefing strip; e.g., use MHK altimeter setting; when not available use SLN altimeter setting and increase all MDAs 40 feet. The altimeter source location is referenced by the FAA airport identifier. An airport outside the contiguous U.S. will use both the FAA and ICAO identifiers. Until all charts reference the airport identifier, the notes may contain altimeter sources referenced by city name, city and state, or airport name.

Notes Symbols

Several different symbols may appear within the Notes Box:

An entry is published in the Takeoff Minimums, (Obstacle) Departure Procedures, and Diverse Vector Area (Radar Vectors) section of the TPP.

Non-standard IFR alternate minimums exist. Refer to IFR Alternate Airport Minimums section of the TPP.

The IAP may not be used as an alternate due to unmonitored facility, absence of weather reporting service, or lack of adequate navigation coverage. IAPs designated with this symbol are not listed in the IFR Alternate Minimums section of the TPP.

WAAS (Wide Area Augmentation System)

Cold Temperature Airport

The negative within a black square box symbol shown in the Notes section below any “A” or “T” Symbol indicates that outages of the WAAS (Wide Area Augmentation System) vertical guidance may occur daily at this location due to initial system limitations. WAAS NOTAMs for vertical outages are not provided for this approach. Use LNAV minima for flight planning at these locations, whether as a destination or alternate. For flight operations at these locations, when the WAAS avionics indicate that LNAV/VNAV or LPV service is available, then vertical guidance may be used to complete the approach using the displayed level of service. Should an outage occur during the procedure, reversion to LNAV minima may be required.

When appears in the Notes section below all other symbols it indicates a cold temperature altitude correction is required at that airport when the reported temperature is at or below the published temperature. Advise ATC with altitude correction. Advising ATC with altitude corrections is not required in the final segment. See Aeronautical Information Manual (AIM), Chapter 7, for guidance and additional information. For a complete list of cold temperature airports, see https://aeronav.faa.gov/d-tpp/Cold_Temp_Airports.pdf.

When “ASR”, “PAR” or “ASR/PAR” appear in the Note section immediately below the “T” and “A” symbols it indicates there are published Radar Instrument Approach Minimums. Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is also used to provide vectors in conjunction with published non-radar approaches based on radio NAVAIDs (ILS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established IAP or to the traffic pattern for a visual approach.

Bottom Briefing Strip (Communications Information)

The communications briefing strip contains communication information when available, in separate boxes, listed from left to right in the order that they would be used during arrival with the tower frequency box bolded:

Ground Control (GND CON) frequencies

Ground Communications Outlet (GCO) frequency

Note: Departure ATIS, CLNC DEL, and CPDLC will not be charted on the IAP at locations where the information is shown on the corresponding Airport Diagram.

PLANVIEW

The planview of the IAP charts provides an overhead view of the entire instrument approach procedure.The data on the planview is shown to scale, unless concentric rings, scale breaks or an inset have been used.

• Planview Items
• Approach Segments Hydrography
• NAVAIDs International Boundary

Area Navigation (RNAV) Waypoints Obstacles (Man-made, Terrain and Vegetation) Restrictive Airspeeds Special Use Airspace

• Restrictive Altitudes Minimum Safe Altitude
• Holding Patterns and Procedure Turns Terminal Arrival Areas
• Airports Helicopter (Copter) Procedures
• Relief (Contours)

Approach Segments The planview includes a graphical depiction of procedure entry through missed approach.

Feeder Routes

(highlighted in blue - See Simple IAP Example on previous page) may be used to provide a transition from the enroute structure to the IAF.

Initial Approach

(highlighted in purple in examples above) is the segment between the initial approach fix (IAF) and the intermediate fix (IF) or the point where the aircraft is established on the intermediate course or final approach course.

Intermediate Approach

(highlighted in yellow in examples above) is the segment between the intermediate fix or point and the final approach fix.

Final Approach Course

(highlighted in red in the examples above) is the segment between the final approach fix or point and the runway, airport, or missed approach point.

Missed Approach

(highlighted in green in the example above) begins at the MAP and continues until the designated fix or waypoint. The missed approach track is shown as a hash marked line in the planview. If any portion of the missed approach procedure track falls outside of the area of the planview it will be shown in a separate box in the planview.

DME arcs or Radius-to-Fix legs (RF) are shown as smooth arcs from a designated start point to a designated terminus. RF legs depict the altitude and distance. In order to differentiate RF legs from Track to Fix (TF) legs on IAPs that contain one or more RF legs, the course value will always be shown on all TF legs.

Visual segment -

Instrument approach procedures, including Copter approach procedures, that terminate or have missed approaches prior to the airport/heliport, and are authorized to proceed visually, will depict the visual flight path by a dashed line symbol from the missed approach point to the airport.

On RNAV charts where the visual track may only apply to a specific line of minima, the visual procedure track line will not be shown in the planview. There will be a note directed to that portion of the procedure track.

NAVAIDs

NAVAIDs used on ground based charts will show the appropriate symbol accompanied by a data box that contains the facility name, frequency, identifier and Morse code. A NAVAID box with a heavy line indicates the primary NAVAID used for the approach.

NAVAIDs used on GPS based charts show the appropriate symbol identified with the name and identifier.

Localizer Depiction

The localizer is depicted in the Planview using the following symbol. The size of the charted localizer symbol does not serve as an indication of the service volume.

Restrictive Airspeed

Restrictive airspeeds are shown paired with their respective fix/facility.

Altitudes

Restrictive altitudes are shown paired with their respective fix/ facility. Minimum, Maximum, Mandatory and Recommended Altitudes are shown.

Altitudes that are shown along a route are minimum altitudes.

Holding Patterns and Procedure Turns

Holding Patterns are used for many reasons, including deteriorating weather or high traffic volume. Holding might also be required following a missed approach. Each holding pattern has a fix, a direction to hold from the fix, and an airway, bearing, course, radial, or route on which the aircraft is to hold. These elements, along with the direction of the turns, define the holding pattern. Holding Patterns may not always be depicted to scale.

If a holding pattern has a non-standard speed restriction, it will be depicted by an icon with the limiting air speed shown inside the holding pattern symbol. These elements, along with the direction of the turns, define the holding pattern. If two types of holds are located at the same point, the procedural holding pattern will be shown in-lieu of arrival or missed approach holding patterns. Timing or distance limits for Hold-in-lieu of Procedure Turn Holding Patterns will be shown. Waypoints designated as a holding fix are shown as fly-by, without the circle around the symbol. However, in the event the holding fix/waypoint is also designated in all other parts of the procedure unrelated to holding with a fly-over function, then the holding fix/waypoint will be charted as a fly-over point.

A procedure turn (PT) is the maneuver prescribed to perform a course reversal to establish the aircraft inbound on an intermediate or final approach course. The procedure turn or hold-in-lieu-of procedure turn is a required maneuver when it is depicted on the approach chart. However, the procedure turn or the hold-in-lieu-of PT is not permitted when the symbol “NoPT” is depicted on the initial segment being flown, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix. The procedure turn will be shown in the planview and in the profile of the chart. In the planview, the tip of the procedure turn barb is shown at the procedure turn limit, e.g., 10 NM, 15 NM. Users should be aware that it is possible for there to be a terminal/feeder fix along the procedure track that is not associated with the procedure turn. Fixes associated with the procedure turn are depicted in the profile.

Airports

The primary approach airport is shown to scale by a pattern of all the runways. Airports other than the primary approach airport may be shown with an airport pattern and name when in close proximity to the primary airport.

Relief (Contours)

Relief (Contours) is depicted in the planview portion of all IAPs at airports that meet the following criteria:

When an airport meets either of the above criteria, terrain will be charted by gradient tints of brown on all IAPs for that airport. Contour layers will be shown in no more than five brown tints, with consecutively darker tints used for consecutively higher elevation contour layers.

Hydrography (Water)

Water Depiction is depicted in grey, in the planview portion of IAPs. See previous example. The following hydrographic features are shown:

• Oceans
• Significant rivers and streams

International Boundary

When the planview includes a boundary of another country the International boundaries are shown by a dashed line.

International boundaries are identified with country name within the country area.

Obstacles

Procedural obstacles specifically indicated for charting by the approving authority will be charted. Obstacles identified as vegetation or ships will be indicated by a doubtful accuracy symbol following the elevation value.

Special Use Airspace (SUA)

SUAs consists of that airspace wherein activities must be confined because of their nature, or wherein limitations are imposed upon aircraft operations that are not a part of those activities, or both. These are prohibited areas, restricted areas, warning areas, Military Operations Areas (MOAs), and alert areas. SUA that falls within the area of coverage of the instrument approach procedure chart are shown only when designated by the approving authority.

Air Defense Identification Zone (ADIZ)

ADIZ is an area of airspace in which the identification, location, and control of aircraft is required in the interest of national security. When designated by the approving authority, ADIZ boundaries that fall within the area of coverage of the chart are shown.

Minimum Safe Altitude (MSA)

MSAs are published for emergency use on IAP charts. MSAs appear in the planview of all IAPs except on approaches for which a Terminal Arrival Area (TAA) is used. The MSA is based on the primary NAVAID, waypoint, or airport reference point on which the IAP is predicated. The MSA depiction on the approach chart contains the identifier of the NAVAID/waypoint/airport used to determine the MSA altitudes. MSAs are expressed in feet above mean sea level and normally have a 25 NM radius; however, this radius may be expanded to 30 NM if necessary to encompass the airport landing surfaces. Ideally, a single sector altitude is established and depicted on the planview of approach charts; however, when necessary to obtain relief from obstructions, the area may be further sectored and as many as four MSAs established. When established, sectors may be no less than 90° in spread. MSAs provide 1,000 feet clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage.

Terminal Arrival Areas (TAAs)

The TAA icons will be positioned in the planview relative to their relationship to the procedure. The icon will not have feeder routes, airways, or radar vectors depicted. The TAA provides a transition from the enroute structure to the terminal environment with little required pilot/air traffic control interface for aircraft equipped with Area Navigation (RNAV) systems. A standard TAA has three areas: straight-in, left base, and right base. The arc boundaries of the three areas of the TAA are published portions of the approach. A TAA provides minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. TAAs are primarily used on RNAV approaches but may be used on an ILS approach when RNAV is the sole means for navigation to the IF; however, they are not normally used in areas of heavy concentration of air traffic.

Non-standard TAAs may also be published; i.e., one base leg, no base legs.

Helicopter (Copter) Procedures

Copter procedures may contain either a visual or a VFR segment. Visual segments are depicted using the dashed line symbol below.

VFR Segments are not depicted with a line, but include the reference bearing and distance information at the endpoint of the VFR Segment, when provided, as shown below.

MISSED APPROACH INFORMATION

Missed approach information is shown in 3 locations on the chart:

Missed approach holding patterns that lie outside the geographic parameters of the planview and are unable to be shown with a scale break will be shown as a boxed inset. All alternate missed approach holding patterns will be shown in an inset.

PROFILE VIEW

A profile diagram of the instrument approach procedure is shown below the planview. The published descent profile and graphical depiction of the vertical path using those facilities, intersections, fixes, etc. identified in the procedure to the runway are shown. A profile view of the procedure track is shown. The approach track begins toward the top of the primary facility line, unless otherwise dictated by the procedure, and shall descend to where the final approach ends and the missed approach begins.

When a reference mark (*, **, #, etc.) is shown in the profile, the qualifying footnote is provided within the profile section.

Profile distances between procedure components and from the last component to the approach end of the runway are depicted. On the procedure source, these distances are provided to the hundredths place and then rounded to tenths for charting. As a result, the charted distances between components may not always add up exactly to the total unrounded distance.

Altitudes

Minimum, Maximum, Mandatory and Recommended Altitudes are identified with the component to which they apply.

Precision Approaches

On precision approaches, the glideslope (GS) intercept altitude is illustrated by a lightning bolt symbol and an altitude. This is the minimum altitude for GS interception after completion of the procedure turn. Precision approach profiles also depict the GS angle of descent, threshold crossing height (TCH) and GS altitude at the outer marker (OM) or designated fix. The missed approach track is symbolized using the hatched line pattern. Where separate missed approach points exist for precision and non-precision approaches on the same chart, e.g., ILS and LOC, the track will be shown from the precision point only.

Non-Precision Approaches

On non-precision approaches, the final segment begins at the Final Approach Fix (FAF), which is identified with the Maltese cross symbol . When no FAF is depicted, the final approach point is the point at which the aircraft is established inbound on the final approach course. Stepdown fixes may also be provided between the FAF and the airport for authorizing a lower minimum descent altitude (MDA) and are depicted with the fix or facility name and a dashed line. Altitude restrictions at stepdown fixes on the final approach on procedures with both precision and non-precision minima are not applicable to precision (ILS, LPV, or LNAV/VNAV) use of the approach. On non-precision only approach procedures, the approach track descends to the MDA or VDP point, thence horizontally to the missed approach point. The missed approach track on non-precision approaches is symbolized using the hatched line pattern and begins at the missed approach point.

Visual Decent Point (VDP)

The Visual Descent Point (VDP), is shown by a bold letter “V” positioned above the procedure track and centered on the accompanying dashed line. (See example below.) 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.

Vertical Descent Angle (VDA) and Threshold Crossing Heights (TCH) A VDA and TCH may be published on non-precision approaches. For Copter approach procedures, a Heliport Crossing Height (HCH) will be depicted in place of the TCH. The VDA is strictly advisory and provides a means to establish a stabilized descent to the MDA. The presence of a VDA does not guarantee obstacle protection in the visual segment. If there are obstacles in the visual segment that could cause an aircraft to destabilize the approach between MDA and touchdown, the profile will not show a VDA and will instead show a note that states “Visual Segment-Obstacles”.

Visual Flight Path

Instrument approach procedures, including Copter approach procedures, that terminate or have missed approaches prior to the airport, and are authorized to proceed visual, shall depict the visual segment by the dashed line symbol from the missed approach point to the airport. The note “Fly visual” (“Proceed visually” on Copter procedures) along with the bearing and distance shall be shown leadered to the visual flight path.

RNAV charts sometimes have visual flight for LNAV/VNAV minima that do not start at the missed approach point. An additional note indicating “LNAV/VNAV” will be placed above the note.

Copter approach procedures with a VFR segment from the missed approach point will not depict the VFR segment with a line in the profile. The note similar to “Proceed VFR from MAP” will be shown.

ILS Glide Slope and RNAV Glidepath

A note providing the glide slope (GS) or glidepath (GP) angle and the threshold crossing height (TCH), are positioned in the lower half of the profile box

34:1 Surface Clear Symbol

On RNAV approach charts, a small shaded arrowhead shaped symbol from the end of the VDA to the runway indicates that the 34:1 Obstacle Clearance Surface (OCS) for the visual segment is clear of obstacles. The absence of the symbol indicates that the 34:1 OCS is not clear or a Visual Segment-Obstacles note is indicated on the chart. (See example in VDP Section.)

Secondary Airports

Airports other than the airport of intended landing will be shown when requested and will be portrayed in the same manner as the primary airport. It will be placed in its approximate location along the final approach course.

LANDING MINIMUMS

The landing minimums section is positioned directly below the profile. This section gives the pilot the lowest altitude and visibility requirements for the approach. There are two types of landing minimums: Straight-in landing or Circling. Straight-in landing minimums are the MDA and visibility, or DA and visibility, required for a straight-in landing on a specified runway. Circling minimums are the MDA and visibility required for the circle-to-land maneuver.

The minimums for straight-in and circling are located under each aircraft category. When there is not a division line between minimums for each category, the minimums apply to two or more categories.

A second category of straight-in minimums called "sidestep" may be depicted where parallel runways exist.

The terms used to describe the minimum approach altitudes differ between precision and nonprecision approaches. Precision approaches use DA and nonprecision approaches use MDA, both expressed in feet MSL. The minimum approach altitudes are also referenced to height above touchdown elevation (HAT) for straight-in approaches, or height above airport (HAA) for circling approaches. The figures listed parenthetically are for military operations and are not used in civil aviation.

The visibility values are shown after the DA or MDA. They are provided in statue miles or runway visual range (RVR). RVR is reported in hundreds of feet. If the visibility is in statute miles, there is an altitude number, hyphen, whole or fractional number, e.g. 530-1. This indicates 530 feet MSL and 1 statute mile of visibility. The RVR value is separated from the minimum altitude with a slash, e.g., 1540/24. This indicates 1540 feet MSL and RVR of 2400 feet. When an RVR value is shown, the comparable statute mile equivalent is shown within the military minimums in parentheses as shown in the examples above. This value is determined from the Comparable Values of RVR and Visibility table located in the TPP Legend.

If a visibility adjustment is required for a procedure with an RVR value, the RVR value should first be converted to visibility using this table. The visibility should then be increased by the adjustment value, and then may be converted back to the highest RVR value associated with that visibility. For example, if a procedure with 2000 RVR requires a 1/8 mile adjustment, first convert 2000 RVR to 1/2 SM. Adding 1/8 SM results in 5/8 SM, which may then be converted to 3500 RVR. When a reference mark (*, **, #, etc.) is shown on a line of minimums, the qualifying footnote is provided in the notes section.

AIRPORT SKETCH

The airport sketch is a depiction of the airport with emphasis on runway pattern and related information, positioned in either the lower left or lower right corner of the chart to aid pilot recognition of the airport from the air and to provide some information to aid on ground navigation of the airport. The runways are drawn to scale and oriented to true north. Runway dimensions (length and width) are shown for all active runways.

Runway(s) are depicted based on what type and construction of the runway.

Taxiways, aprons, and hardstands are only shown at airports that do not have a published airport diagram.Other runway features that may be shown are runway numbers, runway dimensions, runway slope, arresting gear, and displaced threshold.

Other information concerning lighting, airport beacon, control tower, NAVAIDs, and helipads may also be shown. The final approach course or an extension of the final approach course will be shown on all IAPs except ILS CAT II, ILS CAT II & III, ILS SA CAT I, ILS SA CAT II, and ILS SA CAT I & II.

Airport Elevation and Touchdown Zone Elevation

The airport elevation is shown enclosed within a box in the upper left corner of the sketch box and the touchdown zone elevation (TDZE) is shown in the upper right corner of the sketch box. The airport elevation is the highest point of an airport’s usable runways measured in feet from mean sea level. The TDZE is the highest elevation in the first 3,000 feet of the landing surface. Circling only approaches will not show a TDZE.

Runway Declared Distance Information

Runway declared distance information when available will be indicated by and is shown to the right of the airport elevation in the sketch box. Declared distances for a runway represent the maximum distances available and suitable for meeting takeoff and landing distance performance requirements.

Runway Lights

Notes regarding approach lighting systems are shown at the bottom of the sketch box. Runway lights (HIRL) (MIRL) (LIRL) (TDZL) (TDZL/RCLS) shall be indicated by a note, e.g. HIRL Rwy 9-27. Pilot capability to acitvate the airport lighting is shown using a symbol.

Other approach lighting is shown on the airport sketch as a symbol on the side of the runway where they are actually located. Symbols that are shown in negative indicate pilot-controlled lighting.

Runway centerline lights (RCLS) are installed on some precision approach runways to facilitate landing under adverse visibility conditions. They are located along the runway centerline and are spaced at 50 foot intervals. Runways with RCLS are shown in a negative dot pattern through the middle of the solid runway as illustrated in the airport sketch to right.

Runway centerline lights will be indicated by a note only when pilot controlled or when paired with TDZL, e.g., TDZL/RCLS Rwys 10 and 33L.

Time/Distance Table

When applicable, a Time/Distance Table is provided below the airport sketch. The table provides the distance and time that is required from the final approach fix to the missed approach point for select groundspeeds.

Base Information (Copter Approaches Only)

Base Information, as required and necessary to identify the MAP area and in the vicinity of the landing area shall be provided. Information shall be limited to and depict significant visual landmark features at and surrounding the MAP area and the heliport/pad of intended landing.

AIRPORT DIAGRAMS

Airport Diagrams are specifically designed to assist in the movement of ground traffic at locations with complex runway/ taxiway configurations. Airport Diagrams are not intended for use in approach and landing or departure operations. An airport diagram assists pilots in identifying their location on the airport, thus reducing requests for “progressive taxi instructions” from controllers.

Airport Diagram Features:

1.

2.

3.

4.

5.

6.

7.

Large tanks, including fueling area.

8.

Control towers.

9.

Airport beacon.

10.

Landing direction indicators.

11.

Lighting.

12.

Navigational Aids (NAVAIDs).

13.

Helicopter pads.

14.

Radar reflectors.

15.

Any building that pilot can taxi to. Other buildings to include terminal/administration and Base operations, fire station, NWS, AFSS, FAA, FSDO, ANG, USCG, FBO.

16.

Comm Frequencies.

Note: Star when used in the Comm Frequencies indicates part-time status. Check Chart Supplement for times of operation.

Runway Construction

Paved or hard surfaced runways consisting of concrete, asphalt, bitumen, or macadam are shown in solid color. Metal surfaced runways are shown using a solid color crosshatch pattern. Ultralight areas, ski landing areas, unpaved or runway other than hard surface, such as sod, clay, gravel, etc., is shown using a solid color dot pattern. Further details regarding runway surface and surface treatment can be found in the Chart Supplement.

Runway construction is depicted as follows:

Hot Spots

Hot Spots (HS) are a runway safety related problem area or intersection on an airport. Typically it is a complex or confusing taxiway/taxiway or taxiway/runway intersection. A confusing condition may be compounded by a miscommunication between a controller and a pilot, and may cause an aircraft separation standard to be compromised. The area may have a history of surface incidents or the potential for surface incidents.

Hot Spots are indicated on the Airport Diagram with a brown open circle or ellipse leadered to a Hot Spot number, e.g., HS 1. The number corresponds to a listing and description on the Hot Spot page in the front the TPP. More information and the location of Hot Spots can be found at https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/.

DEPARTURE PROCEDURES (DPs)

Departure Procedures (DPs) are designed specifically to assist pilots in avoiding obstacles during the climb to the minimum enroute altitude, and/or airports that have civil IFR takeoff minimums other than standard. There are two types of DPs: Obstacle Departure Procedures (ODPs), printed either textually or graphically and Standard Instrument Departures (SIDs), always printed graphically. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload, and require ATC clearance. ODPs provide obstruction clearance via the least onerous route from the terminal area and may be flown without ATC clearance. All DPs provide the pilot with a safe departure from the airport and transition to the enroute structure.

Generally, DP charts are depicted “not to scale” due to the great distances involved on some procedures or route segments. A “to scale” portrayal may be used if readability is assured.

The DP will show the departure routing, including transitions to the appropriate enroute structure. All routes, turns, altitudes, NAVAIDs, facilities forming intersections and fixes, and those facilities terminating the departure route are shown. A textual description of the departure procedure is also provided. For RNAV DPs, the transition text consists of the transition name and associated computer code. On non-RNAV DPs, the transition text will also include the description of all turns, altitudes, radials, bearings and facilities/fixes needed to guide the user from the common departure point to the terminating facility fix.

Copter DPs may also include a visual or VFR segment. Visual segments are depicted using the dashed line symbol below.

VFR Segments are not depicted with a line, but include the reference bearing and distance information at the endpoint of the VFR Segment, when provided, as shown below.

Initial Climb Area (ICA)

The FAA has redefined the ICA criteria used to evaluate and identify the obstacles that penetrate the 40:1 obstacle clearance surface. To ensure the pilot knows which evaluation was applied, the charting will be different by bolding certain headers and runway information on Textual and Graphic Departure Procedures to indicate the new ICA criteria has been used. (See

Charting Notice 26-03).

Textual Departure Procedures:

Graphic Departure Procedures:

STANDARD TERMINAL ARRIVAL (STARs) CHARTS

STARs are pre-planned Instrument Flight Rule (IFR) air traffic control arrival procedures for pilot use in graphic and/or textual form. STARs depict prescribed routes to transition the aircraft from the enroute structure to a fix in the terminal area from which an instrument approach can be conducted. STARs reduce pilot/controller workload and air-ground communications, minimizing error potential in delivery and receipt of clearances.

STAR charts generally shall be depicted ‘not to scale’ due to the great distances involved on many procedures and route segments. A ‘to scale’ depiction may be used only if readability is assured.

The STAR will show the arrival routing, including transitions from the appropriate enroute structure. All routes, turns, altitudes, NAVAIDs, facilities forming intersections and fixes, and those facilities/fixes terminating or beginning the arrival route shall be shown in the graphic depiction. A textual description of the arrival procedure is also provided. For RNAV STARs, transition text will consist of the transition name and associated computer code. For non-RNAV STARs, the transition text will also include a description of all turns, altitudes, radials, bearings and facilities/fixes needed to guide the user from the entry point to the common facility/fix.

CHARTED VISUAL FLIGHT PROCEDURE (CVFP) CHARTS

CVFPs are charted visual approaches established for environmental/noise considerations, and/or when necessary for the safety and efficiency of air traffic operations. The approach charts depict prominent landmarks, courses, and recommended altitudes to specific runways. CVFPs are designed to be used primarily for turbojet aircraft. CVFPs are not instrument approaches and do not have missed approach segments.

CVFPs are named for the primary landmark and the specific runway for which the procedure is developed, such as:

RIVER VISUAL RWY 18, STADIUM VISUAL RWY 24. The CVFP charts are divided into planview and notes sections separated by a bar scale in 1 NM increments. The planview of the CVFP includes the portrayal of visual approach procedures information, such as landmarks, NAVAIDs, visual track, hydrography, special use airspace and cultural features, as applicable.

CVFPs originate at or near, and are designed around, prominent visual landmarks and typically do not extend beyond 15 flight path miles from the landing runway. Visual tracks start at a geographical point or landmark where the procedure must be flown visually to the airport. The visual track is indicated by a dashed line. Visual tracks may include the track value, distance and minimum or recommended altitudes.