NOT FOR
NAVIGATION
Complex IAP Example with RF Legs
• Feeder Routes (highlighted in blue - See Simple IAP Example on previous page) may be used to provide a tran-
sition 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 ap-
proach 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 desig-
nated 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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
• 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.
Traditional (NAVAID) Approach RNAV Approach
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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
Primary NAVAID - LOC Secondary NAVAID - VORTAC
Primary NAVAID - NDB/DME Secondary NAVAID - NDB/DME
NAVAID - ILS Approach NAVAID - RNAV Approach
Area Navigation (RNAV) Waypoints
Waypoints are shown with the waypoint symbol accompanied by the five letter identifier. If an RNAV waypoint is collocated
with an intersection, DME fix, or NAVAID, the appropriate Intersection, DME fix, or NAVAID symbol will be charted.
ELIZE
On RNAV (RNP) charts, any requirement/capability notes are depicted below the fix/waypoint/NAVAID name. When
the required RNP lateral accuracy value for any approach segment other than final approach (e.g. feeder, initial and/or
intermediate or missed) are less than standard (RNP 2.00 for feeder, RNP 1.00 for initial and/or intermediate and missed),
a note stating the required RNP value may be placed adjacent to the applicable fix at the beginning of the Feeder Route
(or annotated in the PBN box). If there is more than one lateral accuracy value within these portions of the procedure, the
lowest value is annotated. These notes will take the form “RNP 0.XX, or Min RNP 0.XX” and will be located in close prox-
imity to the relevant fix name (or be identified in the PBN Box).
SHNON
(RNP 0.50)
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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.
Type Description Example
Recommended Speed Recommended speed is depicted with no lines above or below it
Minimum Speed Minimum speed is depicted as a number with a line below it
Maximum Speed Maximum speed is depicted as a number with a line above it
Mandatory Speed Mandatory speed is depicted as a number with a line above and below it
Altitudes
Restrictive altitudes are shown paired with their respective fix/ facility. Minimum, Maximum, Mandatory and Recommend-
ed Altitudes are shown.
Type Description Example
Recommended Altitude Recommended altitude is depicted with no lines above or below it
Minimum Altitude Minimum altitude is depicted as a number with a line below it
Maximum Altitude Maximum altitude is depicted as a number with a line above it
Mandatory Altitude Mandatory altitude is depicted as a number with a line above and below it
Mandatory Block
Altitude
Mandatory block altitude is depicted with a minimum and a maximum altitude.
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, bear-
ing, 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.
Missed Approach Hold In-Lieu of Procedure Turn Arrival
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 ap-
proach holding patterns. Timing or distance limits for Hold-in-lieu of Procedure Turn Holding Patterns will be shown.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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 as-
sociated 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 (Terrain Features)
Terrain is depicted in the planview portion of all IAPs at airports that meet the following criteria:
• If the terrain within the planview exceeds 4,000 feet above the airport elevation, or
• If the terrain within a 6.0 nautical mile radius of the Airport Reference Point (ARP) rises to at least 2,000 feet
above the airport elevation.
When an airport meets either of the above criteria, terrain will be charted by gradient tints of brown on all IAPs for that air-
port. Contour layers will be shown in no more than five brown tints, with consecutively darker tints used for consecutively
higher elevation contour layers.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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
• Significant lakes - If only one river or one small lake is involved, not located in the immediate airport vicinity, the
hydrographic information requirement may be waived.
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 (Man-made, Terrain and Vegetation)
Obstacles are shown as
when they are man-made or vegetation or as a
when they are terrain. The highest ob-
stacle, whether man-made or terrain is depicted with a bolder and larger symbol along with larger elevation font size. Any
obstacle that penetrates a slope of 67:1 emanating from any point along the centerline of any runway shall be considered
for charting within the area shown to scale. Obstacles specifically identified by the approving authority for charting shall be
charted regardless of the 67:1 requirement.
Unverified obstacles shall be indicated by a doubtful accuracy symbol
following the elevation value.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
On non-precision approaches, obstacles should be considered when determining where to begin descent from the MDA.
Highest Point - Obstacle Highest Point - Terrain Unverified Obstacle - Obstacle
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 activi-
ties, 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 re-
quired 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/way-
point/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 estab-
lished, 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.
Single MSA Multiple MSA’s
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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 operat-
ing 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.
Example of Standard TAA
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
Non-standard TAAs may also be published; i.e., one base leg, no base legs.
Example of Non-Standard TAA
Helicopter (Copter) Procedures
Copter procedures may contain either a visual or a VFR segment. Visual segments are depicted using the dashed line
symbol below.
Visual Flight Segment
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.
Example of Copter with VFR Segment (JFK)
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
When a visual flight path or VFR segment is required from the MAP to the heliport or alighting area, and as necessary for
an explicit portrayal, an inset of the MAP area may be provided. This MAP area will depict significant landmark visual fea-
tures. The procedure track, value and distance to the MAP and the visual segment and value to the landing point shall be
shown within this inset. If it is a VFR segment, the reference bearing and distance text will be shown at the landing point.
Example of Copter with Inset
MISSED APPROACH INFORMATION
Missed approach information is shown in 3 locations on the chart:
• The Middle Briefing Strip - The complete textual missed approach instructions are provided at the top of the ap-
proach chart in the middle pilot briefing strip.
• The Planview - The missed approach track is drawn using a thin, hash marked line with a directional arrow. If any
portion of the missed approach procedure track is off the chart, the missed approach track shall extend to the
chart border.
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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
• The Profile Box - Missed Approach Icons will be depicted in the upper left or upper right of the profile box. The
Missed Approach Icons are intended to provide quick, at a glance intuitive guidance to the pilot, to supplement
the textual missed approach instructions in the briefing strip. Space permitting, all textual missed approach in-
structions will be graphically depicted in sequence. If space does not permit the depiction of all missed approach
icons, only the first four icon boxes will be shown.
Example Missed Approach Icons Missed Approach Text
MISSED APPROACH: Climb to 13000 on RIL VOR/DME
R-250 to TEKGU INT/RIL 19 DME and on EKR VOR/DME
R-179 to WOKPA/EKR 44.2 DME and hold, continue climb-in-
hold to 13000.
MISSED APPROACH: Climbing left turn to 8000 via SVC
R-128, then reverse course to SVC VOR/DME and hold.
MISSED APPROACH: Climb to 9000 on track 112° to JETRY,
cross JETRY at or above 6700, and on track 112° to PAKPE,
right turn to WULKU, and on track 289° to JNC VOR/DME and
hold.
MISSED APPROACH: Climb to 14000 via 174° course to
HOMDU and via 160° track to DEVEC and 160° track to FTI
VORTAC and hold.
MISSED APPROACH: Climb to 5800, then climbing left turn to
10000 via heading 190° and SVC VOR/DME R-193 to KUNRE
INT/SVC VOR/DME 24.1 DME and hold.
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 pri-
mary 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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
Precision Approaches
On precision approaches, the glideslope (GS) intercept altitude is illustrated by a zigzag line 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.
Traditional (NAVAID) Approach RNAV Approach
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
Non-Precision Approaches
On non-precision approaches, the final segment begins at the Final Approach Fix (FAF), which is identified with the Mal-
tese cross symbol
. When no FAF is depicted, the final approach point is the point at which the aircraft is established in-
bound 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 restric-
tions at stepdown fixes on the final approach on procedures with both precision and non-precision minima are not appli-
cable to precision (ILS, LPV, or LNAV/VNAV) use of the approach. On non-precision only approach procedures, the ap-
proach 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.
Traditional (NAVAID) Approach RNAV Approach
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 non-
precision 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 stabi-
lized 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 bear-
ing 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 ad-
ditional note indicating “LNAV/VNAV” will be placed above the note.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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.
Copter VFR Segment
Chart Examples
Traditional (NAVAID) Approach RNAV Approach
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
• GS will be shown on all ILS procedures.
• GP will be shown GLS procedures and all RNAV procedures with a published decision altitude
Threshold Crossing Height (TCH) has been traditionally used in “precision” approaches as the height of the glide slope
above threshold. With publication of LNAV/VNAV minimums and RNAV descent angles, including graphically depicted
descent profiles, TCH also applies to the height of the “descent angle,” or glidepath, at the threshold.
34:1 Surface Clear Stipple 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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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 be-
tween 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. Preci-
sion 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.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
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 frac-
tional 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.
When a reference mark (*, **, #, etc.) is shown on a line of minimums, the qualifying footnote is provided in the notes sec-
tion.
FAA Chart Users’ Guide - Terminal Procedures Publication (TPP) - Terms
Circling Minimums
There was a change to the TERPS criteria in 2012 that affects circling area dimension by expanding the areas to provide
improved obstacle protection. To indicate that the new criteria had been applied to a given procedure, a
is placed on
the circling line of minimums. The new circling tables and explanatory information is located in the Legend of the TPP.
The approaches using standard circling approach areas can be identified by the absence of the
on the circling line of
minima.
Apply Standard Circling Approach Maneuvering Radius Table
Apply Expanded Circling Approach Maneuvering Airspace Radius
Table
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 pi-
lot 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.
Hard Surface Other Than
Hard Surface
Metal Surface Closed Runway Under Construction
Stopways,
Taxiways,
Parking Areas
Displaced
Threshold
Closed
Pavement
Water Runway
Taxiways and aprons are shaded grey. Other runway features that may be shown are runway numbers, runway dimen-
sions, runway slope, arresting gear, and displaced threshold.
Other information concerning lighting, airport beacon, obstacles, 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.