AIM
4/3/14
5−4−8
Arrival Procedures
do not necessarily assure acceptable navigation
signal coverage.
d. Terminal Arrival Area (TAA)
1.
The objective of the TAA is to provide a
seamless transition from the en route structure to the
terminal environment for arriving aircraft equipped
with Flight Management System (FMS) and/or
Global Positioning System (GPS) navigational
equipment. The underlying instrument approach
procedure is an area navigation (RNAV) procedure
described in this section. The TAA provides the pilot
and air traffic controller with a very efficient method
for routing traffic into the terminal environment with
little required air traffic control interface, and with
minimum altitudes depicted that provide standard
obstacle clearance compatible with the instrument
procedure associated with it. The TAA will not be
found on all RNAV procedures, particularly in areas
of heavy concentration of air traffic. When the TAA
is published, it replaces the MSA for that approach
procedure. See FIG 5−4−9 for a depiction of a RNAV
approach chart with a TAA.
2.
The RNAV procedure underlying the TAA
will be the “T” design (also called the “Basic T”), or
a modification of the “T.” The “T” design
incorporates from one to three IAFs; an intermediate
fix (IF) that serves as a dual purpose IF (IAF); a final
approach fix (FAF), and a missed approach point
(MAP) usually located at the runway threshold. The
three IAFs are normally aligned in a straight line
perpendicular to the intermediate course, which is an
extension of the final course leading to the runway,
forming a “T.” The initial segment is normally from
3−6 NM in length; the intermediate 5−7 NM, and the
final segment 5 NM. Specific segment length may be
varied to accommodate specific aircraft categories
for which the procedure is designed. However, the
published segment lengths will reflect the highest
category of aircraft normally expected to use the
procedure.
(a)
A standard racetrack holding pattern may
be provided at the center IAF, and if present may be
necessary for course reversal and for altitude
adjustment for entry into the procedure. In the latter
case, the pattern provides an extended distance for the
descent required by the procedure. Depiction of this
pattern in U.S. Government publications will utilize
the “hold−in−lieu−of−PT” holding pattern symbol.
(b)
The published procedure will be anno-
tated to indicate when the course reversal is not
necessary when flying within a particular TAA area;
e.g., “NoPT.” Otherwise, the pilot is expected to
execute the course reversal under the provisions of
14 CFR Section 91.175. The pilot may elect to use
the course reversal pattern when it is not required by
the procedure, but must inform air traffic control and
receive clearance to do so. (See FIG 5−4−1,
FIG 5−4−2, FIG 5−4−9, and paragraph 5−4−9,
Procedure Turn and Hold−in−lieu of Procedure
Turn).
3.
The “T” design may be modified by the
procedure designers where required by terrain or air
traffic control considerations. For instance, the “T”
design may appear more like a regularly or irregularly
shaped “Y”, or may even have one or both outboard
IAFs eliminated resulting in an upside down “L” or
an “I” configuration. (See FIG 5−4−3 and
FIG 5−4−10). Further, the leg lengths associated with
the outboard IAFs may differ. (See FIG 5−4−5 and
4.
Another modification of the “T” design may
be found at airports with parallel runway configura-
tions. Each parallel runway may be served by its own
“T” IAF, IF, and FAF combination, resulting in paral-
lel final approach courses. (See FIG 5−4−4).
However, a common IAF may serve all parallel run-
ways, with each runway requiring its own unique IF
fix. Only one initial, intermediate, and final segment
combination will be depicted on the approach chart
(See FIG 5−4−5 and FIG 5−4−6).