AIM

4/3/14

5−4−19

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

reference.

2.

Pilots not equipped to receive the VDP should

fly the approach procedure as though no VDP had

been provided.

g. Visual Segment of a Published Instrument

Approach Procedure. 

Instrument procedures de-

signers perform a visual area obstruction evaluation

off the approach end of each runway authorized for

instrument landing, straight−in, or circling. Restric-

tions to instrument operations are imposed if

penetrations of the obstruction clearance surfaces

exist. These restrictions vary based on the severity of

the penetrations, and may include increasing required

visibility, denying VDPs, prohibiting night instru-

ment operations to the runway, and/or provide a “Fly

Visual” option to the landing surface.

1.

In isolated cases, due to procedure design

peculiarities, an IAP may contain a published visual

flight path. These procedures are annotated “Fly

Visual to Airport” or “Fly Visual.” A dashed arrow

indicating the visual flight path will be included in the

profile and plan views with an approximate heading

and distance to the end of the runway. The depicted

ground track associated with the visual segment

should be flown as a “DR” course. When executing

the visual segment, the flight visibility must not be

less than that prescribed in the IAP, the pilot must re-

main clear of clouds and proceed to the airport

maintaining visual contact with the ground. Altitude

on the visual flight path is at the discretion of the pilot.

2.

Since missed approach obstacle clearance is

assured only if the missed approach is commenced at

the published MAP or above the DA/MDA, the pilot

should have preplanned climb out options based on

aircraft performance and terrain features. Obstacle

clearance is the sole responsibility of the pilot when

the approach is continued beyond the MAP.

NOTE

−

The FAA Administrator retains the authority to approve
instrument approach procedures where the pilot may not
necessarily have one of the visual references specified in
CFR 14, part 91.175 and related rules.  It is not a function
of procedure design to ensure compliance with part
91.175. The annotation “Fly Visual to Airport” provides
relief from part 91.175 requirements that the pilot have dis-
tinctly visible and identifiable visual references prior to
descent below MDA/DA.

h. Charting of Close in Obstacles on Instru-

ment Procedure Charts.

 Obstacles that are close to

the airport may be depicted in either the planview of

the instrument approach chart or the airport sketch.

Obstacles are charted in only one of the areas, based

on space available and distance from the runway.

These obstacles could be in the visual segment of the

instrument approach procedure. On nonprecision

approaches, these obstacles should be considered

when determining where to begin descent from the

MDA (see “Pilot Operational Considerations When

Flying Nonprecision Approaches” in this paragraph).

i. Vertical Descent Angle (VDA) on Nonpreci-

sion Approaches.

 FAA policy is to publish VDAs on

all nonprecision approaches. Published along with

VDA is the threshold crossing height (TCH) that was

used to compute the angle. The descent angle may be

computed from either the final approach fix (FAF), or

a stepdown fix, to the runway threshold at the

published TCH. A stepdown fix is only used as the

start point when an angle computed from the FAF

would place the aircraft below the stepdown fix

altitude. The descent angle and TCH information are

charted on the profile view of the instrument

approach chart following the fix the angle was based

on. The optimum descent angle is 3.00 degrees; and

whenever possible the approach will be designed

using this angle.

1.

The VDA provides the pilot with information

not previously available on nonprecision approaches.

It provides a means for the pilot to establish a

stabilized descent from the FAF or stepdown fix to the

MDA. Stabilized descent is a key factor in the

reduction of controlled flight into terrain (CFIT)

incidents. However, pilots should be aware that the
published angle is for information only

 − it is

strictly advisory in nature. There is no implicit

additional obstacle protection below the MDA. Pilots

must still respect the published minimum descent

altitude (MDA) unless the visual cues stated 14 CFR

Section 91.175 are present and they can visually