AIM

4/3/14

5−4−24

Arrival Procedures

7.

Chart Symbology changed slightly to

include:

(a) Descent Profile. 

The published descent

profile and a graphical depiction of the vertical path

to the runway will be shown. Graphical depiction of

the RNAV vertical guidance will differ from the

traditional depiction of an ILS glide slope (feather)

through the use of a shorter vertical track beginning

at the decision altitude.

(1)

It is FAA policy to design IAPs with

minimum altitudes established at fixes/waypoints to

achieve optimum stabilized (constant rate) descents

within each procedure segment. This design can

enhance the safety of the operations and contribute

toward reduction in the occurrence of controlled

flight into terrain (CFIT) accidents. Additionally, the

National Transportation Safety Board (NTSB)

recently emphasized that pilots could benefit from

publication of the appropriate IAP descent angle for

a stabilized descent on final approach. The RNAV

IAP format includes the descent angle to the

hundredth of a degree; e.g., 3.00 degrees. The angle

will be provided in the graphically depicted descent

profile.

(2)

The stabilized approach may be

performed by reference to vertical navigation

information provided by WAAS or LNAV/VNAV

systems; or for LNAV−only systems, by the pilot

determining the appropriate aircraft

attitude/groundspeed combination to attain a

constant rate descent which best emulates the

published angle. To aid the pilot, U.S. Government

Terminal Procedures Publication charts publish an

expanded Rate of Descent Table on the inside of the

back hard cover for use in planning and executing

precision descents under known or approximate

groundspeed conditions.

(b) Visual Descent Point (VDP). 

A VDP

will be published on most RNAV IAPs. VDPs apply

only to aircraft utilizing LP or LNAV minima, not

LPV or LNAV/VNAV minimums.

(c) Missed Approach Symbology.

In order

to make missed approach guidance more readily

understood, a method has been developed to display

missed approach guidance in the profile view through

the use of quick reference icons. Due to limited space

in the profile area, only four or fewer icons can be

shown. However, the icons may not provide

representation of the entire missed approach

procedure. The entire set of textual missed approach

instructions are provided at the top of the approach

chart in the pilot briefing.  (See FIG 5−4−9).

(d) Waypoints.

All RNAV or GPS

stand−alone IAPs are flown using data pertaining to

the particular IAP obtained from an onboard

database, including the sequence of all WPs used for

the approach and missed approach, except that step

down waypoints may not be included in some

TSO−C129 receiver databases. Included in the

database, in most receivers, is coding that informs the

navigation system of which WPs are fly−over (FO) or

fly−by (FB). The navigation system may provide

guidance appropriately − including leading the turn

prior to a fly−by WP; or causing overflight of a

fly−over WP. Where the navigation system does not

provide such guidance, the pilot must accomplish the

turn lead or waypoint overflight manually. Chart

symbology for the FB WP provides pilot awareness

of expected actions. Refer to the legend of the U.S.

Terminal Procedures books.

(e)

TAAs are described in paragraph 5−4−5d,

Terminal Arrival Area (TAA). When published, the

RNAV chart depicts the TAA areas through the use of

“icons” representing each TAA area associated with

the RNAV procedure (See FIG 5−4−9). These icons

are depicted in the plan view of the approach chart,

generally arranged on the chart in accordance with

their position relative to the aircraft’s arrival from the

en route structure. The WP, to which navigation is

appropriate and expected within each specific TAA

area, will be named and depicted on the associated

TAA icon. Each depicted named WP is the IAF for

arrivals from within that area. TAAs may not be used

on all RNAV procedures because of airspace

congestion or other reasons.

(f) Hot and Cold Temperature Limitations.

A minimum and maximum temperature limitation

is published on procedures which authorize

Baro−VNAV operation. These temperatures

represent the airport temperature above or below

which Baro−VNAV is not authorized to

LNAV/VNAV minimums. As an example, the

limitation will read: “Uncompensated Baro−VNAV

NA below −8

_C (+18_F) or above 47_C (117_F).”

This information will be found in the upper left hand

box of the pilot briefing. When the temperature is

above the high temperature or below the low

temperature limit, Baro−VNAV may be used to