NOTE.
Barometric Vertical Navigation (baro.VNAV). An RNAV system function which uses barometric altitude informa-tion from the aircraft’s altimeter to compute and present a vertical guidance path to the pilot. The specified vertical path is computed as a geometric path, typically computed between two waypoints or an angle based computation from a single waypoint. Further guidance may be found in Advisory Circular 90.105.
12.1.5 A pilot adhering to the altitudes, flight paths, and weather minimums depicted on the IAP chart or vectors and altitudes issued by the radar controller, is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing.
12.1.6 IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made. They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport. It is important that pilots understand these procedures and their use prior to attempting to fly instrument approaches.
12.1.7 TERPS criteria are provided for the following types of instrument approach procedures:
12.1.7.1 Precision Approach (PA). An instrument approach based on a navigation system that provides course and glidepath deviation information meeting the precision standards of ICAO Annex 10. For example, PAR, ILS,and GLS are precision ap-proaches.
12.1.7.2 Approach with Vertical Guidance (APV). An instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and glidepath deviation information. For example, Baro.VNAV, LDA with glidepath, LNAV/ VNAV and LPV are APV approaches.
12.1.7.3 Nonprecision Approach (NPA). An instru-ment approach based on a navigation system which provides course deviation information, but no glidepath deviation information. For example, VOR, NDB and LNAV. As noted in subparagraph 12.8, Vertical Descent Angle (VDA) on Nonprecision Approaches, some approach procedures may provide a Vertical Descent Angle as an aid in flying a stabilized approach, without requiring its use in order to fly the procedure. This does not make the approach an APV procedure, since it must still be flown to an MDA and has not been evaluated with a glidepath.
12.2 The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial.Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended.
12.2.1 Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000.
12.2.2 Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000.
12.2.3 Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000.
12.2.4 Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000.
Federal Aviation Administration Twentieth Edition
NOTE.
1.
Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above.
2.
The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PFAF and is depicted by the ”lightning bolt” symbol on U.S. Government charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clear-ance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for comply-ing with published altitudes for any preceding stepdown fixes encountered during the subsequent descent.
12.3 Minimum Safe/Sector Altitudes (MSA) are published for emergency use on IAP charts. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated. The MSA depiction on the approach chart contains the facility identifier of the NAVAID used to determine the MSA altitudes. For RNAV approaches, the MSA is based on the runway waypoint (RWY WP) for straight.in approaches, or the airport waypoint (APT WP) for circling approaches. For GPS approaches, the MSA center will be the missed approach waypoint (MAWP). 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 plan view 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.
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