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12.4 Terminal Arrival Area (TAA)
12.4.1 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 ENR 1.5.23 for a depiction of a RNAV approach chart with a TAA.
12.4.2 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.
12.4.2.1 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.
12.4.2.2 The published procedure will be annotated 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 graph 8., Procedure Turn and Hold.in.lieu of receive clearance to do so. (See FIG ENR 1.5.15, Procedure Turn.) FIG ENR 1.5.16, FIG ENR 1.5.23, and para-
FIG ENR 1.5.15
Basic “T” Design
Federal Aviation Administration Twentieth Edition
FIG ENR 1.5.16
Basic “T” Design
FIG ENR 1.5.17
Modified Basic “T”
12.4.3 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 ENR 1.5.17 and FIG ENR 1.5.24). Further, the leg lengths associated with the outboard IAFs may differ. (See FIG ENR 1.5.19 and FIG ENR 1.5.20.)
Federal Aviation Administration Twentieth Edition
FIG ENR 1.5.18
Modified “T” Approach to Parallel Runways
12.4.4 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 (IAF), and FAF combination, resulting in parallel final approach courses. (See FIG ENR 1.5.18). Common IAFs may serve both runways; however, only the intermediate and final approach segments for the landing runway will be shown on the approach chart. (See FIG ENR 1.5.19 and FIG ENR 1.5.20.)
United States of America 10 MAR 11
FIG ENR 1.5.19
“T” Approach with Common IAFs to Parallel Runways
FIG ENR 1.5.20
“T” Approach with Common IAFs to Parallel Runways
Federal Aviation Administration Twentieth Edition
FIG ENR 1.5.21
TAA Area
12.4.5 The standard TAA consists of three areas defined by the extension of the IAF legs and the intermediate segment course. These areas are called the straight.in, left.base, and right.base areas. (See FIG ENR 1.5.21). TAA area lateral boundaries are identified by magnetic courses TO the IF (IAF). The straight.in area can be further divided into pie.shaped sectors with the boundaries identified by magnetic courses TO the IF (IAF), and may contain stepdown sections defined by arcs based on RNAV distances (DME or ATD) from the IF (IAF). The right/left.base areas can only be subdivided using arcs based on RNAV distances from the IAFs for those areas. Minimum MSL altitudes are charted within each of these defined areas/subdivisions that provide at least 1,000 feet of obstacle clearance, or more as necessary in mountainous areas.
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