美国航行情报汇编 AERONAUTICAL INFORMATION PUBLICATION AIP 2(95)

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12.4.5.1 Prior to arriving at the TAA boundary, the pilot can determine which area of the TAA the aircraft will enter by selecting the IF (IAF) to determine the magnetic bearing TO the center IF (IAF). That bearing should then be compared with the published bearings that define the lateral boundaries of the TAA areas. Using the end IAFs may give a false indication of which area the aircraft will enter. This is critical when approaching the TAA near the extended boundary between the left and right.base areas, especially where these areas contain different minimum altitude requirements.
12.4.5.2 Pilots entering the TAA and cleared by air traffic control, are expected to proceed directly to the IAF associated with that area of the TAA at the altitude depicted, unless otherwise cleared by air traffic control. Cleared direct to an Initial Approach Fix (IAF) without a clearance for the procedure does not authorize a pilot to descend to a lower TAA altitude. If a pilot desires a lower altitude without an approach clearance, request the lower TAA altitude. If a pilot is not sure of what they are authorized or expected to do by air traffic, they should ask air traffic or request a specific clearance. Pilots entering the TAA with two.way radio communications failure (14 CFR Section 91.185, IFR Operations: Two.way Radio Communications Failure), must maintain the highest altitude prescribed by Section 91.185(c)(2) until arriving at the appropriate IAF.

FIG ENR 1.5.22
Sectored TAA Areas

12.4.5.3 Depiction of the TAA on U.S. Government charts will be through the use of icons located in the plan view outside the depiction of the actual approach procedure. (See FIG ENR 1.5.23). Use of icons is necessary to avoid obscuring any portion of the “T” procedure (altitudes, courses, minimum altitudes, etc.). The icon for each TAA area will be located and oriented on the plan view with respect to the direction of arrival to the approach procedure, and will show all TAA minimum altitudes and sector/radius subdivi-sions for that area. The IAF for each area of the TAA is included on the icon where it appears on the approach, to help the pilot orient the icon to the approach procedure. The IAF name and the distance of the TAA area boundary from the IAF are included on the outside arc of the TAA area icon. Examples here are shown with the TAA around the approach to aid pilots in visualizing how the TAA corresponds to the approach and should not be confused with the actual approach chart depiction.
12.4.5.4 Each waypoint on the “T”, except the missed approach waypoint, is assigned a pronounce-able 5.character name used in air traffic control communications, and which is found in the RNAV databases for the procedure. The missed approach waypoint is assigned a pronounceable name when it is not located at the runway threshold.
12.4.6 Once cleared to fly the TAA, pilots are expected to obey minimum altitudes depicted within the TAA icons, unless instructed otherwise by air traffic control. In FIG ENR 1.5.22, pilots within the left or right.base areas are expected to maintain a minimum altitude of 6,000 feet until within 17 NM of the associated IAF. After crossing the 17 NM arc, descent is authorized to the lower charted altitudes. Pilots approaching from the northwest are expected to maintain a minimum altitude of 6,000 feet, and when within 22 NM of the IF (IAF), descend to a minimum altitude of 2,000 feet MSL until reaching the IF (IAF).

Federal Aviation Administration Twentieth Edition
FIG ENR 1.5.23
RNAV (GPS) Approach Chart

NOTE.

This chart has been modified to depict new concepts and may not reflect actual approach minima.
FIG ENR 1.5.24
TAA with Left and Right
 Base Areas Eliminated

12.4.7 Just as the underlying “T” approach proce-dure may be modified in shape, the TAA may contain modifications to the defined area shapes and sizes. Some areas may even be eliminated, with other areas expanded as needed. FIG ENR 1.5.24 is an example of a design limitation where a course reversal is necessary when approaching the IF (IAF) from certain directions due to the amount of turn required at the IF (IAF). Design criteria require a course reversal whenever this turn exceeds 120 degrees. In this generalized example, pilots approaching on a bearing TO the IF (IAF) from 300  clockwise through 060  are expected to execute a course reversal. The term “NoPT” will be annotated on the boundary of the TAA icon for the other portion of the TAA.

Federal Aviation Administration Twentieth Edition
FIG ENR 1.5.25
TAA with Right Base Eliminated

12.4.8 FIG ENR 1.5.25 depicts another TAA modi-fication that pilots may encounter. In this generalized example, the right.base area has been eliminated. Pilots operating within the TAA between 360 . clockwise to 060  bearing TO the IF (IAF) are expected to execute the course reversal in order to properly align the aircraft for entry onto the intermediate segment. Aircraft operating in all other areas from 060 clockwise to 360 bearing TO the IF (IAF) need not perform the course reversal, and the term “NoPT” will be annotated on the TAA boundary of the icon in these areas. TAAs are no longer being produced with sections removed; however, some may still exist on previously published procedures.
　
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