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Arrival Procedures

responsible for determining if weather/visibility is
adequate for approach/landing.

d. When making an IFR approach to an airport not

served by a tower or FSS, after ATC advises


PROVED” you should broadcast your intentions,

including the type of approach being executed, your

position, and when over the final approach fix

inbound (nonprecision approach) or when over the

outer marker or fix used in lieu of the outer marker

inbound (precision approach). Continue to monitor

the appropriate frequency (UNICOM, etc.) for

reports from other pilots.

5−4−5. Instrument Approach Procedure

(IAP) Charts

a. 14 CFR Section 91.175(a), Instrument ap-

proaches to civil airports, requires the use of SIAPs

prescribed for the airport in 14 CFR Part 97 unless

otherwise authorized by the Administrator (including

ATC). If there are military procedures published at a

civil airport, aircraft operating under 14 CFR Part 91

must use the civil procedure(s). Civil procedures are

defined with “FAA” in parenthesis; e.g., (FAA), at the

top, center of the procedure chart. DOD procedures

are defined using the abbreviation of the applicable

military service in parenthesis; e.g., (USAF), (USN),

(USA). 14 CFR Section 91.175(g), Military airports,

requires civil pilots flying into or out of military

airports to comply with the IAPs and takeoff and

landing minimums prescribed by the authority

having jurisdiction at those airports. Unless an

emergency exists, civil aircraft operating at military

airports normally require advance authorization,

commonly referred to as “Prior Permission

Required” or “PPR.” Information on obtaining a PPR

for a particular military airport can be found in the

Chart Supplement U.S.


Civil aircraft may conduct practice VFR approaches using

DOD instrument approach procedures when approved by

the air traffic controller.

1. IAPs (standard and special, civil and military)

are based on joint civil and military criteria contained

in the U.S. Standard for TERPS. The design of IAPs

based on criteria contained in TERPS, takes into

account the interrelationship between airports,

facilities, and the surrounding environment, terrain,

obstacles, noise sensitivity, etc. Appropriate

altitudes, courses, headings, distances, and other

limitations are specified and, once approved, the

procedures are published and distributed by

government and commercial cartographers as

instrument approach charts.

2. Not all IAPs are published in chart form.

Radar IAPs are established where requirements and

facilities exist but they are printed in tabular form in

appropriate U.S. Government Flight Information


3. The navigation equipment required to join

and fly an instrument approach procedure is indicated

by the title of the procedure and notes on the chart.

(a) Straight−in IAPs are identified by the

navigational system providing the final approach

guidance and the runway to which the approach is

aligned (e.g., VOR RWY 13). Circling only

approaches are identified by the navigational system

providing final approach guidance and a letter

(e.g., VOR A). More than one navigational system

separated by a slash indicates that more than one type

of equipment must be used to execute the final

approach (e.g., VOR/DME RWY 31). More than one

navigational system separated by the word “or”

indicates either type of equipment may be used to

execute the final approach (e.g., VOR or GPS

RWY 15).

(b) In some cases, other types of navigation

systems including radar may be required to execute

other portions of the approach or to navigate to the

IAF (e.g., an NDB procedure turn to an ILS, an NDB

in the missed approach, or radar required to join the

procedure or identify a fix). When radar or other

equipment is required for procedure entry from the

en route environment, a note will be charted in the

planview of the approach procedure chart


When radar or other equipment is required on

portions of the procedure outside the final approach

segment, including the missed approach, a note will

be charted in the notes box of the pilot briefing

portion of the approach chart (e.g., RADAR

REQUIRED or DME REQUIRED). Notes are not

charted when VOR is required outside the final

approach segment. Pilots should ensure that the