necessary to encompass the airport landing surfaces. A single sector altitude is normally established, however
when the MSA is based on a facility and it is necessary to obtain relief from obstacles, an MSA with up to four
sectors may be established.
FIG 5-4-1

Instrument Approach Procedure Stepdown Fixes

d. Terminal Arrival Area (TAA)
1. The TAA provides a transition from the en route structure to the terminal environment with little required
pilot/air traffic control interface for aircraft equipped with Area Navigation (RNAV) systems. A TAA provides
minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. TAAs are
primarily used on RNAV approaches but may be used on an ILS approach when RNAV is the sole means for
navigation to the IF; however, they are not normally used in areas of heavy concentration of air traffic.
2. The basic design of the RNAV procedure underlying the TAA is normally the "T" design (also called the
"Basic T"). The "T" design incorporates two IAFs plus a dual purpose IF/IAF that functions as both an
intermediate fix and an initial approach fix. The T configuration continues from the IF/IAF to the final approach
fix (FAF) and then to the missed approach point (MAP). The two base leg IAFs are typically aligned in a
straight-line perpendicular to the intermediate course connecting at the IF/IAF. A Hold-in-Lieu-of Procedure
Turn (HILPT) is anchored at the IF/IAF and depicted on U.S. Government publications using the "hold-in-lieu
-of-PT" holding pattern symbol. When the HILPT is necessary for course alignment and/or descent, the dual
purpose IF/IAF serves as an IAF during the entry into the pattern. Following entry into the HILPT pattern and
when flying a route or sector labeled "NoPT," the dual-purpose fix serves as an IF, marking the beginning of the
Intermediate Segment. See FIG 5-4-2 and FIG 5-4-3 for the Basic "T" TAA configuration.

Arrival Procedures

5-4-9