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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 env
ironment, 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.

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 Publications.

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

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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).

NOTE

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This procedure identification method has changed and these
procedures will be revised in the course of the normal procedure

amendment process. The slash and equipment (e.g., /DME) information
will be removed with future amendments. Pilots

should review the procedure's notes, planview annotations, and
PBN/equipment requirements boxes to determine the

capability needed to accomplish the procedure.

(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 (e.g., RADAR REQUIRED or ADF REQUIRED). 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 aircraft is equipped with the required NAVAID(s) in
order to execute the approach, including the

missed approach.

NOTE

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Some military (i.e., U.S. Air Force and U.S. Navy) IAPs have these
"additional equipment required" notes

charted only in the planview of the approach procedure and do not
conform to the same application standards

used by the FAA.

(c)

The FAA has initiated a program to provide a new notation for LOC
approaches when charted on an

ILS approach requiring other navigational aids to fly the final
approach course. The LOC minimums will be

annotated with the NAVAID required (e.g., "DME Required" or "RADAR
Required"). During the transition

period, ILS approaches will still exist without the annotation.

(d)

Many ILS approaches having minima based on RVR are eligible for a
landing minimum of RVR 1800.

Some of these approaches are to runways that have touchdown zone and
centerline lights. For many runways

that do not have touchdown and centerline lights, it is still possible
to allow a landing minimum of RVR 1800.

For these runways, the normal ILS minimum of RVR 2400 can be annotated
with a single or double asterisk or

the dagger symbol "

/-

";

 for example "** 696/24 200 (200/1/2)." A note is included on the chart
stating "**RVR

1800 authorized with use of FD or AP or HUD to DA." The pilot must use
the flight director, or autopilot with

an approved approach coupler, or head up display to decision altitude
or to the initiation of a missed approach.

In the interest of safety, single pilot operators should not fly
approaches to 1800 RVR minimums on runways

without touchdown and centerline lights using only a flight director,
unless accompanied by the use of an

autopilot with an approach coupler.

Arrival Procedures

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