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(e)

The naming of multiple approaches of the same type to the same runway
is also changing. Multiple

approaches with the same guidance will be annotated with an
alphabetical suffix beginning at the end of the

alphabet and working backwards for subsequent procedures (e.g., ILS Z
RWY 28, ILS Y RWY 28, etc.). The

existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be
phased out and replaced with the new

designation. The Cat II and Cat III designations are used to
differentiate between multiple ILSs to the same

runway unless there are multiples of the same type.

(f)

RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV and LPV lines of minima
using WAAS and

RNAV (GPS) approaches to LNAV and LNAV/VNAV lines of minima using GPS
are charted as RNAV (GPS)

RWY (Number) (e.g., RNAV (GPS) RWY 21).

(g)

Performance

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Based Navigation (PBN) Box. As charts are updated, a procedure's PBN
requirements

and conventional equipment requirements will be prominently displayed
in separate, standardized notes boxes.

For procedures with PBN elements, the PBN box will contain the
procedure's navigation specification(s); and,

if required: specific sensors or infrastructure needed for the
navigation solution, any additional or advanced

functional requirements, the minimum Required Navigation Performance
(RNP) value, and any amplifying

remarks. Items listed in this PBN box are REQUIRED for the procedure's
PBN elements. For example, an ILS

with an RNAV missed approach would require a specific capability to fly
the missed approach portion of the

procedure. That required capability will be listed in the PBN box. The
separate Equipment Requirements box

will list ground

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based equipment requirements. On procedures with both PBN elements and
equipment

requirements, the PBN requirements box will be listed first. The
publication of these notes will continue

incrementally until all charts have been amended to comply with the new
standard.

Approach minimums are based on the local altimeter setting for that
airport, unless annotated otherwise;

e.g., Oklahoma City/Will Rogers World approaches are based on having
a Will Rogers World altimeter setting.

When a different altimeter source is required, or more than one source
is authorized, it will be annotated on the

approach chart; e.g., use Sidney altimeter setting, if not received,
use Scottsbluff altimeter setting. Approach

minimums may be raised when a nonlocal altimeter source is authorized.
When more than one altimeter source

is authorized, and the minimre different, they will be shown by
separate lines in the approach minima box or

a note; e.g., use Manhattan altimeter setting; when not available use
Salinltimeter setting and increase all

MDAs 40 feet. When the altimeter must be obtained from a source other
than air traffic a note will indicate the

source; e.g., Obtain local altimeter setting on CTAF. When the
altimeter setting(s) on which the approach is based

is not available, the approach is not authorized. Baro

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VNAV must be flown using the local altimeter setting only.

Where no local altimeter is available, the LNAV/VNAV line will still be
published for use by WAAS receivers

with a note that Baro

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VNAV is not authorized. When a local and at least one other altimeter
setting source is

authorized and the local altimeter is not available Baro

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VNAV is not authorized; however, the LNAV/VNAV

minima can still be used by WAAS receivers using the alternate
altimeter setting source.

NOTE

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Barometric Vertical Navigation (baro

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VNAV).  An RNAV system function which uses barometric altitude
information from

the aircraft's altimeter to compute and present a vertical guidance
path to the pilot. The specified vertical path is computed

as a geometric path, typically computed between two waypoints or an
angle based computation from a single waypoint.

Further guidance may be found in Advisory Circular 90

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A pilot adhering to the altitudes, flight paths, and weather minimums
depicted on the IAP chart or vectors

and altitudes issued by the radar controller, is assured of terrain and
obstruction clearance and runway or airport

alignment during approach for landing.

IAPs are designed to provide an IFR descent from the en route
environment to a point where a safe landing

can be made. They are prescribed and approved by appropriate civil or
military authority to ensure a safe descent

during instrument flight conditions at a specific airport. It is
important that pilots understand these procedures

and their use prior to attempting to fly instrument approaches.

TERPS criterire provided for the following types of instrument
approach procedures:

Arrival Procedures

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