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pilot should maintain last assigned altitude until established on glide
slope.  These approaches procedurally require
utilization of the ILS glide slope for wake turbulence mitigation.
Pilots should not confuse these simultaneous dependent
operations with (SOIA) simultaneous close parallel PRM approaches,
where PRM appears in the approach title.

Altitude restrictions depicted at stepdown fixes within the final
approach segment are applicable only

when flying a Non

-

Precision Approach to a straight

-

in or circling line of minima identified as an MDA (H).

These altitude restrictions may be annotated with a note "LOC only" or
"LNAV only." Stepdown fix altitude

restrictions within the final approach segment do not apply to pilots
using Precision Approach (ILS) or Approach

with Vertical Guidance (LPV, LNAV/VNAV) lines of minima identified as a
DA(H), since obstacle clearance

on these approaches is based on the aircraft following the applicable
vertical guidance. Pilots are responsible for

adherence to stepdown fix altitude restrictions when outside the final
approach segment (i.e., initial or

[1]intermediate segment), regardless of which type of procedure the
pilot is flying. (See FIG 5

[2]-

[3]4

[4]-

[5]1.)

c.

The

Minimum Safe Altitudes (MSA)

 is published for emergency use on IAP or departure procedure (DP)

graphic charts. MSAs provide 1,000 feet of clearance over all
obstacles, but do not necessarily assure acceptable

navigation signal coverage. The MSA depiction on the plan view of an
approach chart or on a DP graphic chart

contains the identifier of the center point of the MSA, the applicable
radius of the MSA, a depiction of the

sector(s), and the minimum altitudes above mean sea level which provide
obstacle clearance. For conventional

navigation systems, the MSA is normally based on the primary
omnidirectional facility on which the IAP or DP

graphic chart is predicated, but may be based on the airport reference
point (ARP) if no suitable facility is

available. For RNAV approaches or DP graphic charts, the MSA is based
on an RNAV waypoint. MSAs normally

have a 25 NM radius; however, for conventional navigation systems, this
radius may be expanded to 30 NM if

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.

Arrival Procedures

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References

1. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/405/aim-405.html#0
2. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/405/aim-405.html#0
3. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/405/aim-405.html#0
4. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/405/aim-405.html#0
5. file:///media/stevei/plnkx/aspirations/go-faraim/work/src/faraim/faa/aim/405/aim-405.html#0