Flight Procedures and Airspace

Order 8260.19K Table of Contents Chapter 1. General Information ................................................................................. 1-1 Section 1-1. General .................................................................................................................... 1-1 1-1-1. Purpose of This Order ................................................................................................. 1-1 1-1-2. Audience ...................................................................................................................... 1-1 1-1-3. Where You Can Find This Order ................................................................................ 1-1 1-1-4. What This Order Cancels ............................................................................................ 1-1 1-1-5. Explanation of Changes............................................................................................... 1-1 1-1-6. Effective Date .............................................................................................................. 1-3 Section 1-2. Responsibilities ........................................................................................................ 1-4 1-2-1. Flight Standards Service .............................................................................................. 1-4 1-2-2. Flight Technologies and Procedures Division............................................................. 1-4 1-2-3. Air Traffic Organization, Flight Program Operations ................................................. 1-5 1-2-4. Air Traffic Organization, Mission Support Services................................................... 1-7 1-2-5. Individual ................................................................................................................... 1-10 Chapter 2. General Procedures ................................................................................. 2-1 Section 2-1. General .................................................................................................................... 2-1 2-1-1. Requests for Public-use Instrument Flight Procedures ............................................... 2-1 2-1-2. Air Traffic Letters of Agreement ................................................................................ 2-1 2-1-3. Airport Lighting and Visual Aids ................................................................................ 2-1 Section 2-2. Aeronautical Charts................................................................................................. 2-3 2-2-1. Use of Maps and Charts .............................................................................................. 2-3 2-2-2. Aeronautical Charts and Publications ......................................................................... 2-3 Section 2-3. Environmental Requirements ................................................................................... 2-5 2-3-1. Noise Abatement ......................................................................................................... 2-5 2-3-2. Environmental Impacts................................................................................................ 2-5 Section 2-4. Facility Utilization and Monitoring ......................................................................... 2-6 2-4-1. Frequency Service Volumes ........................................................................................ 2-6 2-4-2. ATC Usable Distance and Altitude Limitations.......................................................... 2-6 2-4-3. Requests for Expanded Service Volumes ................................................................... 2-6 2-4-4. Utilization of Localizers .............................................................................................. 2-7 2-4-5. Monitoring of Navigation Facilities ............................................................................ 2-7 2-4-6. Utilization of Monitoring Categories .......................................................................... 2-7 2-4-7. Utilization of 75 MHz Markers ................................................................................... 2-8 Section 2-5. Implementing Epoch Year Magnetic Variation (MV) ............................................ 2-10 2-5-1. General ...................................................................................................................... 2-10 2-5-2. Responsibilities ......................................................................................................... 2-10 2-5-3. Guidelines for Magnetic Variation Revisions ........................................................... 2-15 Section 2-6. Notices to Air Missions (NOTAMs) ....................................................................... 2-18 2-6-1. General ...................................................................................................................... 2-18 2-6-2. United States NOTAM System .................................................................................. 2-18 Section 2-7. Quality/Standardization of Instrument Flight Procedures .................................... 2-19 2-7-1. Aeronautical Information Services’ Action .............................................................. 2-19 2-7-2. Flight Technologies and Procedures Division’s Action ............................................ 2-19 ii

Order 8260.19K Section 2-8. Periodic Review of Instrument Flight Procedures ................................................ 2-20 2-8-1. General ...................................................................................................................... 2-20 2-8-2. Frequency of Periodic Reviews ................................................................................. 2-20 2-8-3. Conducting Periodic Reviews ................................................................................... 2-21 2-8-4. Documentation of Periodic Reviews ......................................................................... 2-22 2-8-5. Reviewing Organization Responsibilities ................................................................. 2-22 Section 2-9. Communications and Weather ............................................................................... 2-23 2-9-1. Communications Requirements ................................................................................ 2-23 2-9-2. Use of Universal Integrated Communications (UNICOM) ...................................... 2-23 2-9-3. Automatic Altimeter Setting and Weather Reporting Systems ................................. 2-24 Section 2-10. Navigational Fixes ............................................................................................... 2-25 2-10-1. General ...................................................................................................................... 2-25 2-10-2. Reporting Points ........................................................................................................ 2-25 2-10-3. Requests for Navigational Fixes................................................................................ 2-25 2-10-4. Naming Navigational Fixes ....................................................................................... 2-26 2-10-5. Documenting Navigational Fixes .............................................................................. 2-28 2-10-6. Correlation of Navigational Fixes and Changeover Points ....................................... 2-28 2-10-7. Minimum Reception Altitudes .................................................................................. 2-29 2-10-8. Flight Inspection ........................................................................................................ 2-29 2-10-9. Maximum Authorized Altitudes ................................................................................ 2-30 Section 2-11. Obstacle Data ...................................................................................................... 2-31 2-11-1. General ...................................................................................................................... 2-31 2-11-2. Obstacle Application and Data Sources .................................................................... 2-31 2-11-3. Obstacle Data Accuracy Standards ........................................................................... 2-32 2-11-4. Accuracy Standards Application ............................................................................... 2-33 2-11-5. Controlling Obstacles ................................................................................................. 2-34 2-11-6. Datums....................................................................................................................... 2-39 Section 2-12. Waiver of Standards/Approval Requests .............................................................. 2-41 2-12-1. General ...................................................................................................................... 2-41 2-12-2. Waiver Processing ..................................................................................................... 2-41 2-12-3. Waivers for Special Instrument Approach Procedures ............................................. 2-42 2-12-4. Safety Management System (SMS) Requirements ................................................... 2-42 2-12-5. Periodic Review of Waivers ...................................................................................... 2-42 2-12-6. Cancellation ............................................................................................................... 2-43 Chapter 3. Route Procedures .................................................................................... 3-1 Section 3-1. General .................................................................................................................... 3-1 3-1-1. General ........................................................................................................................ 3-1 3-1-2. Publication ................................................................................................................... 3-1 Section 3-2. Criteria Application and Development .................................................................... 3-2 3-2-1. Criteria Application...................................................................................................... 3-2 3-2-2. Development of Criteria .............................................................................................. 3-2 Section 3-3. Establishment of En Route Airspace ........................................................................ 3-3 3-3-1. Relationship of COPs to Airspace Dimensions ........................................................... 3-3 3-3-2. Relationship of MEAs to Controlled Airspace Floors. ............................................... 3-3 Section 3-4. Substitute En Route Flight Procedures .................................................................... 3-4 3-4-1. General ........................................................................................................................ 3-4 iii Order 8260.19K 3-4-2. Format ......................................................................................................................... 3-4 3-4-3. Facilities Used ............................................................................................................. 3-4 3-4-4. Controlled Airspace ..................................................................................................... 3-4 3-4-5. Flight Inspection .......................................................................................................... 3-4 3-4-6. Planning and Coordination .......................................................................................... 3-5 3-4-7. Processing .................................................................................................................... 3-8 3-4-8. Periodic Review .......................................................................................................... 3-8 3-4-9. Distribution .................................................................................................................. 3-9 Section 3-5. Off-Airway Routes.................................................................................................. 3-10 3-5-1. Establishment ............................................................................................................ 3-10 3-5-2. Listing ........................................................................................................................ 3-10 3-5-3. Off-airway Data ......................................................................................................... 3-10 3-5-4. Processing Data to Aeronautical Information Services ............................................. 3-11 Section 3-6. New or Revised National Airspace System Routes ................................................ 3-12 3-6-1. Definition - Route ...................................................................................................... 3-12 3-6-2. Coordination Procedures ........................................................................................... 3-12 3-6-3. Publication of Procedural Data.................................................................................. 3-12 Section 3-7. Minimum Vectoring Altitude (MVA) and Minimum IFR Altitude (MIA) Charts ... 3-13 3-7-1. Chart Preparation ....................................................................................................... 3-13 3-7-2. Obstacle Clearance .................................................................................................... 3-13 3-7-3. Controlled Airspace ................................................................................................... 3-13 3-7-4. Chart Review and Approval ...................................................................................... 3-13 3-7-5. Emergency Obstruction Video Map (EOVM) .......................................................... 3-14 Chapter 4. Terminal Procedures ............................................................................... 4-1 Section 4-1. General .................................................................................................................... 4-1 4-1-1. General ........................................................................................................................ 4-1 4-1-2. Categories of Instrument Approach Procedures .......................................................... 4-1 4-1-3. Airspace Requirements................................................................................................ 4-1 4-1-4. Contractual Use of Private Facilities ........................................................................... 4-2 4-1-5. TERPS Application ..................................................................................................... 4-2 4-1-6. Sidestep Maneuvers ..................................................................................................... 4-3 4-1-7. Temporary Displaced Threshold Procedures............................................................... 4-4 Section 4-2. Standard Instrument Approach Procedures (SIAP) ................................................ 4-5 4-2-1. General ........................................................................................................................ 4-5 4-2-2. Coordination of Terminal Instrument Procedures ....................................................... 4-5 4-2-3. Radar Instrument Approach Procedures...................................................................... 4-5 Section 4-3. Category II and III ILS ............................................................................................ 4-6 4-3-1. General ........................................................................................................................ 4-6 4-3-2. Action .......................................................................................................................... 4-7 4-3-3. NOTAM Requirements ............................................................................................... 4-8 Section 4-4. Departure Procedures (DP) .................................................................................... 4-9 4-4-1. General......................................................................................................................... 4-9 4-4-2. Diverse Vector Area (DVA)........................................................................................ 4-9 Section 4-5. Standard Terminal Arrival (STAR) ........................................................................ 4-10 4-5-1. General ...................................................................................................................... 4-10 4-5-2. STAR Development and Charting ............................................................................ 4-10 4-5-3. PBN STARs .............................................................................................................. 4-13 iv Order 8260.19K 4-5-4. Procedure Depiction and Processing ......................................................................... 4-15 4-5-5. Waivers/Approval Requests ...................................................................................... 4-16 4-5-6. STAR NOTAMs........................................................................................................ 4-16 4-5-7. STAR Amendments .................................................................................................. 4-16 4-5-8. Reviews ..................................................................................................................... 4-17 4-5-9. Cancellation ............................................................................................................... 4-17 Military STAR Procedures ........................................................................................ 4-17 4-5-11. Roles and Responsibilities......................................................................................... 4-18 4-5-12. Preparation of FAA Form 8260-17.1 ........................................................................ 4-21 4-5-13. Preparation of FAA Form 8260-17.2 ........................................................................ 4-50 Section 4-6. RNAV Procedure Development ............................................................................. 4-60 4-6-1. General ...................................................................................................................... 4-60 4-6-2. RNAV Approach Procedure Design ......................................................................... 4-60 4-6-3. Developing RNAV Waypoint ................................................................................... 4-62 4-6-4. RNAV Leg Types ...................................................................................................... 4-63 4-6-5. RNAV Leg Type Descriptions .................................................................................. 4-64 4-6-6. Final Approach Segment Data .................................................................................. 4-65 4-6-7. Remote Altimeter Setting for Baro-VNAV............................................................... 4-65 4-6-8. Critical Temperature.................................................................................................. 4-65 4-6-9. DME/DME Screening Model .................................................................................... 4-65 4-6-10. Additional Documentation with Baro-VNAV (LNAV/VNAV and RNP), GBAS, and/or WAAS Instrument Approach Procedures ......................................... 4-66 Chapter 5. Airspace.................................................................................................... 5-1 Section 5-1. Obstruction Evaluation (OE) ................................................................................... 5-1 5-1-1. General ........................................................................................................................ 5-1 5-1-2. Responsibility and Processing of FAA Form 7460-1 ................................................. 5-1 5-1-3. Review of Notices ....................................................................................................... 5-1 5-1-4. Adjustments to Instrument Flight Procedures ............................................................. 5-1 Section 5-2. Designation of Controlled Airspace ........................................................................ 5-2 5-2-1. General ........................................................................................................................ 5-2 5-2-2. Air Traffic Responsibility ........................................................................................... 5-2 5-2-3. Service Provider Actions ............................................................................................. 5-2 5-2-4. Terminal Airspace. ...................................................................................................... 5-3 Section 5-3. Airport Airspace Analysis ...................................................................................... 5-42 5-3-1. General ...................................................................................................................... 5-42 5-3-2. Service Center OSG FPT/Flight Standards Inputs in Establishment of Airports and Heliports ........................................................................................... 5-42 5-3-3. Flight Standards performs the flight safety review of airport proposals to determine whether aircraft operations can be conducted safely considering the proposal’s effect on the safety of persons and property on the ground ............................................................................................................. 5-42 5-3-4. Service Center OSG FPT is responsible for evaluation and comment on all airport proposals related to IFR impact ................................................................ 5-42 5-3-5. Alterations of Airports or Heliports .......................................................................... 5-43 5-3-6. Deactivation of Airports or Heliports ......................................................................... 5-43 5-3-7. Assistance in Zoning Problems ................................................................................. 5-44 Section 5-4. Restricted Areas ..................................................................................................... 5-45 5-4-1. General ...................................................................................................................... 5-45 v

Order 8260.19K 5-4-2. Letter of Procedures .................................................................................................. 5-45 Section 5-5. Establishment, Relocation, or Discontinuance of Radio Navigation Aids ........... 5-46 5-5-1. Criteria and Guidelines .............................................................................................. 5-46 5-5-2. OSG FPT Action ....................................................................................................... 5-46 5-5-3. Flight Standards Action ............................................................................................. 5-46 Chapter 6. Military Procedures ................................................................................. 6-1 Section 6-1. General ................................................................................................................ 6-1 6-1-1. General ........................................................................................................................ 6-1 6-1-2. Review and Coordination ............................................................................................ 6-1 6-1-3. FAA Acceptance ......................................................................................................... 6-1 6-1-4. Assistance .................................................................................................................... 6-1 Chapter 7. Planning.................................................................................................... 7-1 Section 7-1. General .................................................................................................................... 7-1 7-1-1. General ........................................................................................................................ 7-1 Section 7-2. Planning Standards.................................................................................................. 7-2 7-2-1 Planning Standards ...................................................................................................... 7-2 7-2-2. Determination of Operational Benefits/Improvements. .............................................. 7-2 Section 7-3. Safety Analysis ......................................................................................................... 7-4 7-3-1. Performing a Safety Analysis ...................................................................................... 7-4 Section 7-4. Airway Planning ...................................................................................................... 7-7 7-4-1 General. ....................................................................................................................... 7-7 Section 7-5. Terminal Planning ................................................................................................... 7-8 7-5-1. General ........................................................................................................................ 7-8 7-5-2. Requirements for Outer Compass Locators for New ILS Installations....................... 7-8 Section 7-6. Airport Planning .................................................................................................... 7-13 7-6-1. General ...................................................................................................................... 7-13 Section 7-7. Private Aid ............................................................................................................. 7-14 7-7-1 General ...................................................................................................................... 7-14 Section 7-8. Facilities and Equipment (F&E) Support .............................................................. 7-15 7-8-1. Support ...................................................................................................................... 7-15 Section 7-9. Heliport Planning .................................................................................................. 7-16 7-9-1. General ...................................................................................................................... 7-16 Chapter 8. Instrument Approach Procedures Data Transmittal System ............... 8-1 Section 8-1. General .................................................................................................................... 8-1 8-1-1. General ........................................................................................................................ 8-1 Section 8-2. FAA Form Use and Preparation ............................................................................. 8-2 8-2-1. Use of FAA Forms ...................................................................................................... 8-2 8-2-2. FAA Form Preparation ................................................................................................ 8-3 8-2-3. Course and Distance Information ................................................................................ 8-4 8-2-4. Communications Data ................................................................................................. 8-5 vi Order 8260.19K 8-2-5. Terminal Routes - General .......................................................................................... 8-5 8-2-6. Terminal Fixes ............................................................................................................. 8-9 Section 8-3. Certification, Processing, and Review ................................................................... 8-11 8-3-1. General ...................................................................................................................... 8-11 8-3-2. Certification and Processing of SIAPs ...................................................................... 8-11 8-3-3. Cancellation/Suspension of Instrument Approach Procedures ................................. 8-11 8-3-4. Revisions to IFPs ....................................................................................................... 8-12 8-3-5. Aeronautical Information Services Review of SIAPs and Charts ............................. 8-17 8-3-6. Processing .................................................................................................................. 8-17 8-3-7. Distribution ................................................................................................................ 8-17 8-3-8. Special Procedures Printing and Distribution ........................................................... 8-17 Section 8-4. Flight Procedures Standards Waiver, FAA Form 8260-1 ..................................... 8-21 8-4-1. Preparation of FAA Form 8260-1 ............................................................................. 8-21 Section 8-5. Radio Fix and Holding Data Record, FAA Form 8260-2 ..................................... 8-26 8-5-1. Introduction ............................................................................................................... 8-26 8-5-2. Preparation of FAA Form 8260-2 ............................................................................. 8-27 Section 8-6. Completion of FAA Forms 8260-3/4/5/7A ............................................................. 8-37 8-6-1. General ...................................................................................................................... 8-37 8-6-2. Basic Information ...................................................................................................... 8-37 8-6-3. Terminal Arrival Area (TAA) ................................................................................... 8-40 8-6-4. Terminal Routes ........................................................................................................ 8-43 8-6-5. Radar Terminal Area Maneuvering Sectors and Altitudes ....................................... 8-45 8-6-6. Missed Approach ....................................................................................................... 8-45 8-6-7. Profile - Lines 1 through 8 ........................................................................................ 8-51 8-6-8. PBN Requirements Notes .......................................................................................... 8-57 8-6-9. Equipment Requirements Notes ................................................................................ 8-60 8-6-10. Notes .......................................................................................................................... 8-62 8-6-11. Additional Flight Data................................................................................................ 8-73 8-6-12. Minimums ................................................................................................................. 8-78 8-6-13. Changes and Reasons ................................................................................................ 8-94 8-6-14. Coordinated With ...................................................................................................... 8-94 8-6-15. Submitted By ............................................................................................................. 8-95 8-6-16. Flight Checked By ..................................................................................................... 8-95 8-6-17. Developed By ............................................................................................................ 8-96 8-6-18. Recommended By ..................................................................................................... 8-96 8-6-19. Approved By ............................................................................................................. 8-96 8-6-20. FAS Data Block Information .................................................................................... 8-96 Section 8-7. Standard Instrument Approach Procedure Data Record, FAA Form 8260-9 ....... 8-97 8-7-1. Preparation of FAA Form 8260-9 .............................................................................. 8-97 Section 8-8. Transmittal of Airways/Route Data Record, FAA Form 8260-16 ....................... 8-107 8-8-1. Preparation of FAA Form 8260-16 ......................................................................... 8-107 Section 8-9. SCP and SOIA Procedure Attention All Users Page ........................................... 8-132 8-9-1. Attention All Users Page ......................................................................................... 8-132 8-9-2. Site Implementation Team (SIT) ............................................................................. 8-132 8-9-3. AAUP Preparation ................................................................................................... 8-132 8-9-4. AAUP Processing .................................................................................................... 8-132 8-9-5. AAUP Publication ................................................................................................... 8-132 8-9-6. Forms Processing .................................................................................................... 8-133 8-9-7. Title Line ................................................................................................................. 8-133 vii

Order 8260.19K 8-9-8. Text .......................................................................................................................... 8-134 8-9-9. Administrative Information ..................................................................................... 8-134 Appendix A. Administrative Information ................................................................. A-1 Appendix B. Flight Procedures References ............................................................ B-1 Appendix C. Obstacle Accuracy Standards, Codes, and Sources ....................... C-1 Appendix D. FAA Form 8260-2, Data Worksheet .................................................... D-1 Appendix E. Radio Fix and Holding Data Record, FAA Form 8260-2 ....................E-1 Appendix F. ILS and RNAV Standard Instrument Approach Procedure, FAA Form 8260-3 ........................................................................................................ F-1 Appendix G. Radar – Standard Instrument Approach Procedure, FAA Form 8260-4 ........................................................................................................................ G-1 Appendix H. Standard Instrument Approach Procedure, FAA Form 8260-5 ........ H-1 Appendix I. Special Instrument Approach Procedure, FAA Form 8260-7A and Special Procedure Authorization, FAA Form 8260-7B ............................................ I-1 Appendix J. Standard Instrument Approach Procedure, FAA Form 8260-9 ......... J-1 Appendix K. Final Approach Segment (FAS) Data Block Cyclic Redundancy Check (CRC) Requirements ..................................................................................... K-1 Appendix L. Instrument Flight Procedures Lifecycle.............................................. L-1 viii

Order 8260.19K Chapter 1. General Information Section 1 - 1. General 1 - 1 - 1. Purpose of T his O rder. This order provides guidance to all FAA personnel for the administration and accomplishment of the FAA Flight Procedures and Airspace Program.

Additionally, this o rder provides guidance for the military and other government agencies to use when interacting with the FAA regarding instrument flight procedures. This o rder contains guidance that is pertinent to 14 CFR p arts 71 , 91 , 95 , 97 , 121 , and 135 .

1 - 1 - 2. Audience. All personnel who are responsible for Instrument Flight Procedure (IFP) development and/or evaluation .

Note : Users of this order can refer to a ppendix A for an alphabetical listing of frequently used acronyms and abbreviations.

1 - 1 - 3. Where Y ou C an F ind T his O rder. You can find this order on the FAA’s web site .

1 - 1 - 4. What T his O rder C ancels. Order 8260. 19 J , Flight Procedures and Airspace, dated 06/ 01 / 202 3 , is canceled.

1 - 1 - 5. Explanation of C hanges. Significant areas of new direction, guidance, policy, and criteria as follows: a. General.

(1) Removed all SDF as an a cronym to remove confus ion between stepdown fix and Simplified Directional Facility.

(2) Remove d all references to O rder 8260 . 15 , U.S. Army Terminal Instrument Procedure Service, due to cancellation.

(3) Changed Interagency Air Cartographic Committee (IACC) to IAC Interagency Air Committee (IAC) throughout.

(4) Updated MOCA to Minimum En R oute IFR Altitude to be consistent in all directives.

(5) Contains numerous administrative changes for grammatical errors, incorrect words / phrases and clarifications.

b. Table of Contents. Updated page and paragraph numbers.

c. Chapter 2 .

(1) Paragraph 2 - 8 - 1 . Added a notation under periodic reviews to review Attention All User Page ( AAUP ) forms with the ir associated procedures.

(2) Paragraph 2 - 8 - 3.c . Updated the outdated information left in pr evious version of the o rder.

1 - 1 Order 8260.19K (3) Paragraph 2 - 10 - 4.a(5) . Clarified that visual flight rules ( VFR ) waypoints are not to be used for instrument flight procedures and/or routes . Not to be used on charts used primarily for instrument flight.

(4) Paragraph 2 - 11 - 4.b(3) . Added Advanced RNP (A - RNP) to accuracy standards list as it was left out in previous versions .

d. Chapter 4. .

(1) Paragraph 4 - 1 - 3 . Clarified the words “ i nstrument approach procedures” to “instrument flight procedures . ” (2) Paragraph 4 - 3 - 2.c . Removed outdated information on a website.

(3) Paragraph 4 - 5 - 2.j . Added remark language to clarify Standard Terminal Arrival Routes ( STAR ) te rmination altitude documentation .

(4) Paragraph 4 - 5 - 12.m . Updated approved by signatory .

(5) Image 4 - 5 - 1 . Replaced FAA F orm 826 0 - 17.1 , Standard Terminal Arrival, blank for image and corrected function of airports served on the form .

e. Chapter 7 , Paragraph 7 - 9 - 1.c . Added paragraph reference .

f. Ch apter 8 .

(1) Paragraph 8 - 3 - 4.b(21) . U pdated to include performance - based navigation ( PBN ) requirements and equipment requirements notes to IFP revisions, corrected t able 8 - 3 - 1 to correspond.

(2) Table 8-3-2. R emov ed irrelevant sections of the table.

(3) Paragraph 8-4-1.b. Updated examples on documentation of waiver forms using Location Identification and procedure naming.

(4) Paragraph 8 - 4 - 1.c . Added clarification of use of multiple waivers on a single form.

(5) Paragraph 8 - 5 - 2.k . Added clarif ication of Helicopter Route charting of fixes.

(6) Paragraph 8 - 6 - 2.f(4) . Corrected to LOCATION ID.

(7) Paragraph 8 - 6 - 4 . Clarified use of terminal routes documentation of missed and final.

Updated documentation to match current forms with course and distance in separate data sets.

(8) Paragraph 8 - 6 - 6.h(1) . Clarified that there should not be an y alternate missed approach established using area navigation ( RNAV ) .

(9) Paragraph 8 - 6 - 8.d(4)(b) . Clarified use of Authorization Required when using RNP A R APCH NavSpec.

1 - 2 Order 8260.19K (10) Paragraph 8 - 6 - 8.d(5) and 8 - 6 - 8.d(5)(a) . Clarified that the application applies to paragraph 8 - 6 - 8.d(5)(a) not 8 - 6 - 8.d(5) .

(11) Paragraph 8 - 6 - 10.f(3) . Added clarification of re dundant weather source.

(12) Paragraph 8 - 6 - 11.e(2) . Updated examples of obstacles and adverse assumption obstacle ( AAO ) that can be added as a remark.

(13) Paragraph 8 - 6 - 11.q . Added an example note .

(14) Paragraph 8 - 6 - 12.c . Clarified the order of precedence to display minimums and updated the examples.

(15) Paragraph 8 - 6 - 12.k(1) . Added clarifying note examples for procedures with autopilot restrictions.

(16) Paragraph 8 - 6 - 12.o(1) Note . Added clarification for lighting and helicopter PinS Proceed VFR night minimums application.

(17) Paragraph 8 - 6 - 12.o(8)(d) . Added clarification for RN AV (RNP) Authorization Required simultaneous procedures .

(18) Paragraph 8 - 6 - 18 . Changed “ for final approval ” to “ for processing . ” (19) Paragraph 8 - 6 - 19.b(2) . Removed the signature of Flight Technologies and Procedures Division.

(20) Paragraph 8 - 8 - 1.c(6) . Clarified language for all segments of a single helicopter route to have on e RNP value.

(21) Paragraph 8 - 9 - 7.c Note . Added clarification NFDD action for FAA Form 8260 - 18 , Attention All Users Page, processing.

g. Appendix A .

(1) Table A - 1 . Update d Acronyms and Abbreviations .

(2) Para graph 5. a . Added standard feedback links and emails .

h. Appendix L. Removed figures and updated wording.

1 - 1 - 6. Effective D ate. This o rder and subsequent changes are effective on the dates shown in the upper left corner of each page. Implementation of changes must commence no later than 24 months from the published effective date. Previous editions may be used until implementation has commenced, not to exceed 24 months from the new effective date.

1 - 3

Order 8260.19K Section 1 - 2. Responsibilities Note : Applicable FAA 1100 - series directives address o rganizational responsibilities and functions. Responsibilities specified in this section are provided for information only and for the purpose of assisting instrument procedure developers in knowing whom to contact for assistance and/or information in the performance of their duties. Do not interpret this section as a substitute or supplement to any other FAA directive.

1 - 2 - 1. Flight Standards Service.

a. Flight Standards Service is responsible for the use of air navigation facilities, appliances, and systems by aircraft operating in established environments and the National Airspace System (NAS). Responsibilit ies includes governing policy and oversight of manual and automated development and maintenance of terminal and en route flight procedures. The executive director has final authority to issue, amend, and terminate rules and regulations relating to instrument procedures, minimum en route IFR altitudes, flight procedures, operational weather minimums, and minimum equipment requirements.

b. Responsibility for the overall management of the Flight Procedures and Airspace Program is vested in the Flight Technologies and Procedures Division. This order is primarily concerned with those offices having direct responsibility for the accomplishment o f the Flight Procedures and Airspace Program. The following is a brief description of their activities.

1 - 2 - 2. Flight Technologies and Procedures Division.

a. This division is the principal element of the Flight Standards governing policies, criteria, and standards for establishing and maintaining terminal and en route flight procedures , and for using air navigation facilities and systems. This office is designated as the final authority to issue, amend, and appeal minimum en route IFR altitudes and associated flight data under 14 CFR part 95 ; and standard instrument approach procedures and obstacle departure procedures under 14 CFR part 97 .

b. Flight Operations Group . This group is the principal element of the division with respect to concepts, policies, systems, and programs associated with the operational and flight technical aspects of all - weather operations. The Flight Operations Group’s responsibilities include but are not limited to: (1) D evelop ing concepts for design, evaluation, and approval of category (CAT) I, II, and III approach and landing operations, as well as lower than standard takeoff minimums.

(2) D evelop ing and issu ing FAA Form 8260 - 7B, Special Procedure Authorization, as required, through the Procedures Review Board (PRB).

(3) P rovid ing specific Operations Specification (OpSpec) language and inspector guidance regarding low visibility operations (CAT II/III) procedures and minima.

1 - 4 Order 8260.19K (4) D evelo p ing performance - based navigation (PBN) concepts, policies, standards, criteria, requirements, specifications, and limitations for new aircraft and new and existing airborne, ground - based , and space - based systems used in instrument flight operations.

(5) D eveloping concepts, programs, and system requirements necessary to implement PBN and procedures necessary to implement futuristic communications and surveillance capabilities for oceanic, remote area, domestic en route, and terminal area operations, and for non - precision and precision instrument approaches.

c. Flight Procedure s and Airspace Group . This group is the principal element within the division with respect to the rulemaking process of the flight procedures program and to FAA and f light i nspection policy oversight. This group serves as the focal point within Flight Standards for matters relating to airspace, instrument flight procedure s (IFP), Notices to Air Missions (NOTAMs), and is the primary interface for industry on matters relating to instrument procedures criteria. The Flight Procedures and Airspac e Group ’s responsibilities include but are not limited to: (1) D evelop ing national policies and directives pertinent to the design and maintenance of IFPs and charted visual flight procedures (CVFP) .

(2) C oordinating non - government procedure developer NOTAM authority and access to the Federal NOTAM System (FNS) with ATO Mission Support Services, Aeronautical Information Services.

(3) D evelop ing policy and provid ing oversight of the IFP development process for non - FAA s ervice p roviders.

(4) M anag ing the program ’s review and approval of all special IFPs and approval/waiver requests of procedure design standards .

(5) M anag ing and direct ing air carrier, general aviation, and all - weather operations programs.

d. Flight Research and Analysis Group . This group is the principal element within the division providing simulation and human - in - the - loop analysis of new, emerging, or modified Communications, Navigation, and Surveillance (CNS) technologies and procedures in support of flight safety. This group analyzes and quantifies the levels of risk probabilities associated with the implementation of new, emerging, and modified flight operational concepts and navigation systems. Furthermore, this group manages the Flight O perations Simulation Laboratory comprised of flight simulators and Air Traffic Control ( ATC ) controller stations that can be linked to provide real time pilot/controller interface and data collection to meet the safety studies’ and risk analyses’ data requirements.

1 - 2 - 3. Air Traffic Organization, Flight Program Operations .

a. Flight Program Operations is the principal element directly responsible for the flight inspection of electronic signals - in - space from ground - based navigational aids, and/or flight validation that support aircraft departure, en route, and arrival flight procedures in the NAS .

1 - 5 Order 8260.19K Flight procedures are also evaluated for accuracy, aeronautical data, human factors flyability, and obstacle clearance; this includes the e valuation of avionics database code which represents the IFP in the Flight Management System (FMS). Other Flight Program Operations’ responsibilities include but are not limited to: (1) S upport ing flight inspection for the Department of Defense (DoD) on foreign navigational facilities that have been designated as essential to the defense of the United States.

(2) I nput ting (when solicited) to the Air Traffic Technical Operations Service Centers Facilities and Equipment (F&E) budget submission with respect to terminal air navigation aids (other than radar) and visual approach aids .

b. Flight Program Operations is responsible for scheduling flight inspections. Flight Inspection Scheduling maintains liaison with Aeronautical Information Services , as well as other FAA offices, civil and military interests, to ensure consideration of all requirements relating to the procedural use of navigation facilities. Flight Program Operations responsibilities include but are not limited to: (1) Issuing NOTAM D in accordance with Order 8200.1 , United States Standard Flight Inspection Manual .

(2) Managing, processing , and coordinating flight inspection procedure packages.

(3) Scheduling special requests for flight inspections.

(4) Maintaining suitable record system reflecting the status of each flight.

(5) Managing the requirements and technology for Flight Inspection Report System, Flight Inspection Tracking System , and Flight Management D aily Flight Log.

(6) Acting as the f ocal point for all PBN Policy and Support Office generat ing machine - readable form files as wel l as the Knowledge System Network ( KSN ) Distance Measuring Equipment ( DME ) /DME directory.

(7) Providing Flight Inspection Reports (FIR) containing data pertinent to the AIRNAV database and resolving AIRNAV data discrepancies.

(8) Initiating and completing investigative remedial action with respect to any deficiency or reported hazard, including restrictions or eme rgency revisions to procedures.

c. Aircraft Operations is the principal element within Flight Program Operations responsible for flight inspection of navigation aids (NAVAIDs) and instrument flight procedures in support of the NAS. Flight Program Operations has multiple facilities that support the ir mission .

1 - 6 Order 8260.19K 1 - 2 - 4. Air Traffic Organization, Mission Support Services a. Aeronautical Information Services is responsible for managing the agency’s program to ensure the flow of information necessary for safety, regularity, and efficiency of air navigation.

This office is charged with the responsibility for collecting, collating, verifying , maintaining, and disseminating aeronautical data regarding the U.S. and its territories. It is also a source for database accuracy standards, content, and format.

(1) Aeronautical Information Services maintains the National Airspace System Resources (NASR) database and disseminat es information relating to the NAS. Aeronautical Information Services is also responsible for maintaining proposed data within the AIRNAV database for the development of instrument flight procedures. Their responsibilities include but are not limited to: (a) Publishing the daily National Flight Data Digest (NFDD) and 56 - day subscriber files to promulgate additions, changes, and deletions to non - regulatory elements of the NAS. Respective changes are also published in Order JO 7340.2, Contractions, and Order JO 7350. 9 , Location Identifiers.

(b) Conducting pre - publication review of aeronautical data contained in standard instrument approach and departure procedures, standard terminal arrivals, standard instrument departures, military training routes, navigational aids, airport data, and airspace c hanges submitted for action, and to identify and correct items in non - conformance with applicable directives.

(c) Validating submitted data with the NASR Database and resolving contradictions.

(d) Managing the development and assignment of five - letter fix names and NAVAID/airport identifiers.

(e) Issuing, on a predetermined schedule, amendments to 14 CFR p art 95 .

(f) Maintaining copies of 8260 - series and 7100 - series FAA F orms that support public - use standard instrument approach procedures ( SIAPs ) , fixes, airways, standard terminal arrival routes ( STARs ) , and departure procedures ( DPs ) .

(2) Aeronautical Information Services is the principal element responsible for developing, directing, and recommending national policy and criteria for aeronautical information.

This group serves as the Mission Support Services focal point for developing and managing Geographic Information Sy stems for the NAS. They are also responsible for collecting, verifying , and maintaining obstacle data to support instrument flight procedure development including minimum vectoring altitude (MVA) and minimum IFR altitude (M IA) charts as well as minimum safe altitude warning (MSAW) data creation. Responsibilities include but are not limited to: (a) Establishing the U.S. position for Aeronautical Information Manual ( AIM ) and Aeronautical Information Services through the International Civil Aviation Organization ( ICAO ) .

1 - 7 Order 8260.19K (b) Collecting, validating, verifying, managing, and disseminating as - built obstacle data reported under 14 CFR p art 77 .

1. Providing the publicly available Digital Obstacle File (DOF), which contains a record of all as - built man - made obstructions that effect domestic aeronautical charting products.

2. Providing Obstacle Repository System (ORS) data to other FAA offices on a timely basis.

(c) Verifying source data for as - built obstacles and assigning accuracy codes that reflect the reliability of the reports obstacle’s vertical and horizontal position depicted as Above Ground Level (AGL) and geographic coordinates.

(d) Managing the verification/validation of airport survey safety critical data.

(e) Managing the requirements and technology to support database needs and infrastructure.

b. Aeronautical Information Services is also responsible for the development, maintenance, quality assurance, and technical approval of public - use flight procedures, production, and distribution of aeronautical charts and related publications and products. Responsibilities include , but ar e not limited to , the following: (1) Development, publication, and maintenance of SIAPs.

(2) Development, publication, and maintenance of o bstacle d eparture p rocedures (ODPs) and s tandard i nstrument d eparture p rocedures (SIDs). Development and maintenance of diverse vector areas ( DVA ) .

(3) Development, publication, and maintenance of Air Traffic Service (ATS) r outes.

(4) Review and publication of STAR Airport d iagrams and s pecial g raphics.

(5) Q uality assurance of items produced by A eronautical Information Services .

(6) Operations support, as requested, for NAS - related products.

(7) Selecting and evaluating source data for final chart compilation.

(8) Validating geographical positions, distances, and bearings of items produced by Aeronautical Information Services .

(9) Maintaining liaison with elements of FAA to support safe and accurate portrayal of charting data.

(10) Providing civilian charts in support of military requirements.

(11) Providing international charting support to selected foreign countries.

1 - 8 Order 8260.19K (12) Establish ing procedures to ensure operational data are included in the NASR database.

(13) Analyzing obstruction evaluations to determine the effects on current and planned instrument flight operations, minimums, and/or flight altitudes of all civil or joint use .

(14) Promulgating SIAPs, ODPs, and permanent FDC NOTAMs relating to IFPs with assigned effective dates in a bi - weekly transmittal letter and completing necessary requirements for publication in 14 CFR p art 97 .

c. Air Traffic Standards & Procedures Directorate provides support to air traffic operations through policy, procedures, separation standards, equipment, software, and other operations related to air traffic activities across the NAS. Air Traffic Procedures serves as the primary point of contact for the Service Areas, Service Centers, and field facilities for Terminal, En Route, standards, and procedures issues. Air Traffic Services, Operational Policy and Implementation Directorate serves as the primary point of contact for the S ervice A reas, S ervice C enters , and field facilities for operational issues, and is the primary point of contact for Oceanic/Offshore operations, standards , and procedures issues . They work in concert with Air Traffic Procedures for processing and publication of air traffic procedures .

d. Service Center , Operational Support Group, Flight Procedures Teams (OSG FPTs), responsibilities include but are not limited to: (1) Evaluating and responding to industry and user comments relating to instrument procedures.

(2) Coordinating IFP requests with the appropriate Air Traffic Service Center OSG , Airspace and Procedures and other concerned offices, and conducting instrument procedures feasibility studies.

(3) Coordinating submission by responsible offices of all pertinent data and supporting documents required for procedures development and assignment of priority when further procedures action is required.

(4) Planning and coordinating new or relocated NAS facilities.

(5) Coordinating with applicable Air Traffic Service Centers to select a charting date consistent with priorities and workload when a component of the NAS is to be commissioned, de - commissioned, or altered.

(6) Coordinating the input for the planning and development of r egional and Air Traffic Service Center F&E budget submissions and programming actions.

(7) Evaluating regional airport and airspace changes for impact on instrument flight procedures.

(8) Determining the necessity for environmental impact studies as required by current policy.

1 - 9 Order 8260.19K (9) Acting as the focal point for flight inspection issues within the region.

e. For airports that are included in the National Plan of Integrated Airport System, collaborate with Flight Standards and Office of Airports on processes and data needed to fulfil the requirements of this o rder. Collaboration not limited to the following: (1) Sharing airport planning information related to likely and expected airport development that is likely to require IFPs, such as runway extensions, new runways, or construction related amendments lasting more than one year .

(2) Coordinating IFP requests with Air Traffic via Order 8260.43 , Flight Procedure Management Program, processes, and addressing questions related to airport standards as identified in AC 150/5300 - 13 , Airport Design .

(3) Facilitate airport planning processes to identify, in collaboration with Flight Procedures Teams (FPT), the expected and likely runway designator changes for magnetic variation (MV).

1 - 2 - 5. Individual. Personnel working within the Flight Procedures Program are responsible for maintaining professional knowledge in a technical, complex, and specialized field, and for the application of the knowledge to assure safety and practicality in air navigation. Wher e directives are deficient, each individual must take the initiative to seek an acceptable method of resolution and to inform the responsible office of any recommended change to policy, procedures, etc. that is cost beneficial and/or provides i ncreased operational safety .

1 - 10

Order 8260.19K Chapter 2. General Procedures Section 2 - 1. General Note : This chapter provides guidelines and procedures that are common to all instrument flight procedures. Specific guidelines and procedures for en route and terminal instrument flight procedures are contained in c hapters 3 and 4 , respectively.

2 - 1 - 1. Requests f or P ublic - u se Instrument Flight Procedures.

a. Requests for approval and/or establishment of instrument flight procedures may originate from many different sources [ s ee Order 8260.43 ] . It may be a request from a state, city, airport manager, or an individual. It may also be from an air carrier, air taxi, military, commercial operator, Air Traffic Control , or Flight Standards’ personnel.

b. Requirements for approval of IFPs are contained in Order 8260.3 , U.S. Standard for Terminal Instrument Procedures (TERPS), c hapter 1.

c. Procedures with specific effective dates , and other urgent projects, will be assigned priorities by Aeronautical Information Services . All other projects will be processed as workload permits, by Aeronautical Information Services in order of receipt.

2 - 1 - 2. Air Traffic Letters of Agreement. When Letters of Agreement affect or include flight procedures, they must be coordinated between ATC facilities and Aeronautical Information Services.

a. When these letters are received, Aeronautical Information Services must review them to ensure compatibility with published or planned flight procedures.

b. Copies of Letters of Agreement received in Aeronautical Information Services must be made a part of the procedure files, to serve as a reference when developing or amending flight procedures.

c. When the terms of the Letters of Agreement and flight procedures are not compatible, or if it is determined that the terms do not comply with criteria, Aeronautical Information Services must return the Letters of Agreement to the ATC facility with a memorandum that explains the findings. When appropriate and practical, consideration should be given to adjusting the procedures to accommodate the terms of the agreement.

d. Unless Aeronautical Information Services is a party to the agreement, it is not a signatory and does not approve or disapprove the agreement.

2 - 1 - 3. Airport L ighting and V isual A ids.

a. Operation of airport lighting and visual aids is contained in the following orders: (1) Order JO 7110.10, Flight Services.

2 - 1 Order 8260.19K (2) Order JO 7110.65, Air Traffic Control.

(3) Order JO 7210.3, Facility Operation and Administration.

b. Installation criteria are contained in Order JO 6850.2, Visual Guidance Lighting Systems.

c. Refer to Appendix B , Flight Procedures References, for other applicable orders and advisory circulars .

2 - 2

Order 8260.19K Section 2 - 2. Aeronautical Charts 2 - 2 - 1. Use of M aps and C harts.

a. Service p rovider s should maintain adequate access to current charts, or electronic equivalent, to support the development of instrument procedures within its area of responsibility.

For manual application, the largest scale charts available should be used to develop final, circling, and the first part of the missed approach segment. For precision approach procedures, survey information or an equivalent plan and profile chart is recommended for use. For all approach procedures, the 7 1/2 and 15 - minute quadra ngle topographic charts (Quads) produced by the U.S. Geological Survey provide an excellent source for determining terrain elevation profiles; alternatively, another excellent source for the most current ground elevation is the USGS National Map , which reflects the most current and accurate elevation data . For efficiency in procedure design and flight inspection, 1:100,000 scale planimetric/topographical (topo) charts are also authorized. Use other data sources such as Digital Obstruction File, AIRNAV database, Aeronautical Information Services Weekly Obstacle Memo, Digital Terrain Elevation Data (DTED), Digital Elevation Model (DEM), etc., in addition to on - site obstacle assessment evaluations, where necessary. The Sectional Aeronautical Chart (scale 1:500,000) and the visual flight rules (VFR) Terminal Area Chart (scale 1:250,000) are good supporting source documents; however, they may not depict all current information because of the extended charting cycle.

b. Map requirements for inclusion in a flight inspection package are determined by Flight Program Operations [ see Order JO 8200. 44 , Flight Inspection Services Instrument Flight Procedure Coordination ] .

2 - 2 - 2. Aeronautical C harts and P ublications.

a. Aeronautical charts used for air navigation are generally of two groups : VFR charts and IFR charts. The VFR charts are the Sectional charts, VFR Terminal Area charts, and the Visual Navigation chart. IFR charts include the En Route Low and High Altitude and Area charts as well as the Terminal Procedures Publicatio n (TPP), which includes S IAP, textual a nd graphic DP , STAR, and Charted Visual Flight Procedure (CVFP) charts.

b. The primary publication containing basic flight information related to instrument operations in the NAS, is the AIM. The primary publication serving as a pre - flight and planning guide for use by non - U . S . operators, business, and private aviators flying into or over the U . S . , is the U.S. Aeronautical Information Publication. Flight Technologies and Procedures Division’s personnel should conduct periodic surveillance of the AIM and A eronautical Information P ublication to verify the accuracy and appropriatenes s of the information. AIM and A eronautical I nformation P ublication discrepancies and errors should be forwarded to the Air Traffic Procedures, Process Support Group.

c. Each s ervice p rovider should monitor their charts or publications released by the FAA that provide informative material, recommended or mandatory, to determine that safe operating practices and conditions are accurately described for aviation users.

d. Aeronautical Information Services is responsible for the accuracy and completeness of flight data submitted by that office for publication. Each responsible p rocedure specialist should 2 - 3 Order 8260.19K review the ir published U . S . Government charts to ensure correct portrayal. Aeronautica l Information Services serves as the focal point for questions regarding the procedural data published on these charts.

e. Aeronautical Information Services is responsible for ensuring that U . S . Government Aeronautical Charts conform to Interagency Air Committee (IAC ) specifications.

f. Aeronautical Information Services serves as the focal point for questions regarding other non - procedural data ( e.g., airport/runway data, frequencies, etc. ). Aeronautical Information Services will resolve questions through the appropriate data source steward.

g. A eronautical chart discrepancies and/or errors should be sen t through the Aeronautical Information Portal to 9 - amc - aerochart@faa.gov .

2 - 4

Order 8260.19K Section 2 - 3. Environmental Requirements 2 - 3 - 1. Noise A batement. The establishment of noise abatement procedures is the responsibility of the ATO. However, the Flight Standards Service has an input from an aircraft operational standpoint. These procedures should be coordinated between the appropriate Flight Technologies and Procedures Division representative and the OSG FPT. The Flight Technologies and Procedures Division representative must review noise abatement procedures for aircraft performance characteristics and operational safety considerations. The OSG FPT must review these procedures for practicality and adherence with applicable criteria and has the primary responsibility for resolving conflicts between IFR procedures and existing or proposed noise abatement procedures.

2 - 3 - 2. Environmental I mpacts. Compliance with the following directives: Order 1050.1, Environmental Impacts: Policies and Procedures , and Order JO 7400.2, Procedures for Handling Airspace Matters, c hapter 32 is required to meet the environmental compliance requirements of the Agency under the National Environmental Policy Act (NEPA).

2 - 5

Order 8260.19K Section 2 - 4. Facility Utilization and Monitoring 2 - 4 - 1. Frequency Service Volumes. In establishing instrument flight procedures, consideration must be given to the type of navigation facilities available and to their limitations.

a. All electronic navigation facilities are installed in accordance with frequency separation specified in distances and altitudes. Specific frequency protected service volumes are contained in Order 6050.32, Spectrum Management Regulations and Procedures Man ual. The r egional Frequency Management Officer (FMO) primarily uses this order. Order 6050.32 also contains information to facilitate understanding and coordination of operational considerations associated with expanded service volumes.

b. Operational service volume includes the standard service volume (SSV) and expanded service volumes (ESVs). The operational service volume must not extend outside the frequency protected service volume on any radial, at any distance, or at any altitude.

2 - 4 - 2. ATC U sable D istance and A ltitude L imitations. When flight procedures are developed , which reach outside of the standard service volumes (lateral and/or vertical) cited within Order 6050.32 , the submission and processing of an ESV Request is mandatory. Flight inspection measurements must not be used as a substitute for an approved ESV.

2 - 4 - 3. Requests for Expanded Service Volumes.

a. When necessary , submit an ESV request with a description of the flight procedure requiring it. The FMO first reviews this request. The FMO applies the criteria contained in Order 6050.32 . If the FMO disapproves the request, it is returned to the originator without further action. FMO - approved or restricted ESVs are then reviewed by Aeronautical Information Services .

b. Aeronautical Information Services is responsible for accuracy, clarity, and practicality of the data. If the ESV request is unclear, or if the FMO - approved request has restrictions or restrictive comments, it may be necessary to coordinate changes with the FMO and/or the originating office. FAA flight inspection determines if the facility supports the procedure.

c. The procedures specialist when developing an instrument procedure may determine a requirement for an ESV ( e.g., the instrument procedure is proposed beyond SSV ) . In this case, the procedures specialist processes an ESV electronically via the Expanded Service Volume Management System ( ESVMS website ) to obtain the FMO and, in turn, flight inspection approval. An ESV request must not be used as a substitute for proper instrument procedure design.

d. Facility rotation due to magnetic variation change should have no effect on coverage; however, radials used will change. Aeronautical Information Services initiates a change action via the ESVMS on the date the rotation is effective.

e. For holding patterns, process an ESV request for the holding fix. Describe holding fix by radial, distance, altitude .

2 - 6 Order 8260.19K f. An ESV is prepared and processed electronically via the ESVMS via the FAA Intranet web site. An ESV can be placed on any very high frequency omnidirectional range (VOR), instrument landing system – distant measuring equipment (ILS - DME), or tactical air navig ation (TACAN). When a DME or TACAN and VOR are paired, both must have identical ESVs for safety reasons [ except in those cases where the DME ESV supports DME/DME area navigation (RNAV) operations ] . ESVs may be added to any class of NAVAID facilities, inclu ding NDBs.

2 - 4 - 4. Utilization of L ocalizers.

a. A localizer must not be used for lateral course guidance on an ATS route. However, a localizer may serve as a crossing facility to define a fix on an ATS route where it is essential to air traffic control.

b. A localizer must not be used for lateral course guidance within a missed approach segment, except a localizer may be used that utilizes a straight - ahead course which crosses over the localizer antenna and then outbound on the localizer back course, provided that a back course is available.

2 - 4 - 5. Monitoring of N avigation F acilities.

a. Monitors. It is FAA policy to provide a monitoring system for all electronic navigation facilities used in support of instrument flight procedures. Internal monitoring is provided at the facility through the use of executive monitoring equipment that cause s a facility shutdown when performance deteriorates below established tolerances. A remote status indicator may also be provided through the use of a signal - sampling receiver, microwave link, or telephone circuit.

VOR, VORTAC, and ILS facilities as well as new NDBs and marker beacons installed by the FAA, are provided with an internal monitoring feature. Older FAA NDBs and some non - F ederal NDBs do not have the internal feature and monitoring is accomplished by other means.

b. Monitoring c ategories. Navigational facilities are classified in accordance with the manner in which they are monitored.

(1) Category 1. Internal monitoring plus a status indicator installed at control point.

Reverts to a temporary c ategory 3 status when the control point is unmanned/monitoring not available.

(2) Category 2. Internal monitoring with status indicator at control point inoperative, but pilot reports indicate the facility is operating normally. This is a temporary situation that requires no procedural action.

(3) Category 3. Internal monitoring only.

(4) Category 4. Internal monitor not installed. Remote status indicator provided at control point. This category is applicable only to nondirectional beacons.

2 - 4 - 6. Utilization of M onitoring C ategories.

a. Category 1 facilities may be used for instrument flight procedures without limitation.

2 - 7 Order 8260.19K b. Category 2 is a temporary condition not considered in instrument procedure development.

Air Traffic is responsible for issuing NOTAMs on these out - of - service facilities when pilot reports indicate facility malfunction.

c. Category 3 facilities may be used in accordance with the following limitations: (1) Alternate minimums must not be authorized if facility provides final approach course (FAC) guidance; is required for procedure entry; is used to define the final approach fix (FAF); or is used to provide missed approach guidance [ s ee also paragraph 8 - 6 - 12.b ] .

(2) Consider denying or adjusting terminal routes that require reception of succeeding c ategory 3 facilities to avoid obstacles.

(3) Dogleg airways or routes must not be predicated on these facilities.

(4) Navigational fixes developed from crossing radials of c ategory 3 facilities must not be used to break a MEA to higher MEA (can be used as a break to a lower MEA).

d. Category 4 facilities may be used in accordance with the following limitations: (1) Alternate minimums may be authorized when the remote status indicator is located in an FAA ATC facility, and then only during periods the control point is attended.

(2) If the control point is other than an FAA facility, a written agreement must exist whereby an ATC facility is notified of indicated changes in facility status.

Note : Failure of this c ategory 4 status indicator or closure of the control point will render the facility and the approach procedure unusable during the outage .

2 - 4 - 7. Utilization of 75 MHz M arkers. The 75 MHz markers may be used as the sole source of identification with the following limitations: a. Missed a pproach p oint (MAP). Markers may be authorized as missed approach points for non - precision approaches, provided a remote status indicator (RSI) is installed at an ATC facility.

b. Final a pproach f ix. As a non - precise final approach fix, the marker must be monitored if alternate minimums are authorized. The marker need not have an RSI if collocated with a compass locator with a remote status indicator.

c. Course r eversals. Procedure turns and holding must not be authorized from a 75 MHz marker.

d. Breaks in MEAs. The 75 MHz markers must not be used to define the point where an en route climb to a higher altitude is required (may be used as a break to a lower altitude).

2 - 8 Order 8260.19K e. DP t urn p oints. The 75 MHz markers must not be used to identify turn points on departure procedures. See Order 8260.46 , Departure Procedure (DP) Program, paragraph 2 - 1 - 1 . d .

2 - 9

Order 8260.19K Section 2 - 5. Implementing Epoch Year Magnetic Variation (MV) 2 - 5 - 1. General. This section establishes the MV program, identifies participating offices, assigns responsibilities, and provides guidelines for accomplishing the tasks necessary for implementing, maintaining, and systematically updating e poch y ear MV v alues.

a. Background. The National Oceanic and Atmospheric Administration (NOAA), National Ocean Service (NOS), and the National Geodetic Survey (NGS), for all areas of the U . S . and its territories for application to navigation charts and maps, is the source for MV information and tools for establishing MV . Changing values for MV are tabulated and published on a five - year epoch basis ( e.g., 00, 05, 10, 15, 20, etc. ). In order to assist in stabilizing the NAS, a fixed value of MV is assigned to each NAVAID and airport as the MV of r ecord. This value is applied to true directions to obtain the magnetic values for radials, courses, bearings, and headings published in instrument flight procedures. Periodic updating of the MV assigned to navigation facilities is required to maintain reas onable proximity of alignment with the earth’s ever - changing magnetic field. It is possible that the magnetic course displayed by the aircraft ’ s RNAV system is different than the magnetic course portrayed on the IFP chart.

Note : RNAV systems, unlike IFP designs, generally apply the MV value stored in their navigational database, though other values are sometimes applied. As such, it is entirely possible that the MV applied by the RNAV system is different than the MV used by the procedure designer when the IFP chart was last updated. Thus, the magnetic course displayed by the RNAV system may not match the magnetic course charted on the IFP plate. Despite this difference, an RNAV system should still navigate properly as these systems use true north for navigation and only display magnetic course for pilot reference.

b. Participating o ffices. Management and control of epoch y ear MV values require action by the following offices: (1) Aeronautical Information Services , (2) Military o rganizations , (3) Western, Central, and Eastern Technical Operations , (4) Western, Central, and Eastern OSG FPTs , and (5) Regional Office of Airports .

2 - 5 - 2. Responsibilities.

a. Aeronautical Information Services .

(1) Publish isogonic lines or segments on appropriate aeronautical charts based on current e poch y ear values.

(2) Revise en route aeronautical charts and Chart Supplements to reflect revised MV assignments to navigation facilities in accordance with information published in the NFDD.

2 - 10 Order 8260.19K (3) Revise en route charts to apply yearly MV change values to RNAV ( e.g . , “Q” and “T”) route Magnetic Reference Bearings (MRB) during the first - full airspace charting cycle of each calendar year.

(4) Function as the focal point for all information relating to application of MV to the following elements of the NAS : NAVAIDs , airports, instrument flight procedures; and for coordination and liaison between Aeronautical Information Services and the applicable Air Traffic Service Center OSG FPTs.

(5) Function as the focal point for FAA and all NAS Facilities F light Program Operations coordination . Terminal facilities (other than VOR, VOR/DME, TACAN, VORTAC, and radar systems) do not require flight inspection of MV changes.

(6) Determine whether NOTAM action is necessary when required procedural adjustment action or MV change is not accomplished by the effective date of amended instrument procedures or revised en route charts.

(7) For FAA and all NAS f acilities, assign and maintain MVs of r ecord for navigational facilities and airports in whole degree increments. MVs of r ecord are available in the AIRNAV facility database. For new or relocated facilities, and new or revised instrument procedures, apply the appropriate MV. Analyze each facility identified as a candidate for revised MV assignment to determine if facility rot ation and/or re - designation of radials are required.

(8) Establish a process to record the assigned magnetic variation and epoch year of NAVAIDs and airports by geographical location and the projected MV for the next e poch y ear.

The process must also include the ability to identify those candidate navigational aids and airports with a difference of two degrees or more between the MV of r ecord and the nearest future e poch y ear value.

(9) Notify Aeronautical Information Services of changes to assigned MV and the effective date of those changes for publication in the NFDD; notify other concerned offices having related responsibilities to ensure timely implementation of necessary actions. The effective date selected must allow suffi cient time for procedures processing in accordance with established schedules. MV changes, which affect only terminal instrument procedures, may have an effective date concurrent with publication of a specific proce dural amendment.

(10) Amend instrument flight procedures as required, predicated on NAVAIDs or airports undergoing a change of MV of r ecord. Conduct a thorough review survey to determine the full impact the MV change will have on any instrument procedures. Such reviews must include high and low altitude ATS routes, direct routes, air carrier off - airway routes, fixes in both high and low altitude structures, terminal routes , and fixes, ODPs, SID s , STARs, and any other application to instrument flight procedures. Use the MV of r ec ord (or as officially changed) to develop instrument flight procedures – regardless of the MV shown on the airport diagram chart or similar product being used.

(11) VOR, VOR/DME, and VORTAC facilities supporting the en route structure (which may or may not have instrument procedures predicated on them): 2 - 11 Order 8260.19K (a) Modify all fixes and instrument approach procedures (IAPs). Modify all 14 CFR p art 95 d irect and o ff - a irway ( n on - 14 CFR p art 95 ) routes with documented radial(s) or bearing(s). Change ESVs. Make all modifications to meet an effective date that coincides with the en route change cycle.

Note : A listing of affected fixes, holding patterns, DPs, SIDs, STARs, military training routes, preferred routes, and ATS routes may be obtained from Aeronautical Information Services .

(b) Coordinate changes with the OSG FPT [ OSG FPTs are expected to coordinate with the applicable Air Route Traffic Control Centers ( ARTCC ) and/or approach control ] in an attempt to eliminate routes, fixes, and instrument procedures that are no longer required.

(12) NAVAIDs not supporting en route structure: (a) I nitiate implementation of the nearest future e poch y ear MV in accordance with paragraph 2 - 5 - 3.a , whenever any instrument procedure is established or amended. The nearest future e poch y ear MV will become effective concurrent with publication of the amendment [ see paragraphs 8 - 6 - 2.k and 8 - 6 - 2.l ] .

(b) Amend and process multiple instrument procedures to simultaneously become effective concurrent with the instrument procedure specified in the MV change notification to Aeronautical Information Services .

(c) Submit revisions of all affected fixes with the instrument procedure(s). Change ESVs.

(d) Amend radar procedures when the airport MV of r ecord is changed .

b. United States Air Force (USAF) /United States Army (USA) .

(1) Function as the focal point for all USAF /USA applications of MV for USAF facilities within and outside the NAS to include NAVAIDs , airports, instrument flight procedures.

(2) Function as the focal point for USAF /USA non - NAS facility flight inspection requirements and coordination. Terminal facilities (other than VOR, VOR/DME, TACAN, VORTAC, and radar systems) do not require flight inspection of MV changes.

(3) Determine whether NOTAM action is necessary when required procedural adjustment action or MV change is not accomplished by the effective date of amended instrument procedures or revised en route charts.

(4) Assign and maintain MVs of r ecord for USAF /USA non - NAS navigational facilities and airports in whole degree increments. For new or relocated facilities, and for new or revised instrument procedures, apply the appropriate MV. Analyze each facility identified as a candidate for revised MV assignment to determine if facility rotation and/or re - designation of radials are required.

2 - 12 Order 8260.19K (5) Maintain a listing/record of USAF /USA navigational aids and airports by geographical location. Indicate the currently assigned MV of r ecord and the projected MV for the next e poch y ear. For the purpose of planning and implementation, maintain a current listing of those candidate navigational aids and airports with a difference of two degrees or more between the MV of r ecord and the nearest future e poch y ear value.

(6) Notify Aeronautical Information Services of changes to USAF /USA non - NAS facilities assigned MV and the effective date of those changes in order to generate a letter for publication in the NFDD; notify other concerned offices having related responsibilities to ensure timely implementation of necessary actions. The effective date selected must allow sufficient time for procedures processing in accordance with established sc hedules. MV changes, which affect only terminal instrument procedures, must have an eff ective date concurrent with publication of a specific procedural amendment.

(7) Amend instrument flight procedures as required, predicated on navigational aids or airports undergoing a change of MV of r ecord. Conduct a thorough survey to determine the full impact the MV change will have on any instrument procedure. Such surveys must include high and low altitude airways/jet routes, direct routes, air carrier off - airway routes, fixes in both high and low altitude structures, terminal routes, and fixes, ODPs, SIDs, STARs, ESV’s, and any other application to instrument flight procedures. Use the MV of r ecord (or as officially changed) to develop instrument flight procedures – regardless of the MV shown on the airport diagram or similar product being used.

(8) USAF /USA navigational facilities within the NAS: (a) Maintain official listing of USAF /USA facilities that are part of the NAS.

(b) Notify Aeronautical Information Services when MV changes are required.

Allow sufficient time for modification of FAA fixes and IAPs as necessary.

(9) USAF /USA navigational facilities not within the NAS: (a) Initiate implementation of the nearest future e poch y ear MV, as per paragraph 2 - 5 - 3.a , whenever any instrument procedure is established or amended. The nearest future e poch y ear MV must become effective concurrent with publication of the amendment [see paragraphs 8 - 6 - 2.k and 8 - 6 - 2.l ] .

(b) Amend and process multiple instrument procedures to simultaneously become effective concurrent with the instrument procedure specified in the MV change notification to Aeronautical Information Services .

(c) Submit revisions of all affected fixes with the instrument procedure(s). Change ESVs, as required.

(d) Amend all procedures as, required, when the airport MV of r ecord is changed.

2 - 13 Order 8260.19K c. United States Navy.

(1) Contact Aeronautical Information Services to obtain the MV of r ecord or MV assignments for new or relocated facilities to be applied to navigational aids or airports under U.S.

Navy jurisdiction.

(2) Coordinate with Aeronautical Information Services to determine impact of MV changes for both military and public facilities.

(3) U.S. Navy flight procedure development work generally follows the same requirements as Aeronautical Information Services ’ flight procedure development work as outlined in paragraphs 2 - 5 - 2 . b(3) through 2 - 5 - 2 . b(9) . Aeronautical Information Services will remain the office of primary responsibility for paragraphs 2 - 5 - 2 . b(1) , 2 - 5 - 2 . b(2) , 2 - 5 - 2 . b(4) , and 2 - 5 - 2 . b(5) functions.

(4) Notify Aeronautical Information Services of changes to U.S. Navy, non - NAS facilities, assigned MV and the effective date of those changes in order to allow Aeronautical Information Services to publish them in the NFDD; notify other concerned offices having related responsibilities to ensure timely implementation of necessary actions. The effective date selected must allow sufficient time for procedures processing in accordance with established schedules. MV changes, which affect only terminal instrument procedures, must have an effective date concurrent with publication of a specific procedural amendment.

(5) U.S. Navy navigational facilities within the NAS: (a) Maintain official listing of U.S. Navy facilities that are part of the NAS.

(b) Notify Aeronautical Information Services when MV changes are required.

Allow sufficient time for modification of FAA fixes and IAPs as necessary. Aeronautical Information Services will publish a notice of change in the NFDD when the MV of Record changes. An effective date of change must be included in the NFDD.

d. OSG FPT .

(1) Notify Aeronautical Information Services of MV changes when informed by non - FAA service providers maintaining instrument procedure(s) they are responsible for.

(2) The OSG FPTs will coordinate with the r egional a irports and Air Traffic offices with respect to matters pertaining to change in navigational aid or airport MV of r ecord and its effect on instrument flight procedures.

e. Western (AJW - W), Central, (AJW - C), and Eastern (AJW - E) Technical Operations.

Coordinate with the respective OSG FPT to obtain the appropriate MV of r ecord for assignment to newly installed or relocated navigational aids.

2 - 14 Order 8260.19K f. Regional Office of Airports/Airports District Office (ADO). In collaboration with the airport operator, c oordinate with the applicable OSG FPT prior to establishing or revising runway designator numbers for an airport having one or more instrument approach or departure procedures, to determine the appropriate MV to be applied to the runway true bearing.

Determination of the runway designator num ber should be a matter of joint agreement with Aeronautical Information Services and be accomplished sufficiently in advance to allow for procedural amendments. The need and expected timing for runway designator changes should be identified and coordinated during periodic airport planning efforts and airport layout plan updates in order to avoid delays with updating associated IFPs . Take appropriate NOTAM action if repainting of an affected runway has not been accomplished on the required date.

2 - 5 - 3. Guidelines for Magnetic Variation R evisions. The identification and selection of NAVAIDs or airports as candidates for revision of MV of r ecord require s careful consideration and evaluation of a number of factors as the impact of MV changes can be considerable. The applicable Air Traffic Service Area Office may have to initiate or revise published air traffic procedures . T he Technical Operations Service is directly involved in NAVAIDs/radar rotations and requires proper coordination. The Office of Airports, or appropriate military authority, may have to arrange for repainting of runway designa tor numbers [see paragraph 8 - 3 - 4. b (5) ] .

Note : Guidelines pertaining to runway designation marking relative to magnetic changes can be found in AC 150/5340 - 1 , Standards for Airport Markings.

a. MV versus e poch y ear v alue. The NOAA World Magnetic Model (WMM) is used to determine the current MV at a location and to calculate the future MV for use in procedure design and publication. The model estimates the MV at any location and day within the five - year validity window of the model. For example, the WMM released in December 20 1 9 provides MV values for all locations for January 1, 20 2 0 through December 31, 20 2 4. The nearest future e poch y ear value calculated using that model would be specified as 20 2 5, and the MV based on the December 31, 20 2 4 value, except as indicated in paragraph 2 - 5 - 3 . c . The assigned MV is listed as using the 20 2 5 e poch y ear even when the value is associated with a date earlier in the validity period of the model .

b. Standard MV limits for airports and NAVAIDs . When the difference between the MV of r ecord and the nearest future e poch y ear value of any NAVAID , or the assigned airport MV of r ecord, will exceed three (3.0) degrees [five (5.0) degrees for VORs and VORTACs ] , the MV of r ecord must be changed to the nearest future e poch y ear value and applied to airport reference point (ARP) and all on - airport NAVAIDs . Consider implementing the change earlier in cases where revisions of multiple procedures are required for other reasons, such as when other nearby airports are being updated or when weather, or other factors, would preclude the change being accomplished at the time the MV would actually exceed three (3.0) degrees . Off - airport NAVAIDs must be maintained within three (3.0) degrees [ five (5.0) degrees for VORs and VORTACs ] , especially when they support instrument procedures .

c. MV limits for a irports with SA CAT I, SA CAT II , or CAT II/III approach procedures .

The intent is to keep the NAVAID and procedure MV closely aligned with the actual ( as predicted by the WMM ) MV at the airport. Maintain the assigned MV value for these airports, NAVAIDs, and procedures within ±1 degree of the current computed airport MV . At these 2 - 15 Order 8260.19K airports , do not apply future e poch y ear MV values that would create a rounded whole number MV of r ecord that exceeds one (1.0) degree of the current, computed airport MV. The one - degree tolerance effectively applies to the airport MV, the MV for NAVAIDs on the airport, and the MV for all RNAV procedures required to use the aerodrome MV as indicated in paragraph 2 - 5 - 3.g(2) . An “on airport” VOR or NDB at CAT II/III airports may exceed the one - degree tolerance but must not exceed five ( 5 .0) degrees from the airport MV of record.

d. Runway magnetic azimuth must be based on the assigned MV o f r ecord for the airport.

Note : Runway headings and MV are published on airport diagrams to allow pilots to obtain a compass bearing check during runway line - up. These values may differ from the airport MV of record and are not used in procedure design.

e. MV for RADAR facilities. T he ARP MV of r ecord at the designated controlling airport may be used in determining the MV applied to all airports, NAVAIDs , and RADARs serving the terminal areas.

f. Coordination of MV updates. MV updates are coordinated by the OSG FPT . Factors to consider include whe n the MV will exceed the required tolerance, whether the navigational aid is isolated , or in close proximity to one or more other NAVAIDs, whether on - airport or off - airport, and the impact on instrument flight procedures.

g. Standard r ules for a pplying MV to t rue r adials, b earings, courses, and headings .

(1) Ground - b ased NAVAIDs and r adar.

(a) Utilize the NAVAIDs MV of r ecord to determine magnetic tracks, and courses.

(b) Runways that have SA CAT II or CAT II/III approach procedures must have the charted final course conforming to the runway heading updated when the difference is greater than one (1.0) degree.

(2) RNAV.

(a) Instrument a pproach p rocedures (IAPs)/DPs/STARs , including GLS . M V is applied to any track/course used in an RNAV instrument procedure and it must be the MV of the aerodrome of intended landing or departure. When a SID/STAR serves multiple airports, a primary airport must be selected for the MV that will be used. For STARs, see paragraphs 4 - 5 - 12 and 4 - 5 - 13 for documentation requirements.

(b) Holding on RNAV IAPs/DPs/ STARs. To determine the magnetic track/course, apply the published MV of the aerodrome, or the en route VOR or NDB assigned variation when proceeding “to” the NAVAID used as part of a procedure/holding pattern fix to the procedure true track/course.

(c) Holding on RNAV r outes or s tand - a lone. For RNAV only holding patterns not associated with an instrument procedure or a VOR or NDB used as the holding fix, determine the 2 - 16 Order 8260.19K MV by using the magnetic declination (variation) for the holding fix latitude/longitude. This information may be calculated using the WMM .

(3) Diverse Vector Area. Use airport MV of record when defining DVA heading limitations.

2 - 17

Order 8260.19K Section 2 - 6. Notices to Air Missions (NOTAMs) 2 - 6 - 1. General. NOTAMs provide timely knowledge to flyers and other aviation interests regarding information or conditions which are essential to safety of flight. NOTAMs pertaining to IFPs are effective upon issuance and must remain in effect until the pertinent aeronautical charts are amended or the condition requiring the NOTAM ends. Management and operational guidance is contained in Order 7930.2 , Notices to Air Missions (NOTAMs).

2 - 6 - 2. United States NOTAM System. The United States NOTAM System (USNS) has been established to provide aviators with the current status of the NAS. This system is under the purview of FAA’s Air Traffic Organization, Vice President of Mission Support Services, and Aeronautical Information Services . The following describes the use of FDC NOTAMs and related issues due to IFP changes, NAVAID outages, and government aeronautical chart corrections.

a. FDC NOTAMs are normally used to disseminate safety of flight information relating to regulatory material as well as to all IFPs and are issued through the United States NOTAM Office (USNOF) . S ee Order 7930.2 , c hapter 7, for specific FDC NOTAM policy .

b. NOTAM Ds . See Order 7930.2 , c hapter 4, for NOTAM D policy .

2 - 18

Order 8260.19K Section 2 - 7. Quality/Standardization of Instrument Flight Procedures 2 - 7 - 1. Aeronautical Information Services ’ A ction.

a. Aeronautical Information Services is responsible for the accuracy of instrument flight procedures it develops, and for establishing and conducting a system of quality control that ensures such procedures conform to applicable criteria, standards, and policy.

b. Aeronautical Information Services ’ system of quality control must ensure that all flight procedures and NOTAMs are of a professional quality that will not require corrections or changes following release.

c. When unusual circumstances exist, for which policy is not clear or is nonexistent, request a policy determination from the Flight Technologies and Procedures Division prior to submission for publication. Appropriate instructions will be issued as necessary.

d. Instrument charts produced by Aeronautical Information Services must be reviewed for variations from information submitted for publication and for clarity of the graphic portrayal.

Charting errors detected must be immediately corrected by NOTAM [ see s ection 2 - 6 ] . Charts that do not clearly portray the procedure(s) as designed should be referred to the Flight Technologies and Procedures Division and Aeronautical Information Services , Quality Assurance and Standards Team , with recommendations for charting improvements.

2 - 7 - 2. Flight Technologies and Procedures Division ’s A ction.

a. The Flight Technologies and Procedures Division is responsible for providing oversight of non - FAA s ervice p rovider ’ s Quality Assurance (QA) process to determine conformance with applicable criteria, standards, and policy.

b. Preliminary reviews may be conducted by the Flight Technologies and Procedures Division upon request of a non - FAA s ervice p rovider .

2 - 19

Order 8260.19K Section 2 - 8. Periodic Review of Instrument Flight Procedures 2 - 8 - 1. General. Conduct periodic reviews of all IFPs to ensure requirements for obstacle clearance, navigational guidance, safety, and practicality are met. Use reviews to determine if amendments to IFPs are needed to comply with changes to design criteria and policy. These changes include, but are not limited to, such items as obstacle assessment areas (to ensure proper OE actions are being administered), procedure naming, requirements to add/remove/modify chart notes, etc. Consideration must also be given to the impact of O E s, F&E, and A irport I mprovement P rogram projects pertinent to the procedure review process. When directed by Flight Standards, immediately comply with changes to criteria.

Note : If any SID or IAP has an associated Attention All Users Page, review FAA Form 8260 - 18 , Attention All Users Page, or FAA Form 8260 - 15E , RNAV Departure Proc edure Attention All Users Page, that is associated with that procedur e. Service providers will coordinate any AAUP change with Flight Operations Group prior to issuing a NOTAM or scheduling a correction.

2 - 8 - 2. Frequency of P eriodic R eviews.

a. Review IFPs at least once every two or four years as applicable. Refer to table 2 - 8 - 1 to determine the applicable frequency.

Table 2 - 8 - 1 . Frequency of Periodic Review Procedure Type Frequency IAP – final (including visual area), circling, and missed approach segments 2 years IAP – All other segment/areas not subject to 2 - year review 4 years ODP 2 years DVA 2 years SID 4 years STAR 4 years Airways, airways segments, routes 4 years b. Periodic reviews must be completed within the specified frequency from the most recent of the following: (1) The “ EFFECTIVE DATE” indicated on the applicable 8260 - series FAA form of an original procedure . Special procedures documented on FAA Form 8260 - 7A , Special Instrument Approach Procedure, utilizes the signature - approved date. The date is the trigger for periodic maintenance.

(2) The “ EFFECTIVE DATE” indicated on the applicable 8260 - series FAA form for the most recent full amendment of a procedure. Do not use abbreviated amendment dates or P - NOTAM dates for calculating periodic review requirements. Special procedures documented on FAA Form 8260 - 7A utilizes the signature - approved date. The date is a trigger date fr om periodic maintenance.

(3) The documented completion date for the most recent periodic review.

2 - 20 Order 8260.19K (4) When deemed necessary, and in the interest of safety or for other proper justification, make more frequent reviews.

c. The frequency requirement for a periodic review is considered satisfied if it occurs in the month prior to , or one month after which , the periodic review is due based on table 2 - 8 - 1 .

2 - 8 - 3. Conducting P eriodic R eviews .

a. Review for any changes required, including procedure naming, an adjustment to visibility minimums, a flight altitude, descent gradient, and/or climb gradient.

b. Ensure approach/departure minimums meet criteria.

c. When updating circling minimum descent altitudes ( MDA s ) , evaluate all IAP s at the airport to ensure uniformity of circling minim ums, if needed.

d. Verify the adequacy of an approach procedure’s minimum safe altitude (MSA). Do not make an IFP amendment solely to correct an MSA unless the MSA provides less than 950 feet of obstacle clearance.

e. When reviewing ODPs, ensure all SIDs to the same runways are also reviewed for any impact due to ODP changes.

f. When reviewing SIDs, ensure the takeoff minimums are consistent with other SIDs from the same runway when the initial routings prior to a turn are identical.

g. Airways, airway segments, and routes. Verify controlling obstacles and ensure that authorized altitudes meet obstacle clearance requirements. Use current en route charts as airway checklists.

h. Ensure procedures are contained within controlled airspace as prescribed in c hapter 5 .

i. Review facility restrictions to determine impact to associated flight procedures. Take particular care to evaluate unpublished procedures such as off - airway, direct, and substitute routes.

j. Verify current magnetic variation values.

k. Review IFP forms for conformance to current standards. Check published IFP charts and text for correct portrayal of source data.

l. Verify the validity of existing waivers and cancel waivers no longer required.

m. To avoid proliferation of conflicting data on IFPs at an airport, all other procedures at the airport must be considered for possible impact and revision(s).

n. Fixes.

2 - 21 Order 8260.19K (1) Review all fixes in conjunction with the associated IFPs, airways, or routes [see s ection 2 - 10 ] . Ensure that FAA Form 8260 - 2, Radio Fix and Holding Data Record, entries for facility type, class, radial/course/bearing, distances, and charting requirements are correct. Verify holding requirements and controlling obstructions.

(2) Cancel fixes and holding which are no longer needed.

2 - 8 - 4. Documentation of P eriodic R eviews.

a. Document periodic reviews to show the date when the review was conducted.

b. Document a synopsis of review results based on items mentioned in paragraph 2 - 8 - 3 , specifying what action, if any, was taken.

c. Document all required changes, including criteria/policy and how they affect the current procedure during the review.

d. The method (spreadsheet, memorandum, etc.) used to document the periodic review is at the discretion of the procedure development authority .

Example: NEED TO APPLY CURRENT RULE OF VEGETATION/AAO TO ALL RUNWAYS. RWY 4: REQUIRES A TEXTUAL DEPARTURE PROCEDURE CLIMB HEADING 040.51 TO 1500 BEFORE TURNING LEFT DUE TO NEW OBSTRUCTION IN DIVERSE A AREA 55 - 000821. RWY 22 : SATISFACTORY. RWY 9: SATISFACTORY. RWY 27 : PREVIOUSLY DOCUMENTED ICA OBSTRUCTION IS NOT IN THE DATA BASE. MAP STUDY SHOWS IT APPEARS TO BE STILL THERE AND ORS TEAM CONTACTED. OBS EVALUATED AT 4D , WHICH REQUIRES NEW CLIMB GRADIENT. TRUE COURSE ON AIRNAV APPEARS TO BE INCORRECT AND EMAIL SEN T TO FPT TO VALIDATE.

NOTAM ISSUED FOR RWY 4 DIVERSE DEPARTURE AND RWY 27 CLIMB GRADIENT.

2 - 8 - 5. Reviewing O rganization R esponsibilities.

a. Establish and maintain a system of control to ensure that reviews are accomplished.

b. Take remedial action by NOTAM or revised 8260 - series FAA form.

c. If the results of the review indicate a need to amend an IFP, c oordinate proposed changes (including NOTAMs ) in advance with the applicable OSG FPT . The FPT will coordinate with airport management, the IFP Validation Team, and servicing air traffic control facility when application of new or revised criteria raises minimum procedure altitudes and/or increases takeoff/landing minimums. The FPT must be provided a copy of the documentation required by paragraph 2 - 8 - 5 .

2 - 22

Order 8260.19K Section 2 - 9. Communications and Weather 2 - 9 - 1. Communications R equirements. Order 8200.1 , c hapter 8, defines communication tolerances and flight inspection procedures. Even though gaps in navigation course guidance may be approved, reliable communications coverage over the entire airway or route segment at minimum en route IFR altitudes (MEA) must be available.

a. MEAs or MAAs are predicated upon continuous approved communications capability for the entire designated segment. All available resources must be explored before restricting the use of altitudes of an airway or route due to a lack of acceptable communicati ons coverage.

Coordination must be affected with ATC for determination of the acceptability of communications coverage in a particular area.

b. Mandatory communications with the appropriate ARTCC are not required; communications with other ATC facilities are allowable. Where necessary, in order to provide direct communications with a center, appropriate recommendations for a peripheral site should be made.

c. Communications requirements for non - 14 CFR part 95 routes certified for a particular air carrier are the responsibility of appropriate Flight Technologies and Procedures Division representative .

2-9-2. Use of Universal Integrated Communications (UNICOM). UNICOM may be used to satisfy the communications requirements of Order 8260.3, chapter 1; however, there are limitations on its use that must be considered. According to Federal Communications Commission (FCC) rules and regulations, part 87, Subpart C, UNICOM stations are not authorized for ATC purposes other than the relay of the following information between the pilot and controller: a. Revision of proposed departure time.

b. Time of takeoff, arrival, or flight plan cancellation.

c. ATC clearances provided a Letter of Agreement is consummated by the licensee of the advisory station (UNICOM) with the FAA.

d. Weather information. Only if there is no FAA control tower or Flight Service Station, or during periods when an FAA unit is not in operation. Direct transmission of approved altimeter setting to the pilot is authorized provided the procedure states an alternate course of action if UNICOM is not contacted.

Note: FCC regulation places the responsibility for the Letter of Agreement on the licensee, but Order JO 7210.3 suggests that an ATC facility prepare the agreement. A communication capability between the UNICOM station and ATC is necessary to meet requirements of Order 8260.3, chapter 1.

2 - 23 Order 8260.19K 2 - 9 - 3. Automatic A ltimeter S etting and W eather R eporting S ystems. Approved devices for automatically reporting altimeter settings and weather may be used to satisfy the requirements of Order 8260.3, c hapter 1 . Special notes will be required on the approach charts. Examples of standard notes can be found in paragraph 8 - 6 - 12.h .

2 - 24

Order 8260.19K Section 2 - 10. Navigational Fixes 2 - 10 - 1. General. Criteria for navigational fixes are contained in Order 8260.3, c hapters 2 and 1 5 . When using a VORTAC or VOR/DME, fixes should be defined by DME from the facility providing course guidance in addition to radials or course intersections.

2 - 10 - 2. Reporting P oints. Reporting points are established for use by Air Traffic in the movement and separation of aircraft. Reporting points are divided into two categories, which are: a. Compulsory reporting points are designated by regulation and therefore, require rulemaking action. It is Air Traffic ’s responsibility to initiate airspace rule making action for the designation of compulsory reporting points.

b. Non - c ompulsory reporting points may be established by Air Traffic without the requirement for rule making action.

2 - 10 - 3. Requests for N avigational F ixes.

a. FAA Form 8260 - 2 is the vehicle used to transmit requests for the establishment, revision, or cancellation of navigational fixes, holding patterns, and/or reporting points. All fix requests must be processed to Aeronautical Information Services , for publication in the NFDD. See s ection 8 - 5 and a ppendix D for guidance on filling out FAA Form 8260 - 2 and requesting additions/deletions to existing fixes that are under the control of a different o ffice of primary r esponsibility (OPR).

(1) Aeronautical Information Services is responsible to initiate and maintain FAA Form 8260 - 2 for those navigational fixes that are required for the development of all 14 CFR p art 95 routes and those 14 CFR p art 97 FAA - developed and maintained instrument procedures for which they are responsible.

(2) The requesting ATC facility is responsible for initiating and maintaining (i.e., update the f orm and process changes when they occur) a n FAA Form 8260 - 2 on those ATC operationally required navigational fixes including CVFPs. The requesting ATC facility is responsible for coordinating with adjacent ATC facilities as deemed necessary, and then processing the form through the appropriate Service Center OSG FPT to Aeronautical Information Services . A n FAA Form 8260 - 2 is submitted with a request for A rea N avigation V isual F light P rocedures (RVFPs) also require OSG FPT approval and submission to Aeronautical Information Services .

(3) Non - FAA s ervice p roviders are responsible for initiating and maintaining FAA Form 8260 - 2 s for those fixes that will not be used by the FAA or other s ervice p rovider on other instrument or air traffic procedures. These FAA Form 8260 - 2s must be submitted to the Flight Technologies and Procedures Division with the instrument procedure package, prior to forwarding to Aeronautical Information Services . See a ppendix D for processing guidelines when using an existing fix that has an FAA OPR.

(4) The military is responsible for initiating and maintaining the FAA Form 8260 - 2 for those fixes that are for military operations that are not a part of a 14 CFR p art 95 route and/or 14 CFR p art 97 instrument flight procedures .

2 - 25 Order 8260.19K (5) Transferring OPR to Aeronautical Information Services is required when a fix used solely for ATC purposes or in a non - FAA s ervice p rovider - developed procedure, or military fix is re - designated for FAA - use . When this occurs, Aeronautical Information Services will first coordinate with the current OPR, then generate a new FAA Form 8260 - 2 showing them as the OPR for that fix.

(6) All OPRs are responsible for coordinating any fix/holding pattern changes with all organizations that are responsible for procedures identified under “Fix Use.” In order to prevent extensive, costly, and time - consuming procedure changes, fix movement and/or changes to holding patterns , or cancelations must not occur until all affected fix u sers have agreed to the change.

Note : When establishing effective dates for changes of a n FAA Form 8260 - 2 that also affect s Special IFPs, consideration must be given to processing times required to update and distribute these revised procedures to the users/operators [ see O rder 8260.60 , Special Procedures ] . The processing time for Special IFPs is considerably longer than the time required for processing the same change that affects public IFPs due to the special procedure approval and operator authorization processes. If Aeronautical Information Services is the OPR, they must coordinate the effective date of an amended FAA Form 8260 - 2 utilized in special instrument procedures with the appropriate Flight Technologies and Procedures Division representative , prior to processing through Aeronautical Information Services , to minimize the impact on the users/operators.

b. Every effort should be made to use established fixes or NAVAIDs wherever possible in lieu of creating new fixes. D o not create a new waypoint over an existing fix or NAVAID (including a stand - alone DME facility) . Do not use any VOR/DME or VORTAC where the VOR coordinates and DME source coordinates are not identical to 0.01 second in RNP AR procedures.

Additionally, when establishing new fixes that will be placed on Victor Airways or Jet Routes solely to support RNAV instrument procedures, define them using crossing radials or a DME fix .

Additionally, if ATC uses an existing fix for ATC purposes, FAA Form 8260 - 2 must be updated accordingly [ s ee paragraph 8 - 5 - 2.j ] .

2 - 10 - 4. Naming N avigational F ixes. In order to satisfy the requirements of the FMS, the following applies for all procedures: a. A ll n avigational f ixes must be named except as noted below. Named fixes collocated with a facility retain the same name as the facility [ see Order JO 7400.2 ] . Navigational fix names consist of a five - letter combination and are obtained from Aeronautical Information Services .

U nless otherwise stated in this s ection, “fix” means a non - RNAV fix, RNAV waypoint, or computer navigation fix ( CNF ) . Determine fix names as follows: (1) Fixes not to be named.

(a) VDPs.

(b) Radar fixes used on ASR and/or PAR procedures.

(c) MAP at LTP (e.g., DME used at the MAP, FAF to MAP timing where the MAP is the LTP) .

2 - 26 Order 8260.19K (d) Lead radials or lead bearings.

(e) COPTER RNAV. Point - in - space ( PinS ) approach annotated “PROCEED VISUALLY” : Any ATD fix located between the MAP and visual segment descent point.

(2) Pronounceable fix names. Except as stated in paragraph 2 - 10 - 4 . a ( 3) , all fix names serving any IFP must be pronounceable. Additionally, a non - RNAV Glidepath Intercept Point (GPIP) located prior to the non - precision FAF on the same chart, by one nautical mile (NM) or greater, must be a pronounceable five - letter name. This naming requirement also applies to the GPIP of a stand - alone vertically - guided procedure absent of non - precision minima on the same chart. These instances do not require documentation of fix makeup in the facility block(s) on the FAA Form 8260 - 2.

(3) Non - pronounceable fix names . The following fixes should be non - pronounceable: (a) Fixes located between the FAF and MAP and No - FAF stepdown fixes .

Exception : RADAR fix names must be pronounceable.

(b) MAP. Where the MAP is not at the LTP and FAF to MAP timing is not used.

(4) Computer n avigation f ixes. These are non - pronounceable fix names used solely to aid in computer navigation . CNFs are not used in ATC communications, are not flight - inspected, and do not employ any type of fix makeup. CNFs are charted in parentheses and must begin with the letters “CF” followed by three - consonants ( e.g., “(CFWBG)” ) , except the letter “Y” is not used.

Use a CNF for the following fixes: (a) Non - RNAV MAP not at the LTP. Establish the MAP as a CNF only if FAF to MAP timing is used.

(b) RF center fixes.

(c) En route dog leg changeover points when required by paragraph 8 - 8 - 1.h .

Note : Earlier versions of CNF's include any combination of five - letter non - pronounceable fix names. Currently “charted” CNF’s that do not meet the “CFXXX” naming methodology must be converted to meet this standard when identified at the next periodic review or scheduled amendment, whichever occurs first.

(5) VFR waypoints. These are five - letter names beginning with “VP .” Do not use fixes beginning with the letters “VP” for instrument f light procedures and/or routes. Do not use VFR waypoints on chart s used primarily for instrument flight .

Example : VPXYZ b. Coordinate with Aeronautical Information Services and the appropriate ARTCC when a fix name change is required. Document the change on FAA Form 8260 - 2. Canceled fix names must be reserved again at Aeronautical Information Services and cannot be re - used until six months after cancellation.

2 - 27 Order 8260.19K c. When a fix must be moved, refer to Order JO 7400.2 for guidance on whether the five - letter name may be retained or must be changed. See a l so paragraph 8 - 5 - 2.f for guidance on compulsory reporting points.

2 - 10 - 5. Documenting N avigational F ixes.

a. All named civil and military fixes must be documented and approved on FAA Form 8260 - 2. Chapter 8 of this order contains instructions for entering data and submitting FAA Form 8260 - 2.

b. Military fixes are also maintained in the n ational d atabase and are used to support the air traffic system. Therefore, the requirement to document and flight inspect military fixes must receive the same priority as the fixes that support civil procedures.

2 - 10 - 6. Correlation of N avigational F ixes and C hangeover P oints. The designation of navigational fixes should be directly related to COPs. Care should be taken to avoid designating navigational fixes that require the use of a facility beyond the COP. Figure 2 - 10 - 1 is an example of the proper and the improper method of designating a navigational fix in relation to COPs.

Note : These diagrams illustrate a problem encountered when handling intersections and changeovers. Make certain the entire complex is reviewed to prevent establishing procedures that are in conflict with the usability of the facilities involved.

2 - 28 Order 8260.19K Figure 2 - 10 - 1 . Proper and Improper Method of Designating a Navigational Fix 2 - 10 - 7. Minimum R eception A ltitudes. At certain navigational fixes, VOR reception from an off - course facility may not be adequate at the lowest MEA associated with the route segment. In such cases when the MRA at the fix is higher than the MEA for instrument flight, the MRA must be established for the fix and indicated on FA A Forms 8260 - 2 , Radio Fix and Holding Data Record, and 8260 - 16 , Transmittal of Air ways/Routes Data Record . Once established, an MRA will not be revised unless the reception altitude is changed by 200 f ee t or more [ see para graph 8 - 5 - 2.g(3)(j) ] . MEAs at each designated compulsory reporting point must not be l ower than the MRA for the fix. Where necessary, dual MEAs may be utilized to meet this requirement.

2 - 10 - 8. Flight I nspection. After completion of required coordination, F light Program Operations personnel must confirm facility performance at the proposed operational altitudes.

2 - 29 Order 8260.19K Where possible, determinations are to be predicated on current facility performance records; otherwise, a flight inspection must be accomplished.

2 - 10 - 9. Maximum A uthorized A ltitudes. MAAs are procedural limits that might be determined by technical limitations or such other factors as limited airspace or compatibility with other procedures. Where MAAs are required in connection with the publication of flight procedures, they are includ ed on FAA Forms 8260 - 2 and 8260 - 16, or worksheets used to process the data [ see also paragraph 8 - 5 - 2.g(3)(k) ] .

2 - 30

Order 8260.19K Section 2 - 11. Obstacle Data 2 - 11 - 1. General. The primary purpose of obstacle evaluation is to determine how an object will affect instrument flight procedures. The evaluations provide accurate, consistent, and meaningful results and determinations only if procedure specialists apply the same rules, criteria, and processes during development, review, and revision phases. Do not conduct an obstacle evaluation for instrument flight procedure operations above 18 , 000 feet in the contiguous United States (CONUS) or above 23 , 000 feet for Alaska and Hawaii. This section also provides basic information regarding obstacle data sources; establishes the minimum accuracy standards for obstacle data and its application in the development, review, or revision of instrument procedures; and provides information on the application of the minimum accuracy standards.

The minimum standards, regardless of the data source, are to be applied by instrument procedure specialists in all instrument procedure obstacle evaluations. See Order 8260.3 for obstacle definition.

2 - 11 - 2. Obstacle A pplication and D ata S ources.

a. The Aeronautical Information Services’ Obstacle Data Team (ODT) maintains as - built manmade obstructions data reported under 14 CFR part 77 which may have an effect on the safe and efficient use of the navigable airspace. The data is maintained in the Obstacle Authoritative Source (OAS) database which contains obstructions reported through various other sources , such as : f light i nspection; Obstacle Evaluation/Airport Airspace Analysis ( OE/AAA ) ; NOAA/NGS photogrammetric assessments; FCC; Airports Geographic Information System (GIS); Third Party Survey System (TPSS); FAA instrument procedure flight validation (IFPV) authorized personnel conducting ground obstacle assessment (GOA) and airborne obs tacle assessment (AOA); and the general public. From this database, the Obstacle Data Team generates numerous digital obstacle data products such as the Digital Obstruction File (DOF) and the Daily Digital Obstruction File (DDOF). The ODT will provide obstacle data as necessary for procedure develo pment and to other FAA offices. Requests for obstacle data should: identify the DOF obstacle number ( e.g., 01 - 00103 and/or the Aeronautical Study Number ) identify the location desired by geographical coordinates; and be accompanied by any source and/or survey documentation available.

b. Absence of obstacle data in an electronic database and/or lack of survey data specified in AC 150/5300 - 13, Airport Design, do not preclude development of an instrument procedure. Lack of survey data may not permit lowest possible minima. Lack of a vertical guided survey per AC 150/5300 - 18 , General Guidance and Specification for Submission of Aeronautical Surveys to NGS : Field Data Collections and Geographic Information System (GIS) Standards, may preclude a vertically guided approach.

c. Determine obstacle height additives required for traverse ways when generating obstacle data for instrument procedure development. Use 17 feet for an interstate highway, 15 feet for a non - interstate highway/road, 10 feet for a private road (unless the highest mobile object expected to use that road exceeds 10 feet, then the actual height of the object would be us ed), and 23 feet for a railway. For other traverse ways, such as waterways, light rail, etc., the actual height of the highest object expected to use the traverse way would be added. These are all considered “transitory obsta cles” that c ould penetrate a TERPS surface. These , and other “transitory 2 - 31 Order 8260.19K obstacles” may be ignored and/or the heights adjusted (as applicable) when means are established to control its height, location, or both. The control method must be documented in the “ General Remarks ” section of the applicable 8260 - series FAA f orm.

2 - 11 - 3. Obstacle D ata A ccuracy S tandards. This paragraph identifies the minimum requirement for accuracy of obstacle data used in the development of MVA / MIAs and instrument procedures, providing the minimum accuracy standards for each.

a. Concept. Obstacle data accuracy is not absolute, and the accuracy assigned to the obstacle depends on the accuracy of the data source. The magnitude of the error does not preclude the use of these data, provided it is identified and accounted for. In some cases, upgrading obstacle accuracy can provide relief from operational restrictions in an instrument procedure. In no case, however, will the application of obstacle data accuracy preempt the requirement for the flight inspection of an instrument procedure for discrepancies. For sources of obstacle data accuracy, see a ppendix C .

b. Standards. The minimum accuracy standards in this order are for use in the development, review, and revision of instrument procedures. They must be applied to all new procedures and to existing procedures at the next revision or periodic review, whichever occurs first. The minimum accuracy sta ndards are listed in paragraphs 2 - 11 - 3.b(1) through 2 - 11 - 3.b(5) . A djust the location and/or elevation of the segment - controlling obstacle by the actual accuracy value assigned to the obstacle only if th e horizontal and/or vertical accuracy assigned to the obstacle does not meet or exceed the standards listed below . For example, if the non - precision final segment controlling obstacle has an assigned accuracy of 250 feet horizontal and 50 feet vertical (4D), artificially adjust its location by 250 feet laterally, and increase its elevation by 50 feet; this is because 250/50 does not meet or e xceed the minimum accuracy requirement of 50 feet horizonta l and +20 feet vertical (2C) as required by a non - precision final segment. Conversely, if the assigned accuracy is 60 feet horizontal and 15 feet vertical, adjust only the obstacle location by 60 feet; do not increase the obstacle elevation by 15 feet because the assigned vertical accuracy exceeds the ver tical accuracy requirement for a non - precision final segment.

(1) +20 f ee t horizontal and +3 f ee t vertical accuracy (1A). Precision and APV final and section 1 of the missed approach segment.

(2) +50 f ee t horizontal and +20 f ee t vertical accuracy (2C). Non - precision final segments; missed approach 40:1 surface evaluation (20:1 for helicopter) ; circling areas; Visual Climb Over Airport ( VCOA ) level surface; the initial climb area (ICA) for all DPs ; and the initial departure fix (IDF) flat surface area for helicopter PinS departures .

(3) +250 f ee t horizontal and +50 f ee t vertical accuracy (4D). Intermediate segment. For DPs : all areas outside of the ICA , including VCOA sloping surface and the procedure climb area beyond the IDF flat surface area for helicopter PinS departures .

(4) +500 f ee t horizontal and +125 f ee t vertical accuracy (5E); [1000 f ee t ROC and Special required obstacle clearance (ROC) ( e.g., MVA/MIA reduced ROC in mountainous areas ) ]; (non - mountainous). Initial segments; feeder segments; en route areas; missed approach segment (when determining the minimum missed approach obstruction altitude); missed approach holding 2 - 32 Order 8260.19K and climb - in - holding level surface evalua tion; MSA; ESA; MVA; EOVM; MIA . For DPs and SIDs: level route portion.

(5) +1000 f ee t horizontal and +250 f ee t vertical accuracy (6F); (2000 f ee t ROC) (mountainous). Feeder segments; en route areas; ESAs; MVA; EOVM; MIA . For DPs and SIDs : level route portion.

c. Automated o bstacle d atabase. The obstruction database file contains obstacle location and elevation data. The data contains both verified and unverified obstacles. Discrepancies in the obstacle database found in the development, review, and revision of instrument procedures m ust be identified to Aeronautical Information Services .

2 - 11 - 4. Accuracy S tandards A pplication. Adjust the instrument procedure to meet the requirements of the minimum accuracy standards. Accuracy adjustments are not applied to obstacles evaluated relative to Order 8260.3, paragraph 2 - 9 - 10 (Obstacles Close to PFAF or Final Approach Segment S tepdown F ix ) , visual portion of final and/or when evaluating the vertical guidance surface ( VG S). Additionally, do not apply an accuracy adjustment to low close - in obstacle s or when determining ceiling and/or visibility for departure procedures. When an altitude adjustment is required which would adversely affect the procedure minimum altitudes , evaluate the nature, magnitude, and rationale for the adjustment; and then review records to identify an existing source validating a higher level of accuracy that could preclu de the need for adjustment . Where the review fails to produce an improved accuracy source, notify the appropriate Office of Airports for assistance relative to existing obstructions; or notify the appropriate Air Traffic Organization office when the review involves a proposed structure or modification to an existing structure being studied in the OE program. Aeronautical Information Services need not delay further processing of affected procedures pending receipt of higher - level accuracy data except only where operationally prudent. Horizontal and vertical accuracy adjustments must not be applied to r estricted a irspace containing tethered balloons.

a. Manual. When manually developing the procedure, identify all controlling obstacles on the applicable FAA Form in coordinates to the second, and assign the highest order of accuracy known for the data source [ see paragraph 8 - 7 - 1 ] .

b. Automation. When using automation to develop the procedure, apply the accuracy standards as follows: (1) Obstacle accuracy standards must be applied when determining the altitude(s) to be charted. Additionally, a pply the accuracy standard in the evaluation of a proposed obstruction and in the development/revision of any affected procedures.

(2) If segment altitude adjustments are made to meet the requirements of the minimum accuracy standards, state the reason for the adjustment on the applicable menu.

(3) E valuation s equence for other than RNP AR APCH NavSpec approaches, RNP AR DP NavSpec d epartures and A - RNP NavSpec approach and departure segments . In either paragraph 2 - 11 - 5.b or 2 - 11 - 5.c , first determine the controlling obstacle (s) using raw obstacle data only (i.e., ac curacy adjustments not applied), t hen apply horizontal/vertical accuracy adjustments to the raw values [ s ee Order 8260.58 , United States Standard for Performance Based Navigation 2 - 33 Order 8260.19K (PBN) Instrument Procedure Design, c hapter 3 , for LNAV/VNAV final] . The adjustment(s) must be applied in the most critical direction ( e.g., applied in the horizontal and/or vertical direction which most adversely affects the procedure ) . Take no further action if the controlling obstacle elevation plus accuracy adjustment does not affect a SIAP minimum altitude or gradient. If the controlling obstacle elevation plus accuracy adjustments affects a minimum altitude or gradient, and a higher order of accuracy could reduce an adverse operational effect, then take action to have the accuracy improved; or adjust the procedure accordingly.

Note: The most critical horizontal direction applicable to a departure or missed approach sloping segment is the direction that would result in the highest climb gradient. Normally this will be the location with the shortest distance to the OCS origin. If a clim b gradient termination altitude is applicable, calculate using the same location as was used for calculating the climb gradient, that is, do not adjust in one direction for determining the climb gradient and adjust in another direction for determini ng a climb gradient termination altitude.

c. E valuation sequence for RNP AR APCH NavSpec approaches, RNP AR DP NavSpec departures, and A - RNP NavSpec approach and departure segments . Except for those excluded obstacles [ see paragraph 2 - 11 - 4 ] , apply horizontal and vertical accuracy adjustments to obstacles .

d. Multiple controlling obstacles ( other than RNP AR DP NavSpec departure, RNP AR APCH NavSpec missed approach , and A - RNP NavSpec departure/missed approach). In those cases where there are multiple controlling obstacles and after applying accuracy adjustments (where required), the controlling obstacle for the climb gradient termination altitude (CGTA) requires a higher climb gradient than that of the climb gradient (CG) controlling obstacle, then the CGTA obstacle becomes the controlling obstacle for both CG & CGTA. In all cases, the highest published CG and CGTA will include adjustments, if applicable.

2 - 11 - 5. Controlling O bstacles. Pursuant to the provisions of 14 CFR p art 77.9 , an Adverse Assumption Obstacle (AAO) of 200 f ee t AGL is assumed to exist at and beyond a specified distance (radius) from the nearest landing surface at a given airport/helipad [see figure 2 - 11 - 1 ] .

As applied to runways, the specified distance is dependent upon runway length [see paragraph 2 - 11 - 5.a(2) ] . Additionally, where airports/helipads underlie the o bstacle e valuation a rea (s) of a given IFP resulting in multiple AAO exempt areas, do not apply an AAO within any exempt area. Use the following process to determine the controlling obstacle within a given procedure segment: 2 - 34 Order 8260.19K Figure 2 - 11 - 1 . AAO Example a. For each airport/helipad, establish the AAO exempted area within which 200 f ee t AAO is not to be considered.

(1) Scribe an arc of specified radius [ see figure 2 - 11 - 2 ] centered on the geographical end of each runway or helipad center. As applied to runways, enclose the area by connecting a line tangent to each adjacent arc, identical to the method used to construct a TERPS circling area. The enclosed area is considered the AAO exempt area and is not subject to 200 f ee t AAO consideration.

(2) AAO e xempt a rea radius: (a) No runway longer than 3200 f ee t : 10000 f ee t radius from all runway ends.

Figure 2 - 11 - 2 . AAO Exempt Area, Runway Length  3200 f ee t (b) One runway longer than 3200 f ee t: 20000 f ee t radius from all runway ends [ see figure 2 - 11 - 3 ] .

2 - 35 Order 8260.19K Figure 2 - 11 - 3 . AAO Exempt Area, Runway Length  3200 f ee t (c) Helipad: For heliports with one helipad, use radius of 5000 f ee t from the center of the helipad [ see figure 2 - 11 - 4 ] . When multiple helipads exist, use the center of each helipad, and then join the extremities of the adjacent arcs with lines drawn tangent to the arcs.

Figure 2 - 11 - 4 . AAO Exempt Area, Helipad (d) Helicopter (copter) p oint - in - s pace (PinS). For the copter PinS “Proceed VFR Transition Area,” this is an AAO exempt area; however, vegetation must be considered and added to the terrain value, as appropriate.

2 - 36 Order 8260.19K b. Level s urface e valuations. For all segments except precision (PA) and APV final segments, and missed approach and departure 40:1 evaluations, determine the controlling obstacle as follows [see Order 8260.58 c hapter 3 for LNAV/VNAV final] : (1) Identify the highest (MSL) database obstacle within the primary area (or secondary equivalent).

Note: As applied throughout paragraph 2 - 11 - 5 , “database” is defined as all obstacle data obtained from all available sources ( e.g., OAS, 3DEP , DTED, DEM data, etc . ).

(2) Segment portions overlying the AAO exempt area [see figure 2 - 11 - 5 ] , identify the highest terrain within the primary area (or secondary area equivalent) and add worst - case vegetation height.

Exception : For runways supported by AC 150/5300 - 18 use the database ; however, terrain database information, such as DTED, DEM, etc., may be inhibited for evaluation of obstacles located within the confines of the v ertically - g uided a pproach s urface (VGAS) area specified in the survey . Outside the VGAS area , use the database and worst - case vegetation.

Figure 2 - 11 - 5 . Controlling Obstacle Identification 2 - 37 Order 8260.19K Figure 2 - 11 - 6 . Controlling Obstacle Identification with AC 150/5300 - 18 Survey Area s (3) Segment portions not overlying the AAO exempt area , identify the highest terrain within the primary area (or secondary area equivalent), and add 200 feet (or worst - case vegetation height if higher).

Note : When using U.S. Geological Survey (USGS) 7 ½ minute (and 15 minute) quadrangle series topographical maps and adding an AAO to terrain (excluding vegetation additives) is necessary, the practice of adding the next higher contour line minus one unit of elevation (e.g., 20 - f oo t contour minus one f oo t equals a 19 - f oo t addition to the lower contour value, etc.) is not required.

(4) The controlling obstacle is the highest of the obstacles identified under paragraph 2 - 11 - 5 . b ( 1) thru 2 - 11 - 5 . b (3) .

c. Sloping s urface e valuations. For PA and APV final segments, and missed approach and departure 40:1 evaluations, determine the controlling obstacle as follows [see Order 8260.58 c hapter 3 for LNAV/VNAV final] : (1) Segment portions overlying the AAO exempt area: (a) Use the obstacle database and worst - case vegetation height to determine the controlling obstacle.

(b) Exception: For runways supported by AC 150/5300 - 18, use the database ; however, terrain database information, such as DTED, DEM, etc., may be inhibited for 2 - 38 Order 8260.19K evaluation of obstacles located within the confines of the VGAS area specified in the survey.

Outside the VGAS area , use the database and worst - case vegetation.

(2) Segment portions not over - lying the AAO exempt area u se the obstacle and terrain database s and 200 f ee t AAO (or worst - case vegetation if higher) to determine the controlling obstacle.

(3) Determine the controlling obstacle as follows: (a) For PA and APV final segments, the controlling obstacle is that obstacle which, having penetrated the obstacle clearance surface requires the highest glidepath angle (GPA) above three degrees and/or causes, the most adverse decision altitude (DA).

(b) For missed approach segments, the controlling obstacle is that obstacle which, having penetrated the 40:1 obstacle clearance surface (OCS) causes one of the following: 1. Highest DA/ minimum descent altitude ( MDA ).

2. Most adverse MAP relocation.

3. Highest climb gradient and climb gradient termination altitude (may be different obstacles).

(c) For departure areas, the controlling obstacle is that obstacle (or obstacles) that penetrate the 40:1 OCS which require : 1. The highest climb gradient and climb gradient termination altitude (may be different obstacles); and if applicable .

2. The most adverse ceiling and visibility to be published (may be different obstacles).

d. VCOA requires an assessment of both a level and sloping surface to determine the controlling obstacle. T he controlling obstacle is one which determines the “climb - to” altitude [ see Order 8260.3 ] and is located either within the visual climb area (VCA) or is the obstacle outside the VCA that is creating the need to raise the 40:1 surface.

e. When an existing procedure is affected by new application of the AAO standard, see paragraph 2 - 8 - 3 .

2 - 11 - 6. Datums. Use the following guidance relating to geodetic datums: a. The FAA’s vertical obstruction file and airport surveys are populated with NAD - 83 latitude and longitude values and elevations based on the NAVD - 88 datum. These values are used in TERPS evaluation.

b. Satellite based instrument procedures should be designed and evaluated using data based on the WGS - 84 datum. When developing Wide Area Augmentation System (WAAS)/ Ground 2 - 39 Order 8260.19K Based Augmentation System ( GB AS) instrument procedures, the value of the landing threshold point (LTP) height above the ellipsoid (HAE) is provided in the FAA’s database. These values may be referenced to the NAD - 83 or WGS - 84 ellipsoids. For Localizer Performance with Vertical guidanc e (LPV) , Localizer Pe rformance ( LP ) , and GBAS Landing System (GLS) procedures use WGS - 84 height above ellipsoid (ellipsoidal height) values if available. Where WGS - 84 ellipsoidal values are not available, use the NAD 83 value NAD - 83/NAVD - 88 data may be considered equivalent to WGS - 84 where the vertical path resulting from its use falls within the TCH tolerance of ± 3 f ee t. For LPV , LP , and GLS procedures only, document with the FAS d ata b lock information the datum on which the LTP/FTP latitude and longitude and ellipsoidal height values are bas ed.

Examples: LTP/FTP LATITUDE (WGS - 84) 332731.8700N LTP/FTP LONGITUDE (WGS - 84) 0935931.8200W LTP/FTP ELLIPSOIDAL HEIGHT (WGS - 84) +00834 or LTP/FTP LATITUDE (NAD 83) 332731.8710N LTP/FTP LONGITUDE (NAD 83) 0935931.8190W LTP/FTP ELLIPSOIDAL HEIGHT (NAD 83) +00836 or LTP/FTP LATITUDE (NAD 83) 332731.8710N LTP/FTP LONGITUDE (NAD 83) 0935931.8190W LTP/FTP ELLIPSOIDAL HEIGHT (WGS - 84 ) +00834 The LTP/FTP HAE and its reference datum must be reported on FAA Form 8260 - 3/7A, for procedures developed in the CONUS [s ee paragraph 8 - 6 - 11.j(3) ] .

2 - 40

Order 8260.19K Section 2 - 12. Waiver of Standards/Approval Requests 2 - 12 - 1. General. The waiver request is used to officially document the nonstandard application of criteria and serves as a means to identify criteria that may require further refinement or to identify problem areas. Those items identified in 8260 - s eries orders that require approval by Flight Standards (e.g., GP angle above 3.00 degrees, climb gradient in excess of 500 ft / NM, etc.)

are not to be interpreted as a requirement for a waiver and do n ot require completion of a n FAA Form 8260 - 1, Flight Procedures Standards Waiver. Approval requests of these types must be made by memorandum and submitted to the Flight Technologies and Procedures Division for approval. Additionally, on request, the Flight Technologies and Procedures Division may permit a deviation from a polic y standard for situations where a waiver would not be practicable ( e.g. , an equivalent level of safety is not warranted ) on a case - by - case basis and can be authorized through the approval process. All documentation and supporting data must accompany approval request s so reviewing offices (i.e., Procedure Review Board) can conduct an evaluation without additional research. Submit appropriate 8260 - series FAA f orms with each request to include charts depicting the procedure and all items that are the subject of the approval request.

Instrument procedures must not be submitted for publication until waiver approval and/or approval request action has been completed.

2 - 12 - 2. Waiver P rocessing. Request waivers by completing the FAA Form 8260 - 1. Detailed instructions for completing the form are contained in s ection 8 - 4 . Figure 8 - 4 - 1 provide s an easy reference for waiver form processing and routing requirements.

a. Submit a request for a waiver on a n FAA Form 8260 - 1. Each waiver request will be considered only when there is no other suitable way to resolve a procedural problem, or to provide a required service.

b. Complete documentation and supporting data must accompany the waiver request so reviewing offices can conduct an evaluation without additional research. Submit appropriate 8260 - series FAA f orms with each request. Include charts depicting the procedure and/or obstacles that are the subject of the waiver.

c. When a procedure is amended, reprocessing of an existing waiver is not necessary unless the reason for the amendment directly affects the basis for the waiver.

d. Forward the original FAA Form 8260 - 1 and supporting data for approval to the Flight Technologies and Procedures Division .

e. The Flight Technologies and Procedures Division processes all waiver requests and schedules a PRB to gain consensus on approval/disapproval. If the PRB recommends approval, then the Flight Technologies and Procedures Division will endorse the FAA Form 8260 - 1. When necessary, the Flight Technologies and Procedures Division will annotate the FAA Form 8260 - 1 that approval is contingent upon a successful flight inspection report.

f. Aeronautical Information Services is responsible for ensuring that all approved waiver s of standards are on file for each instrument procedure requiring waiver action. Flight Standards waiver approval (s) must be obtained before submitting the procedure for publication.

2 - 41 Order 8260.19K 2 - 12 - 3. Waivers for Special Instrument Approach Procedures. Except for n on - FAA s ervice p rovider - developed procedures (not for public - use ) , when a waiver is approved for a special procedure, Flight Standards must coordinate with the appropriate Flight Standards District Office ( FSDO ) concerning any special conditions that may be imposed on the use of a special authorization. This action is necessary to establish required supervision to ensure user compliance with equivalent level of safety provisions. For example, special aircrew trai ning may be required as an equivalent level of safety.

2 - 12 - 4. Safety Management System (SMS) R equirements.

a. The FAA’s SMS p olicy (i.e., Order 8040.4 , Safety Risk Management, and Order 8000.369 , Safety Management System ) must be adhered to , and sa fety r isk m anagement (SRM) procedures , documentation requirements and monitoring activities in that policy must be followed to ensure that all SMS requirements are met. A SRM process ensures that: (1) Safety - related changes are documented.

(2) Risk is assessed and analyzed.

(3) Unacceptable risk is mitigated.

(4) The effectiveness of the risk mitigation strategies is assessed through a hazard tracking/monitoring plan .

b. All relevant factors are considered when conducting a safety risk assessment, including: (1) Navigation capabilities and navigation performance.

(2) Suitable weather reporting facilities.

(3) Operator certification and training.

(4) Systems and/or subsystems intended function and flight or ground environment in which the system is to perform that function.

(5) Traffic density and distribution.

(6) Airspace complexity, route structure, and classification of the airspace.

(7) Airport layout, including runway configurations, runway lengths, and taxiways.

(8) Types of aircraft and their performance characteristics, including aircraft configurations.

(9) Human factors issues.

2 - 12 - 5. Periodic R eview of W aivers. All s ervice p roviders must review approved waivers at the time of the periodic review [ see paragraphs 2 - 8 - 1 and 2 - 8 - 3 ] to determine whether the waivers are still required. Cancel unnecessary waivers.

2 - 42 Order 8260.19K 2 - 12 - 6. Cancellation.

a. Cancellation of waivers must include a reason in the comments block. Such termination may be directed by the Flight Technologies and Procedures Division . All s ervice p roviders are responsible for planning ways to eliminate waivers through the modification, addition, or relocation of navigation facilities.

b. Distribution of a canceled waiver must be made to the same organizations that received the approved waiver [ see paragraph 8 - 4 - 1 ] .

c. An approval granted by the Flight Technologies and Procedures Division [ see paragraph 2 - 12 - 1 ] does not require cancellation. Approvals are valid for future amendments, provided no conditions have changed, and are self - cancelling when the procedure is canceled.

2 - 43

Order 8260.19K Chapter 3. Route Procedures Section 3 - 1. General 3 - 1 - 1. General.

a. The en route airspace structure of the NAS consists of three strata. The first, or lower, stratum consists of conventional navigation (Victor) a nd area navigation [RNAV] (Tango) ATS routes that extend from the floor of controlled airspace up to but not including 18000 f ee t mean sea level (MSL). The second stratum contains conventional navigation (Jet) and RNAV (“Q”) ATS routes and extends from 18000 f ee t MSL up to and including flight level (FL) 450. The third stratum allows random operations above FL 450. Federal airways, jet routes, and RNAV routes are designated by rulemaking action under 14 CFR p art 71 .

b. The standards in Order 8260.3, c hapter 1 5 are used to develop conventional (i.e., non - RNAV) airway and off - airway routes in the lower stratum, and for designated and non - designated jet routes in the second stratum. Order 8260.58, c hapter 2 is used to develop RNAV routes ( e.g ., Q and T routes). The se criteria establish obstacle clearance limit standards applicable to the segments of each airway or route, and to the turning areas required to transition from one airway or route to another. Cons ideration is also given to communications requirements and to the use of radar to fill navigation “gaps.” In areas outside the continental U.S. that do not have the airway structure divided as above, the criteria apply to the corresponding altitude levels in the development of en route procedures.

3 - 1 - 2. Publication.

a. En r oute m inimum a ltitudes. MEA, MRA, MAA, MOCA, MCA, and COP are established by the FAA for instrument flight along Federal airways in 14 CFR p art 95 . They may be established for off - airway routes within the U . S . and its territories. The altitudes are established after it has been determined that the navigation aids to be used are adequate and so oriented on the airways or routes that signal coverage is acceptable, and that flight can be maintained within prescrib ed route widths.

b. Altitudes and changeover points are published regularly in the Federal Register as 14 CFR p art 95 . The master lists of 14 CFR p art 95 , COPs, direct routes, intersections, holding patterns, and off - airway routes (non - p art 95 ) are maintained by Aeronautical Information Services .

3 - 1

Order 8260.19K Section 3 - 2. Criteria Application and Development 3 - 2 - 1. Criteria A pplication. The criteria contained in Order 8260.3 have been developed primarily for application to the very high frequency (VHF) navigation system. When en route flight procedures using the low frequency (LF) or integrated (VHF - LF) navigation are required, standards have been included in the appropriate sections for application to the use of these systems during the remaining life of the LF system. However, since the navigation system is based upon the VORTAC, the use of LF navigation facilities will be considered a system deficiency and must be limited t o those cases where no other course of action is possible and where a definite operational requirement can be justified.

3 - 2 - 2. Development of C riteria. To assist in understanding the criteria, the methods used in its development are being included. An en route segment involving flight between two points is a flight procedure. As such, it must be provided with characteristics that result in safety and practicality in all aspects. Safety and practicality in a flight procedure are dependent upon the pilot, the airc raft, and the navigation system being used. The operational characteristics of all three were evaluated collectively, and the results of the evaluation applied to the operating environment. In the development of en route criteria, the total problem was bro ken into two parts : first, the pilot/aircraft combination; and second, the navigation system. Data considered essential in these areas were assembled and combined to find a total system accuracy factor.

a. Pilot/Aircraft . Most of the work in this area was done in the Aeronautical Center flight simulator, but some tracking data were obtained from actual flight. Two types of information were required : pilot habits in tracking the specified course, bearing, and/or radial and the flight track resulting from turns at various speeds and altitudes under various wind conditions. The more critical turn tracks were lifted from simulator tracings and incorporate d in the criteria for direct application through the use of turning area templates.

b. Navigation s ystem. Quantitative values were developed to determine the probable aircraft displacement resulting from the combination of navigation facility radial alignment displacement, transmitter monitor tolerance, receiver accuracy, and finally, the previously det ermined pilot/aircraft tracking accuracy. These factors were processed using the Gaussian (normal) curve, and probability factors determined.

c. Probability. System accuracy resulting from these computations is at 95 percent probability, a system accuracy of plus - or - minus 4.5 degrees, and a 99 percent probability for a system accuracy of plus - or - minus 6.7 degrees (for VOR/VORTAC facility signals). The 4.5 - degree figure became the basis for primary area obstacle clearance criteria, airway and route widths, and the ATC separation procedures. The 6.7 - degree value provides secondary obstacle clearance area dimensions.

3 - 2

Order 8260.19K Section 3 - 3. Establishment of En Route Airspace 3 - 3 - 1. Relationship of COPs to A irs pace D imensions. Application of these criteria considers the location of the COP for determining the dimensions of the required associated airspace.

When it is anticipated that the COP will be established beyond 51 NM from the facility, the location of the COP should be d etermined by the s ervice p rovider during the development of airspace proposals within the Air Traffic Service Area. On new facilities, a reasonably accurate estimate of the COP should be obtained during the site survey. Other data, such as MEA, MOCA, MRA, etc., should also be obtained at this time. This information will assure the completion of necessary airspace planning in the Air Traffic Service Center and will permit the description of all required airspace in the n otice of p roposed rulemaking (NPRM).

3 - 3 - 2. Relationship of MEAs to C ontrolled A irspace F loors.

a. Buffers. MEAs for routes wholly within controlled airspace will normally provide for a buffer above the floor of controlled airspace. This buffer will be at least 300 f ee t within c lass E airspace containing terminal instrument procedure segments (feeder, initial, intermediate, final, missed approach) and 500 f ee t within the low altitude airway structure. However, exceptions may be made which provide only 300 - f oo t buffer below these airways where the lesser buffer area will permit retaining a cardinal altitude or otherwise result in a definite operational advantage. Establish these buffers to the nearest 100 - f oo t increments ( e.g., 1049.99 f ee t becomes 1000 feet, and 1050.00 f ee t becomes 1100 f ee t ) . Refer to Order JO 7400.2, Procedures for Handling Airspace Matters (latest edition).

b. Rounding. Where rounding off MEAs to the nearest 100 f ee t results in a vertical separation between the floor of controlled airspace and the MEA of not less than 451/251 f ee t, consider such separation as being in practical compliance with that of 500/300 f ee t specified in applicable criteria.

Note : The above rounding process is for airspace application only and must not create a situation where less than the required obstacle clearance is afforded.

3 - 3

Order 8260.19K Section 3 - 4. Substitute En Route Flight Procedures 3 - 4 - 1. General.

a. Air Route Traffic Control Centers (ARTCCs) are responsible for specifying essential substitute airway or route segments (sub - routes) and fixes for use during scheduled or unscheduled VOR/VORTAC shutdowns.

b. Aeronautical Information Services , in coordination with ARTCCs, determines when the length of outages or other factors require publication of sub - routes.

c. Flight Program Operations provides flight inspection services, obstacle clearance verification, certification, and final approval of substitute routes.

3 - 4 - 2. Format. ARTCCs can use a format similar to that shown in figure 3 - 4 - 4 in preparing substitute routes for scheduled or unscheduled facility shutdowns, and for submission of the sub - route to Aeronautical Information Services for approval. Substitute routes must be described from navigational fix to navigational fix, to accurately define the route to be used. An MEA and an MAA must be provided for each route segment. Temporary reporting points should be substituted for the out - of - service facility and only those other reporting points that are designated as essential by the Air Traffic Organization. Normally, temporary reporting points over intersections will not be necessary where center radar c overage exists. An MRA must be established for each temporary reporting point. Where a substitute route cannot be developed for an existing route or reporting point, indicate none under the substitute column.

3 - 4 - 3. Facilities U sed. Substitute routes should normally be based on VOR/VORTAC aids established and published for use in the altitude strata concerned. However, in the case of substitute routes in the upper airspace stratum, it may be necessary to establish routes by reference to VOR/VORTAC facilities utilized in the low altitude system. NDB facilities may only be utilized where VOR/VORTAC coverage is inadequate and ATC requirements necessitate use of such aids. Where operational necessity dictates, process an ESV request [ see paragraph 2 - 4 - 2 ] . Temporary reporting points may be established in connection with the substitute routes and, where possible, a temporary reporting point will be established over the facility being shut down .

3 - 4 - 4. Controlled A irspace. Substitute routes may be approved as long as the centerline of the route is contained within controlled airspace. Designation of additional controlled airspace to contain substitute routes need not be accomplished because of the temporary nature of the ro utes.

Substitute routes for off - airway (non - 14 CFR p art 95 ) routes need not be in controlled airspace [ see figure 3 - 4 - 1 and figure 3 - 4 - 2 ] .

3 - 4 - 5. Flight Inspection. Substitute routes are flight inspected in accordance with Order 8200.1.

If substitute routes do not overlie existing routes or are wider than existing routes [ see figure 3 - 4 - 3 ] , map studies are required to identify controlling obstacles. Aeronautical Information Services must document controlling obstacles on FAA Form 8260 - 16, . Retain these forms locally for future review. Flight Program Operations verifies controlling obstacles.

3 - 4 Order 8260.19K 3 - 4 - 6. Planning and C oordination. The Air Traffic Technical Operations Service Areas will provide the dates of proposed scheduled shutdowns to Aeronautical Information Services , who must maintain a schedule of shutdowns and the estimated duration of the outages. Aeronautical Information Services must act on this information as far in advance as possible to enable timely submission of the sub - routes to Aeronautical Information Services for publication. Aeronautical Information Services should be prepared for the eventuality when publication of sub - routes is not related to scheduled outage.

Figure 3 - 4 - 1 . FAR 14 CFR part 95 Sub - Route Figure 3 - 4 - 2 . Non - 14 CFR part 95 Sub - Route 3 - 5 Order 8260.19K Figure 3 - 4 - 3 . Sub - Route Wider than Existing Route 3 - 6 Order 8260.19K Figure 3 - 4 - 4 . Substitute Route Structure 3 - 7 Order 8260.19K 3 - 4 - 7. Processing.

a. Lead t ime . Process data concerning substitute routes sufficiently in advance of the effective date of the facility shutdown to assure publication when charting is required. To provide necessary lead time, the substitute routes must be forwarded to Aeronautical Information Services nine weeks prior to the chart’s effective date. If the lead time cannot be provided, delay the shutdown, or consider printing a special graphic NOTAM. Normally, shutdown of facilities scheduled for 28 days (half the life of the en route chart) or less will not be charted; how ever, traffic considerations at major terminals may make charting necessary for the short - term shutdowns.

b. Submissions.

(1) ARTCC submitted substitute routes [ see figure 3 - 4 - 4 ] require the signature of the Aeronautical Information Services manager, or a delegated representative. This signature thereby indicates operational approval of these sub - routes for unscheduled use. This approval must be submitted directly to the ARTCC concerned [ see paragraph 3 - 4 - 9.b ] .

(2) When Aeronautical Information Services determines that publication is required for a scheduled or extended unscheduled outage, Aeronautical Information Services processes the ARTCC submitted substitute routes for publication [ see paragraph 3 - 4 - 9.a ] .

3 - 4 - 8. Periodic R eview.

a. The ARTCC must review substitute en route flight procedures at least once every four years and any time that changes occur in the airway structure. The ARTCC must submit any required modifications to Aeronautical Information Services for certification and approval.

b. Aeronautical Information Services .

(1) Notify the responsible ARTCC and withdraw approval when: (a) Frequency protection can no longer be provided to support the sub - route procedure.

(b) Flight inspection data is not available to support continued certification and approval of the sub - route procedure.

(2) Review existing and proposed sub - routes for required obstacle clearance at least once every four years.

(3) Notify the ARTCC of any amendments necessary.

3 - 8 Order 8260.19K 3 - 4 - 9. Distribution.

a. For p ublication. List the shutdown dates in the cover letter.

Flight Technologies and Procedures Division 1 copy Aeronautical Information Group 2 copies ARTCC 1 copy Aeronautical Information Services Original b. Non - p ublication.

Flight Technologies and Procedures Division 1 copy ARTCC 1 copy Aeronautical Information Services Original 3 - 9

Order 8260.19K Section 3 - 5. Off - Airway Routes 3 - 5 - 1. Establishment. Establish off - airway routes in the same manner, and in accordance with the same criteria, as airways and jet routes. Off - airway routes predicated on public navigation facilities and wholly contained within controlled airspace will be published as direct 1 4 CFR p art 95 routes. Routes predicated on privately owned navigation facilities or not contained wholly within controlled airspace will be published as off - airway routes.

a. Process. A scheduled air carrier operator , through its Principal Operations Inspector (POI) , may initiate a request for the establishment of off - airway routes. Upon receipt of a request for an off - airway route, the POI forwards the request to the Flight Technologies and Procedures Division ’s representative for review and coordination via the IFP Validation Team . If approved, the request will be sent to Aeronautical Information Services for action. The applicable Air Traffic Service Area will process the rou te in accordance with Order JO 7400.2 to ascertain that there is no conflict in use of the airspace. Following Air Traffic coordination, Aeronautical Information Services must evaluate the adequacy of off - airway routes. Consider the following: (1) Type of aircraft and the navigation systems used.

(2) Proximity to military bases, training areas, and low - level military routes.

(3) Adequacy of communications along the route.

b. D ocumentation. Document MEAs and related procedural data on FAA Form 8260 - 16.

Return a copy of the form to the FSDO indicating approval or disapproval of its request.

3 - 5 - 2. Listing. Pursuant to the responsibility of the Air Transportation Division for surveillance of all authorized navigation facilities and routes, a requirement exists for maintaining a current listing of off - airway routes that have been assigned to air carriers by F light Standards operations personnel. R outes developed by the FAA are documented in the NFDD that is published by Aeronautical Information Services when changes occur. See exceptions in paragraphs 3 - 5 - 3 and 3 - 5 - 4 when off - airway routes are developed by non - FAA service providers .

3 - 5 - 3. Off - a irway D ata. When off - airway routes are developed and maintained by the FAA, Aeronautical Information Services should establish arrangements for obtaining and maintaining complete off - airway route information. The following is suggested: a. FSDOs provide Aeronautical Information Services with copies of all proposed changes or cancellations to IFR off - airway route authorizations.

b. Aeronautical Information Services uses this information for coordination of F light Program Ope rations requirements and for maintaining current records.

c. Off - airway routes developed and maintained by non - FAA service providers are considered proprietary and will be processed through the Flight Standards (i.e., Flight Technologies and Procedures Division ) for approval and processing .

3 - 10 Order 8260.19K 3 - 5 - 4. Processing D ata to A eronautical Information Services . Use FAA Form 8260 - 16 to forward IFR off - airway data to for processing all off - airway routes. Do not designate off - airway, non - part 95 routes as special routes even though associated with special procedures.

a. Off - airway routes developed by the FAA will be submitted to Aeronautical Information Services to be documented in the NFDD .

b. Off - airway routes developed by non - FAA s ervice p roviders will be submitted by the Flight Technologies and Procedures Division to Aeronautical Information Services for information and record keeping purposes but will not be documented in the NFDD nor entered into NASR .

Note 1 : Existing fixes will require the FAA Form 8260 - 2, “Fix Use” block updated to show that the fix makes up a part of the non - p art 95 off - airway route [ see paragraph 8 - 5 - 2.j ] .

Note 2 : New fixes created in support of non - FAA s ervice p rovider developed, non - p art 95 off - airway routes, must also be submitted to Aeronautical Information Services on FAA Form 8260 - 2 and the information published in the NFDD to e nsure they are incorporated into ATC and avionics systems databases.

3 - 11

Order 8260.19K Section 3 - 6. New or Revised National Airspace System Routes 3 - 6 - 1. Definition - Route. For the purpose of this section, a route includes all charted en route depictions requiring 14 CFR part 71 airspace actions and/or 14 CFR part 95 procedural data application.

3 - 6 - 2. Coordination P rocedures.

a. The applicable Air Traffic Service Area provides Aeronautical Information Services with the NPRM for new or revised routes. Revisions to currently published routes will be handled on an individual basis. When a currently published route will be revised by a final rule without an NPRM, the applicable Air Traffic Service Area will provide the details of the change to Aeronautical Information Services to request a flight inspection and to coordinate the planned effective date.

b. Aeronautical Information Services a ction. Aeronautical Information Services requests F light Program Operations to furnish a copy of the flight inspection preliminary evaluation and forwards the results to the applicable Air Traffic Service Area. If the proposal is satisfactory, include changeover point information. If the route is not satisfactory, provide alternate recommendations.

3 - 6 - 3. Publication of P rocedural D ata.

a. Aeronautical Information Services processes final route data, with the NPRM docket number on FAA Form 8260 - 16. This form must be submitted within the comment period specified in the NPRM. Conditions found during surveillance inspections of established routes, which would require a change to MEA, MOCA, MAA, or COP from the previously published data, must be brought to the attention of the procedures specialist for corr ective action.

b. The ARTCC , in conjunction with the applicable Air Traffic Service Area, is responsible for developing airspace requirements for the routes published in 14 CFR p art 71 ; and Aeronautical Information Services is responsible for developing the related procedural data published in 14 CFR p art 95 .

3 - 12

Order 8260.19K Section 3 - 7. Minimum Vectoring Altitude (MVA) and Minimum IFR Altitude (MIA) Charts 3 - 7 - 1. Chart P reparation. MVA and MIA charts are developed by air traffic control facilities for areas where there are numerous minimum altitude requirements due to variable terrain features and/or manmade obstacles. The responsible ATC facility determines the area of consideratio n and chart design based on topography, obstruction data, and operational requirements in accordance with instructions contained in Order JO 7210.3, Facility Operation and Administration; Order JO 7210.37, En Route Minimum Instrument Flight Rules ( IFR ) Alt itude (MIA) Sector Charts; and Order 8260.3, c hapter 1 1 . Aeronautical Information Services personnel may be requested to participate in original chart development at the option of the ATC facility.

3 - 7 - 2. Obstacle C learance. Required obstacle clearance and associated additives and/or reduction are as specified in Order 8260.3, c hapter 1 1 .

3 - 7 - 3. Controlled A irspace. Controlled airspace (and associated buffers) and considerations required by Order 8260.3, c hapter 1 1 are the re sponsibility of ATC facilities.

3 - 7 - 4. Chart R eview and A pproval.

a. Civil v ectoring c harts .

(1) ATC a ction. The ATC facility forwards a memorandum through the Service Center OSG FPT , stating that a n MVA/MIA chart package derived from the Sector Design and Analysis Tool (SDAT) has been completed. This memo includes a statement that the MVAC was developed in SDAT, the SDAT project file name, and that it is available on the SDAT repository. On FAA Form 7210 - 9, Minimum IFR Altitude/Minimum Vectoring Altitude Obstruction Documentation, [ see Order JO 7210.3, c hapter 3, s ection 9 ] with the Air Traffic Manager’s (ATM) signature is to be attached. Additionally, the project file must hav e a scanned/digital copy of FAA Form 7210 - 9 with the ATM’s signature imported into the SDAT project file. The ATC facility updates, as required, and/or reviews the MVA/MIA chart to ensure accuracy, and jointly approves any amendment or review with Aeronautical Information Services .

(2) Aeronautical Information Services a ction. Review MVA/MIA chart submissions (including automated data submissions) to ensure that obstacle clearance and controlled airspace requirements are met. Coordinate any recommended adjustments in chart design, or necessary changes in MVAs/MIAs or cont rolling obstructions, with the originating ATC facility. Upon completion of a satisfactory review, approve the chart over the signature of the Aeronautical Information Services manager, or their design ated representative, on FAA Form 7210 - 9, and return it to the ATC facility. The returned copy must be the original signed copy or a digital copy of the original with required signatures to ensure quality rep resentation of the form.

Note : It is not required to maintain/file a graphic depiction of the MVA/MIA chart when completed with SDAT and stored in the SDAT r epository.

3 - 13 Order 8260.19K b. Military MVA c harts. The FAA has no responsibility for the technical review of military MVA charts. The FAA may h onor other military requests on a time - available basis in accordance with guidelines contained in c hapter 6.

3 - 7 - 5. Emergency O bstruction V ideo M ap (EOVM).

a. Establishment. An EOVM is established by ATC at all terminal radar facilities that have radar coverage in designated mountainous areas and is intended to facilitate advisory service to aircraft in an emergency situation wherein appropriate terrain/obstacle clearance minimum altitude cannot be maintained. Order JO 7210.3 specifies EOVM design, preparation, production, and verification require ments.

b. Aeronautical Information Services r eview. Limit review of EOVMs provided by the AT facilities to ensure the minimum design features are included. Verify contour elevations, mountain peaks, and other obstructions that are selected and depicted on a sectional chart. Ensure a 200 - f oo t additive has been included in all terrain values to assure clearance over natural vegetation and AAOs.

3 - 14

Order 8260.19K Chapter 4. Terminal Procedures Section 4 - 1. General 4 - 1 - 1. General. The FAA has the responsibility to establish instrument procedures used for terminal operations at civil airports within the U.S. and its possessions. The FAA also provides or approves instrument procedures used by U.S. flag carriers at foreign airports.

4 - 1 - 2. Categories of Instrument Approach Procedures. Procedures published in the Federal Register under 14 CFR p art 97 are identified as “standard instrument approach procedures . ” These procedures are available to all users. Instrument flight procedures authorized for use only by air carriers or some other segments of the aviation industry are not published in the Federal Register and are identified as “Special p rocedures.” Special p rocedures may be developed for public and private use based on aircraft performance, aircraft equipment, or crew training, and may also require the use of landing aids, communications, or weather services not available for public use [ see paragraph 8 - 2 - 1.b ] .

4 - 1 - 3. Airspace R equirements.

a. Instrument flight p rocedures must be contained within controlled airspace to the maximum extent possible as specified in Order JO 7400.2.

b. Where an airport does not qualify for a c lass B/C/D/E surface area, designate 700 - f oo t c lass E airspace. In the latter case, landing minimums may be established below the floor of controlled airspace [ see Order JO 7400.2 ] .

c. Designate 1200 - f oo t c lass E airspace as necessary to transition aircraft to/from the terminal or en route environment to the instrument flight procedure. This includes all arrival terminal routes and departure transitions [ see Order JO 7400.2 ] .

d. Requirements for minor adjustment to existing controlled ( c lass C/D/E ) airspace, to fully encompass an instrument procedure, will not form the basis for withholding procedure publication provided no less than the basic required 700 - f oo t/1200 - f oo t c lass E airspace is in place. An approach procedure may be published prior to obtaining the optimum configuration of controlled airspace when the centerline of all terminal routes are located within existing controlled airspace; the course reversal (procedure turn, hold - in - lieu of procedure turn, or teardrop) maneuvering area out to the appropriate distance specified in c hapter 5 is contained within existing controlled airspace; and the final approach fix is contained within existing controlled airspace.

Note : When the se conditions are not met, a special procedure at a private airport may be published prior to obtaining the optimum configuration of controlled airspace, on a case - by - case basis with Flight Standards approval.

e. P rocedures should, where possible, be contained within controlled airspace in accordance with Order JO 7400.2. S ome procedures may be established and approved outside of controlled airspace where it is not possible to designate controlled airspace. In such cases, wh e re the FAA has determine d it is not feasible to designate airspace, annotate the procedure : Chart Note: 4 - 1 Order 8260.19K “ PROCEDURE NOT CONTAINED WITHIN CONTROLLED AIRSPACE , ” and advise the appropriate FSDO that controlled airspace will not be provided. Do not use this note as a temporary measure pending designation of controlled airspace.

4 - 1 - 4. Contractual U se of P rivate F acilities. An air operator may arrange for the use of a privately owned NAVAID. The arrangement requires a contractual agreement between the sponsor and the user regarding facility use. Flight Standards must coordinate all requests for contractual use of private NAVAIDs with the sponsor. Approval of special procedure s for an operator is contingent upon the Flight Technologies and Procedures Division representative receiving a copy of an acceptable contractual agreement. See paragraph 7 - 7 - 1 for processes related to non - Federal NAVAID s .

4 - 1 - 5. TERPS A pplication. Develop all instrument approach procedures, except foreign procedures developed in accordance with Order 8260.31 under the provisions of Order 8260.3, associated 8260 - series orders, and the guidelines in this document. The following special provisions and guidelines apply to selected paragraphs of Order 8260.3 criteria. The paragraph numbers refer to identically numbered paragraphs in Order 8260.3.

a. Order 8260.3, p aragraph 1 - 6 - 1 , General . Military operators have stated a requirement for TACAN instrument approach capability to a limited number of airports. These airports have a prescribed VOR procedure, based on a VOR collocated with tactical area navigational (VORTAC) facility, where TACAN - equipped aircraft are expected to operate will be identified by the military . TACAN - equipped aircraft may execute VOR procedures at these locations when the procedure is identified as “VOR or TACAN.” This informs both the pilot and the controller that an approach may be executed with aircraft equipped with only VOR or with only TA CAN.

Approval for the use of individual VOR procedures by TACAN - equipped aircraft is subject to review for compliance with Order 8260.3 and flight inspection criteria. Take the following actions to implement this program: (1) Designate VOR/DME procedures, predicated upon the use of VORTAC, as “VOR or TACAN” provided flight inspection has determined that the TACAN and VOR components will support the procedure. These procedures require DME. Establish the missed approach clearance limit at a radial/DME fix in lieu of the VORTAC facility to accommodate aircraft equipped with only TACAN.

(2) Establish a VOR - type procedure when a VOR procedure (no TACAN requirements) is required to accommodate non - DME - equipped aircraft and is predicated upon a VORTAC facility. However, establish combination VHF/DME fixes, where possible, for optional use by DME - equipped aircraft.

(3) Make provision for TACAN - only equipped aircraft to use VOR approach procedures when requested by the appropriate military authority and procedure design and facility performance will permit. Where approval can be authorized, rename VOR procedures based on VORTAC facilities in accordance with the following examples : “ VOR or TACAN RWY 30, or VOR or TACAN - A.” Before this identification is used, flight inspection must determine that the TACAN azimuth alignment is satisfactory. Review and modify the procedure as necessary to fully support its use by TACAN - equipped aircraft: 4 - 2 Order 8260.19K (a) Establish the missed approach clearance limit at a combination VHF/DME fix for TACAN aircraft.

(b) Add DME fix capability to VHF intersections where required for TACAN use.

(c) Ensure that the procedure can be flown satisfactorily by reference to TACAN - only equipment.

(d) Ensure that the procedure can be flown satisfactorily by reference to VOR - only equipment.

(e) Ensure that holding is not authorized for TACAN - equipped aircraft at the VORTAC. This also applies to VOR or TACAN procedures.

b. Order 8260.3, p aragraph 3 - 1 - 2 . b . RVR must be authorized in accordance with Order 6560.10, Runway Visual Range (RVR).

(1) The Service Center OSG FPT must determine in conjunction with the Technical Operations Service the following: (a) Planned RVR installations, proposed commissioning dates, and runways to be served.

(b) Runways that meet the requirements for authorizing RVR.

(c) RVR installations that are to be used to report RVR for adjacent runways and the effective date of the procedures.

(2) Service p roviders must revise affected procedures by the normal abbreviated or full amendment process.

c. Order 8260.3, p aragraph 3 - 1 - 2 . b . If runway markings are removed or obliterated subsequent to the commissioning of the RVR, the RVR minimums may require adjustment.

However, before an adjustment is made to the minimums, s ervice p roviders should advise the appropriate Service Center OSG FPT who will advise the airport sponsor of the proposed course of action. Where corrective action cannot be accomplished within a reasonable length of time, s ervice p roviders must submit a revised procedure reflecting the adju stment to landing minimums.

4 - 1 - 6. Sidestep M aneuvers. See Order 8260.3, c hapter 2, for guidance on developing instrument approach procedures to permit a sidestep maneuver. Sidestep minimums must be published in accordance with the examples below: 4 - 3 Order 8260.19K Minimums block : S - ILS 27L LPV DA S - LOC 27L LNAV/VNAV DA SIDESTEP 27R LNAV MDA CIRCLING SIDESTEP 27R CIRCLING 4 - 1 - 7. Temporary D isplaced T hreshold P rocedures. Temporarily displacing or moving the threshold may have an adverse effect on instrument approach/departure procedures. If an instrument procedure to the affected runway is required during the time of threshold displacement, evaluate existing instrument pr ocedures as follows: a. Once the new threshold/departure end has been established, obstacles that lie within the displaced area (machinery, vehicles, etc.) must be evaluated to ensure the procedure continues to meet Order 8260.3 criteria. If used at night or in IFR conditions, ru nway lighting must include threshold lighting for the displaced threshold.

b. For procedures authorized straight - in minima, re - compute visibility based on the revised “MAP - to - threshold” distance and the NALS facility class.

c. Suspend vertically - guided approach operations by NOTAM. This includes RNAV procedures that contain LPV or GLS and/or lateral navigation/vertical navigation (LNAV/VNAV) minima. Technical Operations Service, AJW - 0, is responsible for turning off the instrument landing system (ILS) glide slope until the normal runway configuration is restored.

(1) There may be situations where the threshold is displaced only a short distance without affecting vertically - guided approach capability , see paragraph 8 - 3 - 4.e(2) . To determine if such procedures can remain useable, the relocated TCH must be computed and be in compliance with Order 8260.3, t able 10 - 1 - 1 . Consideration must also be given to what may be located in the closed portion of the runway and the TERPS obstacle identification surface (OIS) must be evaluated to ensure proper obstacle clearance.

(2) Special instrument procedures must also be afforded the same assessment as standard instrument procedures. The results must be provided to the Flight Technologies and Procedures Division so that the change information is provided to all the recipients of the Special procedure affected.

d. Visual glide slope indicator systems (VASI/PAPI/PLASI) may be unavailable for the same reason as the vertically guided approach.

e. The elevation of the new threshold and airport will more than likely change. In this case, evaluate the revised HAT/HAA for visibility impact and NOTAM changes accordingly.

f. Evaluate departure procedures for use during threshold displacement from the new departure end of runway (DER) to ensure compliance with Order 8260.3.

4 - 4

Order 8260.19K Section 4 - 2. Standard Instrument Approach Procedures (SIAP) 4 - 2 - 1. General. SIAPs must be established in accordance with O rder 8260.3, other specific 8260 - series orders, and the policies set forth in this order. FAA policy and instructions for completing 8260 - series FAA f orms are contained in this order.

4 - 2 - 2. Coordination of Terminal Instrument Procedures. Coordination requirements for terminal instrument procedures are set forth in Order 8260.3 , paragraph 1 - 5 - 1 [ also see paragraph 8 - 6 - 14 ] .

4 - 2 - 3. Radar Instrument Approach Procedures. ATC personnel determine which runways require radar instrument approach procedures and coordinate these requirements through Aeronautical Information Services .

4 - 5

Order 8260.19K Section 4 - 3. Category II and III ILS 4 - 3 - 1. General.

a. Guidance. The following directives (latest editions) contain criteria/guidance to be used to determine whether an airport/runway is suitable to support ILS CAT II and III procedures: (1) AC 120 - 29, Criteria for Approval of C ategory I and Category II Weather Minima for Approach.

(2) AC 120 - 57, Low Visibility Operations/ Surface Movement Guidance and Control System (SMGCS) .

(3) AC 120 - 118, Criteria for Approval /Authorization of all Weather Operations for Takeoff, Landing, and Rollout.

(4) AC 150/5300 - 13, Airport Design .

(5) Order 6750.24, Instrument Landing System and Ancillary Electronic Component Configuration and Performance Requirements.

(6) Order 8200.1, United States Standard Flight Inspection Manual.

(7) Order 8400.13, Procedures for the Evaluation and Approval of Facilities for Special A uthorization Category I Operations and All Category II and III Operations.

Note : There are other orders and Advisory Circulars that apply to specific runway equipment, placement of hold signs/lines, etc. as well as navigational aid installation requirements. The above list would, in most cases, lead the reader to the other references. A full list of reference documents for all aspects of the procedures function is contained in a ppendix B of this order .

b. Advise the general public of airports authorized CAT I, II, and III minimums by publishing the appropriate 14 CFR part 97 SIAP.

c. A detailed explanation of the characters used to identify a facility's class of performance is contained in Order 6750.24, a ppendix 2. The first character (I, II, or III), ILS ICAO standards, is determined jointly by F light Program Op erations flight inspection and engineering personnel.

The second character (A, B, T, D, or E), localizer course structure, is determined solely by flight program operations personnel. The third character (1, 2, 3, or 4), ILS integrity and continuity, is determined solely by engineering personnel.

d. Irregularities on pre - threshold terrain or HUD/autoland system/radio altimeter characteristics might adversely affect radio altimeter indications and thus affect autoland performance of some aircraft. Until or unless these aircraft demonstrate normal radio altimeter readings and acceptable HUD/autoland operations on that runway and this fact is listed in their operations specifications, they cannot conduct CAT III HUD/autoland operations. The Flight Technologies and Procedures Division act s as the clearing house for listing which combinations of HUD/autoland systems/runways are or can be approved and is positioned for receipt of 4 - 6 Order 8260.19K information from Flight Program Operations , ATC, Airports, and airport authorities regarding irregular underlying terrain situations at new runways or runways at which future CAT III procedures are proposed.

4 - 3 - 2. Action.

a. Services Areas/Flight Standards.

(1) Applicable Technical Operations Service Centers and Aeronautical Information Services coordination is essential. Aeronautical Information Services , having been informed of the need for (and suitability of a runway to support) CAT II and III must assure obstacle clearance requirements.

(2) Flight Technologies and Procedures Division representative coordinates the procedure request with the IFP Validation Team . The Flight Technologies and Procedures Division representative is also responsible for coordinating the CAT II/III checklists and will notify Flight Technologies and Procedures Division’s Flight Operations Group when CAT II or III checklists are complete. Notification must contain the information obtained from Aeronautical Information Services [ see paragraph 4 - 3 - 2 . b(1) ] .

b. Aeronautical Information Services .

(1) Aeronautical Information Services must advise the Flight Technologies and Procedures Division representative when a CAT II or III system has passed flight inspection.

Notification must contain the following information: (a) Airport.

(b) Runway.

(c) Flight inspection completion date.

(d) Facility classification.

(e) Minimums: CAT II DA and RA.

CAT III RVR (as appropriate).

(f) Date approach procedure will be available.

(2) Amend ILS SIAPs when CAT II and III minimums are authorized [ see paragraph 8 - 6 - 12.m ] .

(3) Flight Program Operations is responsible to take action when performance class data in AIRNAV needs to be corrected or updated. Flight Program Operations will take immediate NOTAM action if needed and submit a data change request ( FAA Form 8240 - 20 , Flight Inspection 4 - 7 Order 8260.19K Report ) to update the AIRNAV Database. The applicable Technical Operations Service Center must notify the Flight Technologies and Procedures Division representative and Flight Program Operations , Technical Services Team, of individual ILS facility performance classification determinations, and any change in the performance class of a facility, so that changes in CAT III authorizations can be made.

4 - 3 - 3. NOTAM R equirements. When any component of the ILS system fails to meet the appropriate performance tolerances, the Air Traffic Vice President of Technical Operations issues a NOTAM D for suspension of CAT II/III minimums. If the suspension will exist longer than 224 days or will be permanent, Aeronautical Information Services must submit an abbreviated or full amendment [ see Order 7930.2 for all NOTAM requirements and limitations ] .

4 - 8

Order 8260.19K Section 4 - 4. Departure Procedures (DP) 4 - 4 - 1. General. Use Order 8260.46 for guidance and standardization for initiating, developing, documenting, processing, and managing the DP program.

4 - 4 - 2. Diverse Vector Area (DVA). A DVA must be reviewed by Aeronautical Information Services for accuracy and currency whenever the ODP for the same runway is reevaluated due to a change of the airport or runway data. A DVA based on a climb to an initial MVA/MIA must also be reviewed when the associated FAA Form 7210 - 9 (or military equivalent) is revised. See paragraph 2 - 8 - 3 for Periodic Review requirements. See Order 8260.46 for DVA documentation requirements.

4 - 9

Order 8260.19K Section 4 - 5. Standard Terminal Arrival (STAR) 4 - 5 - 1. General.

a. Request for STARs. STARs may be requested by Air Traffic Control facilities [ see Order JO 7100.41 , Performance Based Navigation Implementation Process ] or by proponents.

Proponents requesting STARs should contact/coordinate with the appropriate facility to address their request and justification for the procedure.

(1) Requests must be initiated and coordinated as stated in Order JO 7100.41 and be submitted to Aeronautical Information Services [see paragraph 4 - 5 - 11 ] .

(2) Request s for RNAV STARs must include a description of the STAR, including the ground track, fixes, w aypoints (WPs), and altitude/speeds.

(3) Requests for conventional STARs must include a description of the STAR, including the proposed ground track with navigational aids (NAVAID)/fixes, courses, radials, and altitudes/speeds.

4 - 5 - 2. STAR D evelopment and C harting. For conventional STARs, use criteria specified in Order 8260.3 , s ection 2 - 2. For RNAV STARs, also use criteria specified in Order 8260.58 .

Additionally: a. Do not combine conventional and RNAV STARs on the same chart.

b. D evelop STARs using the fewest number of NAVAIDs, fixes and/or WPs (existing, when possible) consistent with the requirements for the application of the procedure.

c. Use existing NAVAIDs, fixes, and WPs whenever possible [s ee s ection 2 - 10 ] .

d. Consider the combined impact of altitude/airspeed and course changes on a STAR. Use a minimum number of fixes, turns, and speed or altitude changes/crossing restrictions necessary along the route.

e. N AVAID , fix, and WP crossing a ltitude s must be defined as “at,” “at or above,” or “at or below , ” or as a block altitude. Whenever an “at or below” altitude is specified for ATC purposes, also include a minimum altitude to ensure obstacle clearance. When an altitude range at a waypoint is needed, use a block altitude (i.e., “At or Above 12000 and At or Below 16000” or “Between 12000 and 16000”).

Note : Do not define an altitude as one that could be expected to be assigned by ATC. Past use of this concept has shown that “expect” altitudes have caused confusion and misinterpretation that could lead to unintended consequences.

f. A chart note may be used to control transition from Mach number to airspeed . Do not use a fix or altitude in this case.

4 - 10 Order 8260.19K Example: “CHART NOTE : J ET AIRCRAFT DESCEND VIA MACH NUMBER UNTIL XXXK , IF UNABLE, ADVISE ATC.” g. STARs must be contained within controlled airspace.

h. Do not include items of an ATC clearance in notes.

(1) Notes specifying runway transition use for a specific traffic flow are acceptable.

(2) At the end of the STAR (i.e., terminus), provide information to describe the runways and/or airports accessible from that end point. This information will be documented in the Additional Flight Data portion of FAA Form 8260 - 17.1 .

Examples : CHART AT NLAND TERMINUS: KPDK LDG RWY 03L/R CHART AT SLAND TERMINUS: KPDK LDG RWY 21R/L CHART AT COVTN TERMINUS: LDG KCVC CHART AT NORHY TERMINUS: LDG KRYY AND KVPC (3) With complex runway configurations notes specifying how the pilot is to select the runway transition to load may be developed. With the note advise where to expect the specific runway assignment.

Example: “LANDING SOUTH USE RUNWAY 19L TRANSITION . EXPECT RUNWAY ASSIGNMENT FROM TRACON PRIOR TO JOHNN” i. When a STAR terminates at the I ntermediate F ix (IF) or any fix prior to the In t ermediate fix , but may also allow for radar vectors, provide that information in the procedure description.

j. The STAR termination point may have an altitude specified [ s ee Order 8260.3, S ection 2 - 2, “STAR termination” ] . When an altitude is not specified, note in the remarks section of FAA F orm 8260.17.1 identifying the lowest assigned ATC altitude and the fix.

Example : LOWEST ASSIGNED ATC ALTITUDE AT DIANN, 3000.

k. Include in the graphic depiction holding patterns referenced in the narrative of the STAR.

l. Publish fixes and associated holding patterns on en route low - altitude and high - altitude charts when they are used for en route ATC.

m. Publish fixes and holding patterns on arrival charts when they are used for the control of arrival traffic into a specified area.

n. Frequency charting.

4 - 11 Order 8260.19K (1) Chart at least one very high frequency (VHF), one ultra - high frequency (UHF), (where available) and the Automatic Terminal Information System (ATIS) frequency at each airport served ( use airport ID (LOCATION ID) from the NASR authoritative database to prevent use of inaccurate airport names on forms and prevent amendments simply for name changes on forms ) by the STAR.

(2) The maximum number of airport frequencies that may be charted may not exceed one VHF and one UHF (where available ) for tower and ground control.

(3) Include one VHF and one UHF air route traffic control center frequency only when there is no terminal facility involved.

(4) Do not include control frequencies in the arrival text.

o. For STARs that terminate at a fix that is not part of an IAP, publish lost communication procedures if the standard guidance provided for in 14 CFR part 91.185 is not adequate. Unique operating conditions (i.e., terrain, special use airspace, etc.) may require explicitly defined lost communications procedures. When the potential for confusion exists, publish specific guidance on the chart.

(1) The local air traffic facility is responsible for determining the adequacy of lost communications procedures.

(2) The guidance must provide specific instructions that permit the aircraft to proceed to an IAF for the approach in use and/or provide an appropriate fix or fixes to proceed to and hold prior to executing an instrument approach.

(3) Ensure lost communications guidance is compatible with the type of navigation equipment on aircraft anticipated to use the procedure . For example, do not limit lost communications approach options to RNAV (GPS) type approaches when DME/DME/IRU is also authorized for an RNAV STAR; for STARs that permit use of DME/DME/IRU, provide a routing that can be flown with conventional navigation.

(4) Lost communications procedures on ST ARs are not coded into the FMS. Do not describe the lost communication procedure using terms or verbiage that could be mistaken for a coded route ( i.e., “track to RUSSH ” ).

p. A STAR must be named to correspond with a waypoint, fix, or NAVAID on the common route, normally where the common route begins, (i.e., “NASCR ONE ARRIVAL”). RNAV STARs will contain RNAV in parenthesis following the STAR name ( i.e., “TOEZZ ONE ARRIVAL (RNAV)” ) . See paragraph 4 - 5 - 1 for guidance on the chart note requir ed for either RNAV 1 or RNP 1.

q. Number each original STAR as “ONE.” Number subsequent amendments in numerical sequence through NINE and then start over with ONE [see paragraph 4 - 5 - 7.a for the amendment process].

4 - 12 Order 8260.19K r. The STAR computer code will be assigned by using the NAVAID, fix, or WP identifier where the STAR common route begins, followed by a dot, and then the name of the procedure, followed by a revision number (1 - 9), ( e.g. , “(NASCR.NASCR1)” ).

s. En route transitions also require a computer code . En route transitions are assigned by using the NAVAID, fix, or WP identifier name where the en route transition begins, separated by a dot, followed by the name of the STAR, and suffixed with a number (1 - 9), ( e.g. , “(FLO.NASCR1)” ).

t. All runways served by a STAR must be coded when developing runway transitions. For seldom used runways, consider developing RNAV procedures that end with a radar vector.

u. If the STAR or any of its transitions cannot be named in compliance with this paragraph, Aeronautical Information Services , the ATC facility, and the OSG F P T must collaborate to determine an acceptable name.

v. Use P rocedural D ata N otes when limitations are necessary.

Examples: “ CROSS BUFLO AT 250 KIAS” w. When ATC has determined that they do not want pilots to “Flight Plan” or file a particular STAR (i.e., use will be determined by ATC), ATC will request that a chart note be placed on the STAR. In the “Procedural Data Notes” section of FAA Form 8260 - 17.1, use : “ CHART NOTE: DO NOT FILE – TO BE ASSIGNED BY ATC.” 4 - 5 - 3. PBN STARs.

a. A navigation specification (NavSpec) contains the performance - based accuracy integrity, and continuity requirements of PBN navigation for a given airspace construct. Apply the RNAV 1 NavSpec for PBN STARs under most circumstances. Alternative use of RNP 1, A - RNP NavSpecs is detailed in Order 8260.58 . STAR transitions are an en route flight phase, refer to Order 8260.58 Table 1 - 2 - 1, En route Domestic.

b. Provide a PBN Requirements Box when there is a PBN segment in the procedure.

c. Separate the PBN Requirements Box from other procedural and non - procedural notes and information on the chart .

d. Specify PBN requirements notes on F AA Form 8260 - 17.1 in the following format: “NavSpec – Sensor, Function. Remark. When the note does not contain Function and Remar k, place the “period” after the Sensor (e.g., “RNP 1 – GPS.”). When the note does contain a Remark, place the “period” in the Remark after the NavSpec or Sensor or Function and Remark.

(e.g., “RNA V 1 – GPS. FROM BUFLO: RNP 1.” o r “RNP 1 – GPS. FROM BILLL: A - RNP, MIN RNP 0.30. AP/FD.”) .

(1) NavSpec . Identify the NavSpec as appropriate : RNAV 1, RNP 1 and A - RNP. When a NavSpec is only applicable to a specific leg(s) or transition(s) of a STAR, identify this as a 4 - 13 Order 8260.19K “Remark” by stating the waypoint where the NavSpec begins followed by NavSpec - Sensor, Function. Remark (e.g. , “RNAV 1 – DME/DME/IRU or GPS. FROM BUFLO: RNP 1 - GPS, RF.”). Not all PBN requirements notes will include a “Function/Remark” (e.g. , “RNP APCH - GPS.”). When there is no Function/Remark the “period” is placed after the Sensor (e.g. , “RNP 1 - GPS.” or “RNP 1 - GPS. FROM BUFLO: A - RNP – GPS, RF. AP/FD.”).

(2) Sensor . The required Sensor is applicable to the NavSpec.

(a) RNAV 1 : DME screening must be assessed. If DME screening results are satisfactory and radar monitoring is provided authorize DME navigation and the sensor is DME/DME/IRU OR GPS. If result is not satisfactory or monitoring is not provided, the sensor is GPS.

(b) RNP 1 and A - R NP : The only authorized sensor for any RNP NavSpec is GPS.

No ATC monitoring is required when GPS is the only sensor option. (Do not annotate “RADAR REQUIRED”).

(c) Function. Common functions are RF turns and MIN RNP values. These functions can only be used with RNP NavSpecs. They can be applicable t o the entire STAR or only to specific leg(s) or runway transition(s).

(d) RF turns applicable to all runway transition(s) or leg(s) of the STAR . Identify this as the function (e.g. , “RNP 1 – GPS, RF.”) .

(e) RF turn applicable only to a specific leg(s) or runway transition(s) of a STAR .

Identify this as a “Remark” by stating the waypoint where the RF turn leg begins followed by NavSpec - Sensor, Function. Remark (e.g. , “RNAV 1 – DME/DME/IRU or GPS. FROM BUFLO: A - RNP - GPS, MIN RNP 0.30. AP/FD.”) .

(f) Lateral Accuracy Function . A - RNP has lateral accuracy values of 1.00 or 0.30.

Document only when the lateral accuracy va lue is 0.30 (e.g., “A - RNP - GPS, MIN RNP 0.30.

AP/FD.”).

(3) Remark . A - RNP require Autopilot/Flight Director (AP/FD); document AP/FD as a remark.

(a) When a NavSpec , Sensor or Function is only applicable to a specific leg(s) or runway transition(s) document this as a remark , “ RNAV 1 – DME/DME/IRU or GPS. FROM BUFLO: A - RNP - GPS, MIN RNP 0.30. AP/FD. ” (b) When the NavSpec does not change but a Remark (AP/FD) is only applicable to a specific runway transition(s) or leg(s) then do not repeat the NavSpec (e.g. , “A - RNP – GPS.

AP/FD. FROM YABUT: RF, MIN RNP 0.30.”).

(c) When the Sensor does not change but a NavSpec, Function, or Remark is only applicable to a specific runway transition(s) or leg(s) then do not repeat the Sensor (e.g. , “RNP 1 – GPS. FROM BUFLO: A - RNP, RF.”) .

4 - 14 Order 8260.19K e. Common examples of above PBN Requirements note(s) with NavSpec - Sensor - Function - Remarks entries use as applicable .

(1) RNAV 1 (no RF turns or different NavSpec for a specific leg(s)/runway transition(s)) : “ RNAV 1 – GPS.” or “RNAV 1 - DME/DME/IRU OR GPS.” (2) RNAV 1 (with specific RF turns) : “ RNAV 1 - DME/DME/IRU OR GPS. FROM BUFLO OR BILLL: RNP 1 - GPS, RF.” (3) RNP 1 (no RF turns) : “ RNP 1 – GPS.” (4) RNP 1 (wi th RF turns or s pecific RF turns) : “ RNP 1 – GPS, RF.” or “RNP 1 - GPS.

FROM BUFLO OR BILLL: RF.” (5) A - RNP (lateral accuracy of 1.00 and no RF turns) : “ A - RNP – GPS. AP/FD.” (6) A - RNP (lateral accuracy of 0.30 and no RF turns) : “ A - RNP – GPS, MIN RNP 0.30.

AP/FD.” (7) A - RNP (lateral accuracy of 0.30 and specific RF turns) : “ A - RNP – GPS, RF, MIN RNP 0.30. AP/FD.” or “A - RNP – GPS. AP/FD. FROM BUFLO OR BILLL: RF, MIN RNP 0.30.” When there are multiple fixes after the “FROM <fix>.” “FROM BUFLO, BILLL, HEREE, OR THERE: RF.” or “FROM BUFLO OR BILLL OR HEREE OR THERE: RF.” 4 - 5 - 4. Procedure Depiction and Processing.

a. Depict conventional STAR routing(s) on a VFR Sectional Chart. When use of a Sectional Chart is not viable, a Terminal Area Chart may be used. The depiction must include the STAR primary and secondary obstacle clearance areas and identification of the contr olling obstacle or terrain used to establish the minimum altitude for each segment published. Depiction of turn expansion areas where two segments are joined is not required on this chart. The service provider will add turn expansion areas during processin g , if not depicted by automation , Charts produced electronically are acceptable and must accurately reflect the scale of the type of chart used and be similar in quality to the original printed version to facilitate use by the flight inspection crew in - flight.

b. For RNAV STARs , use the Terminal Area Route Generation, Evaluation and Traffic Simulation (TARGETS) software tool to produce depictions of the obstacle clearance areas and the controlling obstacles/terrain. The depiction must include the STAR obstacle clearance areas and identification of the controlling obstacle or terrain used to establish the minimum altitude for each segment published. Where two segments are joined, TARGETS will calculate and display the required turn expansion areas. The chart depictio n must accurately reflect the chart scale and be similar in quality to the original printed version to facilitate use by the flight inspection crew in - flight. See Order JO 8200.44, Flight Inspection Services Instrument Flight Procedure Construction , for guidance on what must be submitted for Flight Inspection.

4 - 15 Order 8260.19K c. Complete and forward the applicable forms and pr ocedure depictions to the OSG. For a STAR complete FAA Forms 8260 - 17.1, 8260 - 1 7.2 , STAR (Data Record) , and FAA Form 8260 - 2 worksheet.

4 - 5 - 5. Waivers/Approval R equests. Requests for waivers/approval requests to design (i.e., TERPS) criteria and/or deviation to the requirements specified in this section are processed per s ection 2 - 12 .

a. Requests for deviation from non - criteria items outside the scope of this order, ( e.g. , ATC waivers/approvals, are processed through the S ervice Center OSG ) .

b. Mission Support Services, Airspace Modernization (AJV - S3) , reviews RNAV and RNP STAR waiver/approval requests and will participate in the Procedure Review Board with Flight Standards as needed.

4 - 5 - 6. STAR NOTAMs. NOTAMs issued for STARs are subject to the 224 - day limitation as described within Order 7930.2, Notices to Air Missions (NOTAM). A STAR amendment must be submitted as soon as possible when the NOTAM condition is intended to be a permanent change to the procedure, or when it is known the NOTAM condition will be effective for more than 224 days.

4 - 5 - 7. STAR A mendments. STARs may be amended using either the full amendment or an abbreviated amendment process as specified below . An amendment must ensure periodic review requirements have been met for the procedures and documented . A full amendment requires a complete procedure package (i.e., all necessary forms, maps, and supporting documentation) be developed and submitted for processing. An abbreviated amendment only requires submission of the FAA Form 8260 - 17.1 ( and FAA Form 8260 - 17.2 for RNAV STARs) for p rocessin g. See Order JO 8200.44 for guidance on what must be submitted for Flight Inspection.

a. Both the full and the abbreviated amendment processes require the number in the procedure title to be increased; ( e.g., "EAGUL THREE ARRIVAL" increases to "EAGUL FOUR ARRIVAL" by updating FAA Forms 8260 - 17.1 and 8260 - 17.2 Arrival Name, Number, STAR Computer Code, Superseded N umber and Date ) .

b. A full amendment and procedure submission package is required whenever a change is made to the following items: (1) Arrival Route Description , (2) Transition Routes (Adding/revising) , (3) Airports Served ( o nly when airports are added) , and (4) Holding Patterns (Adding/revising) .

c. An abbreviated amendment may be submitted when a change is made to the items li sted below as specified on FAA Form 8260 - 17.1 ( and FAA Form 8260 - 17.2 for RNAV procedures) .

A P - NOTAM must not be used to affect an ab breviated amendment for STARs.

4 - 16 Order 8260.19K (1) Transition Routes (only when removing) , (2) Procedural Data Notes (e. g. , changes to charted speeds, crossing altitudes, etc.) , (3) Lost Comm Procedures , (4) Controlling Obstacle , (5) Communications , (6) Additional Flight Data, (7) Airports Served ( only when an airport identifier, city/state has changed or an airport is deleted) , (8) Fixes and/or NAVAIDs ( o nly those requested for charting purposes, but are not included in the textual description of the arrival or entere d in the transition route data) , (9) Remarks (that will require a change to what is charted on the procedure) , (10) Altitude changes (RNAV procedures require a DME/DME coverage prediction tool assessment when altitude changes are made) , (11) Heading/course/track number changes made to support a magnetic variation update that does not alter the ground track of the existing procedure , and (12) Holding Patterns (only when removing) .

d. Whenever the “Arrival Name” changes the procedure must be canceled and a new procedure developed.

4 - 5 - 8. Reviews. Reviewing the operational need for procedures by air traffic is a continuous process.

a. Procedures no longer valid, needed, or used, should be considered for cancellation.

b. Continuously review procedures for operational need, accuracy, and initiate NOTAM action when required.

c. Forward requests for changes to the OSG.

4 - 5 - 9. Cancellation. A proponent recommendation to cancel a STAR requires notification of the ATC facilities involved and coordination with the IFP Validation Team . ATC facilities requesting cancellation of STARs must prepare FAA Form 8260 - 17.1 [see paragraph 4 - 5 - 12. c ( 3) ] and FAA Form 8260 - 2 (worksheets) and forward to the OSG with a cover letter requesting cancellation. Forward copies to all affected ATC facilities.

4 - 5 - 10. Military STAR P rocedures. The FAA will develop STARs at joint - use airfields.

STARs developed by military proponents for military airfields are coordinated, processed, and 4 - 17 Order 8260.19K charted in the same manner as civil STARs. Military proponents are responsible for ensuring coordination with the IFP Validation Team and affected ATC facilities.

4 - 5 - 11. Roles and R esponsibilities.

a. The Service Center Operations Support Group (OSG) must: (1) Review each new or revised STAR to ensure accuracy and compliance with the provisions of this order. For RNAV or RNP STARs, the OSG will form a working group, designate a project facilitator a s TARGETS operator, and begin the procedure development process. The review must include, as a minimum : Database integrity checks (WP, fix, etc.) to ensure accuracy of the data and coordination of WP/fix names. RNAV and RNP STARs developed with validated software may be submitted directly to Aeronautical Information Services Quality Assurance for processing.

(2) Ensure that the proposed procedure has been evaluated for potential environmental impacts in acc ordance with Order 1050.1. The Service Center Environmental Specialist assesses the preliminary environmental package to validate that proper environmental guidance has been applied to the proposed procedure.

(3) Complete an initial distance measuring equipment (DME) infrastructure as sessment in accordance with Order 7470.1. This is not required when use of an RNAV or RNP procedure is intended to be limited to GPS - equipped aircraft . When required, request an ESV through the ESV Management System (ESVMS) . If an acceptable DME/DME screening cannot be obtained the procedure must be annotated “GPS REQUIRED . ” Assistance in completing the DME/DME screening is available from the PBN Policy and Support Group.

(4) Evaluate for impact of airport airspace analysis, facilities, and equipment, NAS change proposals (NCPs) or other applicable projects.

(5) Identify items requiring specific approval or waiver [s ee s ection 2 - 12 ] . Provide supporting documentation as needed, ( e.g., flight simulator results, etc. ).

(6) Forward procedure documentation to the respective Service Center OSG FPT . The documentation includes: (a) Original signed and two copies of FAA Form 8260 - 17.1.

(b) FAA Form 8260 - 17.2 (RNAV STARs) .

(c) Applicable FAA Form 8260 - 2 data worksheet (s) .

(d) TARGETS software tool Distribution Package (required for RNAV and RNP STARs).

(e) DME/DME infrastructure assessment results derived from a coverage prediction tool ; including DME limitations based upon line - of - sight or altitude restrictions . GPS 4 - 18 Order 8260.19K performance is not included as a function of the DME/DME coverage prediction tool screening model; DME/DME assessment is not necessary for “GPS required” procedures.

(f) The results of the Service Center environmental review.

(g) Include a VFR sectional chart depicting the STAR off - airway routing and the route protected areas. Depict the controlling obstacles or terrain for each segment published for use at or below 18000 feet MSL in the contiguous United States (CONUS) and at or below FL230 for Alaska and Hawaii. A terminal area chart may be used when it is not possible to develop the procedure on a VFR sectional chart.

(h) For RNAV and RNP STARs, a TARGETS - generated depiction of the route, protected areas, and controlling obstacles or terrain for each segment of the procedure may be submitted in lieu of a sectional chart.

(i) The facility point of contact name and contact information.

(j) For abbreviated amendments, up number, review and submit FAA Form 8260 - 17.1 and FAA Form 8260 - 17.2 t o Aeronautical Information Services via the FPT.

Note : An electronic copy of the procedure package should also be forwarded to Aeronautical Information Services . At the discretion of Aeronautical Information Services , subsequent modifications to RNAV and RNP procedures must be coordinated through the OSG using the electronic document. Procedure revisions require new copies of the appropriate forms, worksheets, and/or TARGETS distribution package to effect changes.

(7) Forward copies of completed documentation received from Aeronautical Information Services to all affected ATC facilities.

b. The Flight Technologies and Procedures Division representative must: (1) When requested by the OSG, assist in developing an equivalent level o f safety for procedure waivers.

(2) Provide technical assistance on the development of new or significantly modified existing STARs.

c. Aeronautical Information Services Instrument Flight Procedures Group must review STARs to ensure obstacle clearance requirements; accuracy of courses, distances, and coordinates; clarity and practicality of the procedures; and assurance of navigational guidance adequacy. Coordinate any discrepancies, required adjustments, or improvements noted during the review process and/or flight inspection with the sponsoring air traffic facility. Additionally: (1) Ensure that the STAR commences at a charted high or low altitude en route fix.

(2) Ensure, in conjunction with flight inspection, that Transition Route MEAs and MOCAs , where required , meet MRA, communication, and airspace requirements. Notify the appropriate ARTCC if NOTAM action is required.

4 - 19 Order 8260.19K (3) Ensure obstacle clearance requirements are met for lost communications instructions using the obstacle clearance criteria for a STAR that is specified in Order 8260.3 and/or Order 8260.58 for the applicable type of route and navigation guidance . If it is determined that obstacles/terrain present a potential problem, coordinate with the applicable controlling facility or facilities for resolution of the matter.

(4) Ensure entry in MAA from available documentation ( e.g., flight inspection reports, ESV reports, etc. ).

(5) Ensure the accuracy of courses, distances, and coordinates.

(6) When required, complete and update fix and waypoint databases based on the submitted FAA Form 8260-2 data worksheets.

(7) Review all waiver/approval requests to ensure compliance with paragraph 4-5-5.

(8) Advise the OSG FPT of any charting issues or publication delays.

(9) After a STAR is complete, forward STAR documentation or data to Flight Inspection.

(10) Forward documentation or data of the flight inspection and original forms or digitally signed data to Aeronautical Information Group for further processing and a copy to the originating Service Center. Critical DME facilities must be annotated on the FAA Form 8260-17.1.

(11) Following Flight Inspection, return the signed form to the applicable Air Traffic Service Area for further processing.

(12) Retain a copy of each approved form with charts, computations, and supporting data to facilitate future reviews.

(13) Include normal distribution copies of FAA Form 8260-2 for Mission Support Services, Aeronautical Information Services, and ARTCC in the package forwarded to the applicable Air Traffic Service Area.

(14) Submit abbreviated STAR amendments for charting in the next available chart cycle.

Forward a copy of FAA Form 8260-1 (if required) and FAA Form 8260-17.1 to Flight Inspection for review.

d. Flight Program Operations must: (1) Flight inspect/validate STARs to ensure obstacle clearance requirements, accuracy of courses, distances, coordinates, clarity and practicality of the procedures and assurance of navigational guidance adequacy.

(2) Ensure that transition route MEAs provide minimum obstruction clearance where required and meet MRA, communication, and airspace requirements.

4 - 20 Order 8260.19K (3) Review all procedures for accuracy of course, distance, and coordinates, flyability, human factors and to ensure the STAR is as simple as possible.

(4) Ensure the facility performan ce will support the procedure.

(5) Forward the results of flight inspection/validation to Aeronautical Information Services .

e. Aeronautical Information Services Aeronautical Information Group must: (1) Conduct a pre - publication review of submitted forms to resolve data conflicts with Aeronautical Information Services and the OSG.

(2) Verify that fix names are not duplicated.

(3) Assign an effective date and publish the STAR and associated fixes/WP in the NFDD authorizing charting agencies to publish the STAR.

(4) File and maintain the original signed copy of the forms or digitally signed data.

(5) When a STAR or WP is canceled, ensure names are made available for future use.

4 - 5 - 12. Preparation of FAA Form 8260 - 17.1, Standard Terminal Arrival (STAR).

a. Title l ine.

(1) Arrival N ame . Enter the name of the STA R ( i.e., CALEB, LACEE (RNAV) ) .

(2) Number. Enter the STAR revision number spelled out (i.e., TWO).

(3) STAR C omputer C ode . Enter th e computer identification code.

(4) Superseded N umber . STAR revision number superseded by this STAR. If original, insert “None.” (5) Dated. Published or revision date of superseded STAR or date of the STAR that is being canceled . Format : MM DD YYYY (i.e., 03/ 12 / 2015).

(6) Effective D ate . Leave b lank. The effective date will normally be completed by Aeronautical Information Services . Enter an effective date only when a specific effective date is required ( i.e. , Magnetic Variation rotation). If the procedure is a “Special,” enter “Special” on this line . Date Format : MM DD YYYY b. Transition r outes.

(1) Transition N ame . Enter the name of each en route transition according to the fix or NAVAID where the en route transition(s) begins. For a transition starting at an existing NAVAID, use the NAVAID name and not the three - letter location identifier . Do not incl ude the word “transition.” 4 - 21 Order 8260.19K (2) Transition C omputer C ode . Enter computer code [ see paragraph 4 - 5 - 2.s ] .

(3) From Fix/NAVAID. Enter the identifier/name of fix/NAVAID where each en route transition begins . Also, include the NAVAID type if applicable (i.e., CETUV or OLM VORTAC).

(4) To Fix/NAVAID. Enter the identifiers/name(s) of all fix/NAVAID(s) that describe the en route transition after the first point, to and including the common point . Also, include the NAVAID ty pe (i.e., CETUV or OLM VORTAC).

Note 1 : If a transition has multiple segments, use one line for each segment.

Note 2 : Document the transition starting fix/NAVAID in the To Fix/NAVAID column for each transition route.

(5) Course. Enter the magnetic course for the transition segment. Specify the magnetic course to the hundredth of a degree ( i.e., 354.24 ) . Aeronautical Information Services will round entries to the nearest whole degree for publication. For conventional procedures also include the radials (i.e., TWN R - 077 & WSN R - 260).

(6) Distance. Enter the distance for each transition segment. Specify the distance to the hundredth of a nautical mile (i.e., 72.48).

(7) MEA. Enter the MEA along each en route transition segment. En route transitions sharing a segment should have the same MEA. If it is the intention to have different MEAs on a segment , note this in the Remarks section of the forms.

(8) MOCA. Always document the MOCA along the route segment. To reduce chart clutter, do not publish MOCAs less than 500 feet below the MEAs.

(9) MAA. Enter the MAA along each en route transition , if required.

(10) Crossing A ltitudes / F ixes . Enter altitude at specified fix when necessary for traffic flow requirements and/or vertical descent profile (i.e., AT/ABOVE FL210). The altitude must not be lower than the MEA.

c. Arrival R oute D escription . Provide a clear and concise textual description of the STAR from the common route starting point to the ending point on the STAR. Include only information pertinent to the arrival procedure. If the arrival route can be clearly understood from a graphic d epiction, a complete textual description is not necessary. Describe the first segment then state, “…thence as depicted t o” the last point on the route.

(1) Document all courses, headings, tracks, and distances to the nearest hundredth unit of measurement.

Note : The arrival route description entries will be published verbatim on the chart, with the exception of courses, headings, tracks, and distance which will be rounded by the charting organization to the nearest whole unit.

4 - 22 Order 8260.19K (2) RNAV and RNP STARs. The textual description of RNAV and RNP STARs requires specific narrative wording to match the leg type information depicted on associated FAA Form 8260 - 17.2, STAR (Data Record) [see table 4 - 5 - 1 for required wording]. For RNAV and RNP STARs that contain runway specific routing specify the landing runway (i.e., Landing Runway 16L): (a) Ensure courses, tracks, headings, distances, altitude, and speed entered on FAA Form 8260 - 17.1, STAR – Standard Terminal Arrival, match the equivalent values and distances entered on FAA Form 8260 - 17.2.

(b) Turn directions must be specified as either “left” or “right” for all RF legs.

Turn directions must be specified as either “left” or “right” for all TF legs when the course change exceeds 90 degrees [ see table 4 - 5 - 1 ] .

Table 4 - 5 - 1 . Leg Type Wording and Required Information FAA Form 8260 - 17.2 FAA Form 8260 - 17.1 FAA Form 8260 - 17.1 Leg Type Wording Required Information TF Track Course / distance / turn direction * RF Radius Distance / turn direction FM Track Course VM Heading Heading * Only specify turn direction for TF legs when amount of turn exceeds 90° (3) When a STAR is canceled [ see paragraph 4 - 5 - 9 ] , enter “Procedure Canceled Effective (Date)” in this section.

d. N otes are separated into three distinct types .

(1) PBN Requirements Notes. List restrictions for navigation performance to fly the procedure.

(a) Document PBN in accordance with paragraph 4 - 5 - 4 , ( e.g., RNAV 1 - DME/DME/IRU or GPS, RNP - 1, GPS, RF ) .

(b) RNAV STARs must indicate “RNAV 1 .” RN P STARs must indicate “RNP 1 . ” Note : Define NavSpec requirements for PBN Requirements box. (e.g., RNAV 1 - DME/DME/IRU or GPS).

(2) Equipment Requirements Notes. List additional equipment required to fly the procedure.

(a) Equipment Requirements note(s) may be required to address the need for specific DME facilities to be operational. These are referred to as “critical DME facilities [ s ee 4 - 23 Order 8260.19K para graph d ] . List critical DMEs if they exist (i.e., BTG Transitions: For non - GPS equipped aircraft OLM must be operational).

(b) STARs that require radar vectors must have a note “RADAR REQUIRED .” (c) All “RNAV 1” STARs that require “DME/DME/IRU” must be annotated with the note: ( i.e., “RADAR REQUIRED FOR NON - GPS EQUIPPED AIRCRAFT.”; “ABC, JKL and XYZ DMEs MUST BE OPERATIONAL” ). Also see paragraph 4 - 5 - 3.e for PBN requirements notes .

Note : When (b) “RADAR REQUIRED” note is used and (c) is also applicable, only use note, “RADAR REQUIRED .” (3) Procedural Data Notes. Enter other restrictions or information not applicable to PBN or Equipment which will appear in note form on the published chart: (a) List procedural data notes for aircraft propulsion restrictions (i.e., “ FOR USE BY JET AIRCRAFT ONLY ”) .

(b) List procedural data notes for changes to charted speeds, crossing restrictions, etc . (i.e., “EXPECT RADAR VECTORS AT OLM” “ BUFLO TRANSITION, ATC ASSIGNED ONLY ” ; “ACFT LANDING EAST SELECT RWY 8L, LANDING WEST SELECT RWY 26R”).

e. Fixes and/or H olding P atterns . Enter those fixes and/or NAVAIDs for which charting is requested but are not included in the textual description of the STAR or entered into transition route data. Also, enter those fixes and/or NAVAIDs at which holding is required and enter the ap plicable holding instructions. Ensure the accompanying FAA Form 8260 - 2, Data Worksheet, contains the same charting instructions.

f. Communications. A p proach control and ATIS frequencies will be charted automatically and therefore need not be document e d within this section. If additional communications are required (for example, ARTCC, tower, etc. ) , enter as follows : “ CHART : MAUI TOWER” or “CHART: OAKLAND CENTER, OAKLAND TOWER . ” g. Airports S erved . Enter all airport ID s (LOCATION ID) for each airport served by the STAR. List the city and two letter state code associated with the airport ID listed . Use both the Location ID from NASR and the ICAO ID , when available, for locations outside the contiguous United States ( e.g. , HNL/PHNL ) or (EWR) .

h. Lost C ommunication P rocedure . ATC is responsible for determining the content of lost communications instructions.

(1) Where potential for confusion exists (i.e., a procedure terminating on a heading), it is preferable to publish specific lost communication guidance on the chart. The guidance should provide specific instructions that permit the aircraft to proceed to an IAF for the approach in use. In order to provide for contingencies, instructions should also provide an alternate procedure with the appropriate fix/ WP to proceed to and hold prior to executing an instrument approach. Do not 4 - 24 Order 8260.19K describe the lost communication procedure using terms or verbiage that could be mistaken for a coded route ( i.e., “track to BUFLO ” ).

(2) This may be left blank when lost communication procedures are the same as in 14 CFR part 91.185 (standard) and there is no potential for confusion. However, it is preferable to provide an appropriate fix to proceed to and hold prior to executing an instrument approach.

i. Remarks. List information/data that is not to be charted ( i.e., administrative data or notes for controller information ) (requested by air traffic control).

Example of “Remark s ” : DO NOT CHART MOCA: FROM MICKY TO TOWN VORTAC TO WSN VORTAC. THESE ITEMS WILL NOT BE SEEN IN T HE NATIONAL FLIGHT DATA DIGEST.

j. Additional F light D ata . List any additional charting instructions, items essential to clarify charting, or information a specialist has determined needs charting as other than a note.

(1) Data may include items such as terrain features, Special Use Airspace, or landing obstacles. Airports not served by the procedure should not be charted unless accompanied by a note in Procedur al Data Notes indicating the reason for charting ( i.e., “ FTR JET ARRIVALS BELOW 5000 MSL ” ).

(2) The primary (arrival airport ID ) magnetic variation of record used to develop RNAV and RNP STAR s ( i.e., MAG VAR : KSEA 17E/20 2 0 ) .

(3) Enter the results of the DME/DME Assessment after completion of the flight inspection. Results will be recorded as : “ DME/DME ASSESSMENT: SAT (RNP 1.0 0 OR 2.0 0 AS APPROPRIATE)”, “DME/DME ASSESSMENT: UNSAT (RNP 1.0 0 ), SAT (RNP 2.0 0 )”, or “DME/DME ASSESSMENT : UNSAT . ” (4) If the DME/DME assessment indicates “UNSAT” or “NOT CONDUCTED ,” the note “GPS REQUIRED ” must be entered in Procedur al Data Notes.

(5) En ter terminus point information [ see paragraph 4 - 5 - 2.h(2) ] .

k. Flight Inspected B y . Leave b lank. Flight Program Operations will enter the name of the airspace system inspection pilot who conducted the flight inspection and date.

l. Developed B y . Enter the name of the procedure specialist. This individual must sign in the “developed by” space and enter the date.

m. Approved B y . Enter the name of the Aeronautical Information Services’ m anager, or delegated representative. This individual must sign in the “approved by” space and enter the date signed. If the procedure is a “Special,” this line will contain the name of the individual in the o rganization responsible for the approval of the procedure being submitted. Signature in this block certifies that the procedure: 4 - 25 Order 8260.19K (1) Was developed in accordance with appropriate policies, directives, standards, and criteria .

(2) Is approved for further processing.

n. Changes and Reasons bl ocks : List changes and then reasons relating to corresponding data entries.

o. Graphic D epiction . Include a graphic depiction of the STAR. Identify on the depiction the WPs, navigation al aids, and holding patterns.

4 - 26 Order 8260.19K Image 4 - 5 - 1 . FAA Form 8260 - 17.1, Standard Terminal Arrival (STAR) 4 - 27 Order 8260.19K 4 - 28 Order 8260.19K 4 - 29 Order 8260.19K F igure 4 - 5 - 1 . FAA Form 8260 - 17.1 , Standard Terminal Arrival ( STAR ), Example 4 - 30 Order 8260.19K 4 - 31 Order 8260.19K 4 - 32 Order 8260.19K 4 - 33 Order 8260.19K F igure 4 - 5 - 2 . FAA Form 8260 - 17.1 , Standard Terminal Arrival (STAR), Example 4 - 34 Order 8260.19K 4 - 35 Order 8260.19K 4 - 36 Order 8260.19K 4 - 37 Order 8260.19K 4 - 38 Order 8260.19K F igure 4 - 5 - 3 . FAA Form 8260 - 17.1, Standard Terminal Arrival (STAR), Example 4 - 39 Order 8260.19K 4 - 40 Order 8260.19K 4 - 41 Order 8260.19K 4 - 42 Order 8260.19K F igure 4 - 5 - 4 . FAA Form 8260 - 17.1, Standard Terminal Arrival (STAR), Example 4 - 43 Order 8260.19K 4 - 44 Order 8260.19K 4 - 45 Order 8260.19K 4 - 46 Order 8260.19K F igure 4 - 5 - 5 . FAA Form 8260 - 17.1, Standard Terminal Arrival (STAR), Cancellation Example 4 - 47 Order 8260.19K 4 - 48 Order 8260.19K 4 - 49 Order 8260.19K 4 - 5 - 13. Preparation of FAA Form 8260 - 17.2, STAR (Data Record).

a. Title l ine.

(1) Arrival Name. Enter the name of the STAR (i .e., LACEE RNAV or JOEHE RNP).

(2) Number. Enter the STAR revision number spelled out (i.e., TWO).

(3) STAR C omputer C ode . Enter th e computer identification code.

(4) Superseded N umber . STAR revision number superseded by this STAR. If original, insert “None.” (5) Dated. Published or revision date of superseded STAR. Format : MM / DD / YYYY (i.e., 03/12/ 2009).

(6) Effective D ate . Leave b lank. The effective date wi ll normally be completed by Aeronautical Information Services . Enter an effective date only when a specific effective date is required (i.e., Magnetic Variation rotation). If the procedure is a “Special,” enter “Special” on this line. Date Format : MM DD YYYY.

b. Fix/NAVAID. Enter the name of the fix or navigational aid (NAVAID) as follows: (1) Enter transition type prior to the first Fix or NAVAID for each transition type (i.e., En Route Transition, Common Route, or Runway Transition).

(2) Enter the approved five - letter pr onounceable name (i.e., CETUV).

(3) Enter the three - letter facility identification and type (i.e., OLM VORTAC).

(4) For procedures with runway transitions, enter the transition runway in the final box after the last fix or NAVAID along with the ICAO airport code (i.e., KSEA: RWY34L).

c. LAT/LONG. Enter the latitude followed by the longitude (separated by a “ /” ) associated with the item listed in in degrees, minutes, seconds, and hundredths of a second ( i.e., 401900.22N / 0785030.21W ) . When using a VM or FM termination leave blank.

d. Enter a “Y” (yes) if the item in the Fix/NAVAID is to be charted. Enter an “N” (no ) if charting is not required . When using a VM or FM termination leave blank.

Note : All fixes or NAVAIDs requiring a change in altitude speed or direction (heading), require charting.

e. FO/FB. Enter “FB” to indicate a fly - by waypoint or “FO” to indicate a fly - over waypoint.

f. Leg T ype . Enter the two - letter leg - type code (i .e., IF, TF, RF, DF, VM or FM).

g. TC. Enter the true course (TC) to the nearest hundredth of a degree (i.e., 164.12).

4 - 50 Order 8260.19K h. DIST (NM) . Enter the distance to the nearest hundredth of a nautical mile ( i.e., 24.64 ) .

Do not enter distances for leg type ending in an “M .” ( e.g. , FM, VM legs ) .

i. Altitude. Enter the altitude rounded to the nearest 100 feet or flight level (FL) in 1000 - foot increments. Label each altitude restriction with the appropriate indicator as listed in table 4 - 5 - 2 .

Table 4 - 5 - 2 . Altitude Indicator Altitude Indic a tor Example AT/ABOVE AT/ABOVE FL210 AT AT 12000 AT/BELOW AT/BELOW 5000 B 13000B17000 j. Speed. Enter speed restrictions where necessary for procedure containment or traffic flow requirements. Label each speed restriction with the appropriate indicator as listed in table 4 - 5 - 3 followed by K.

Table 4 - 5 - 3 . Speed Indicator Speed Indicator Example AT AT 240K AT/BELOW AT/BELOW 280K k. Remarks. Enter the en route transition computer code and any other pertinent information that would clarify the reason for a data entry.

(1) Enter en route transition and common route computer code.

(2) Enter RF leg radius, turn direction [clockwise (CW) or counterclockwise (CCW)], arc center waypoint, and latitude/longitude ( i.e., 7.5 NM RADIUS CCW ARCWP (474412.10N / 1222500.21W) ) .

4 - 51 Order 8260.19K Image 4 - 5 - 2 . FAA Form 8260 - 17.2, STAR (Data Record) 4 - 52 Order 8260.19K Figure 4 - 5 - 6 . FAA Form 8260 - 17.2 , STAR (Data Record) , Example 4 - 53 Order 8260.19K 4 - 54 Order 8260.19K Figure 4 - 5 - 7 . FAA Form 8260 - 17.2, STAR (Data Record), Example 4 - 55 Order 8260.19K 4 - 56 Order 8260.19K Figure 4 - 5 - 8 . FAA Form 8260 - 17.2, STAR (Data Record), Example 4 - 57 Order 8260.19K 4 - 58 Order 8260.19K 4 - 59

Order 8260.19K Section 4 - 6. RNAV Procedure Development 4 - 6 - 1. General. This section contains supplementary guidance for the development of RNAV instrument procedures. RTCA DO - 201A, Standards for Aeronautical Information, has established operational requirements and standards that aviation authorities, procedure designers, an d airspace planners must consider when developing en route, arrival, approach, departure, and aerodrome environments. This guidance provides a standardized method of processing RNAV instrument procedures using information from this RTCA document.

4 - 6 - 2. RNAV Approach Procedure D esign. Criteria for the development of RNAV instrument procedures can be found in Order 8260. 58 and other related 8260 - series o rders .

a. All RNAV instrument approach procedures should be connected to the en route airway system in order to provide a seamless transition into the Terminal Area. Accomplish this by one of the following methods: (1) Establish a feeder route from the en route airway to initial approach fixes (IAFs) not on an airway.

(2) Extend the “T” leg initial segment to place the IAF on an en route airway. Do not extend the “T” leg more than 10 nautical miles (NM) from the intermediate fix.

(3) Use a modified form of the basic “T” (L or I) or a route type approach.

(4) Establish a Terminal Arrival Area (TAA) as prescribed in Order 8260.58 , c hapter 2 .

(5) In lieu of the above, use a STAR that terminates at an IAF or IAF/IF.

b. The RNAV procedure should, whenever and wherever possible, match the ILS at the same runway in the following respects : final and intermediate segment procedure ground track, missed approach, altitudes, fix locations/names, GPAs, and TCHs. Nothing in this policy requires an RNAV procedure to emulate a procedure turn used on an underlying ILS procedure.

Due to the many varia bles involved in procedure design, especially relating to the very different aspects of ILS and RNAV design, it is impractical to set standards for all possible ILS/RNAV designs; therefore, in lieu of hard and fast design standards, use the following design guidelines: (1) When designing an RNAV procedure at an ILS equipped runway, the RNAV procedure should emulate the ILS procedure to the maximum extent possible. In other words, if the ILS needs updating (i.e., PFAF placement to meet new/current standards), publish updated ILS and RNAV procedures concurrently. In emulating an ILS, do not include either a basic “T” or TAA in the RNAV IAP unless specifically requested by Air Traffic.

(2) If the ILS PFAF occurs at the LOC FAF, emulation of the ILS by the RNAV procedure may be a simple matter. In this case, the RNAV PFAF can be placed at the LOC FAF location and thus coincidence will have been achieved for the ILS PFAF, LOC FAF, and RNAV PFA F. Use the LOC FAF name for the RNAV PFAF name. Revising the ILS procedure will, in all likelihood, not be necessary.

4 - 60 Order 8260.19K (3) For a variety of reasons, the situation described in paragraph 4 - 6 - 2 . b ( 2) is seldom found in practice. Where the ILS PFAF is not collocated with the existing LOC FAF, the associated LOC portion of the ILS procedure may have to be revised at the same time the new RNAV IAP is developed.

(a) If the present LOC FAF is defined by DME, intersection or radar, revise the ILS procedure by relocating the LOC FAF to coincide with the RNAV PFAF which can be placed at the vertical descent angle interception point for the given ILS glide slope angle/TCH and LOC FAF altitude. Use the LOC FAF name for the RNAV PFAF name.

(b) If the present LOC FAF is defined by a facility such as an OM or locator outer marker (LOM) and localizer DME is available, define the LOC FAF using DME and collocate the LOC FAF and RNAV PFAF as in the option of paragraph 4 - 6 - 2 . b ( 3) ( a) . If possible, retain the present facility name for use at the LOC/RNAV FAF.

c. Establish an LNAV FAF for all new RNAV procedures at a location that will support a collocated PFAF for future RNP, LNAV/VNAV, and/or WAAS/ GBAS procedures.

d. RNAV RNP procedures may be designed to support minimums with different RNP values in the final approach segment. The largest RNP value is the one that will be coded into the avionics database (pilots will have the ability to enter the lower values if their equipment permits).

e. ILS and/or LOC procedures may be combined with RNAV (GPS) procedures provided the additional requirements established in paragraph 8 - 2 - 2.c are met. This will permit use of an ILS/LOC with the same ground track as the RNAV (GPS) procedure. When combining procedures, consideration must be given to the number of lines of minima that are possible and the potent ial human factors implications.

Note : There are also option s to publish separate ILS/LOC approach es using strictly conventional criteria , using strictly RNAV criteria for in itial, i ntermediate, and missed approach segments, or using a combination of both conventional and RNAV “Initial segment” criteria. A Terminal Arrival Area (TAA) must not be used on ILS/LOC procedures containing a conventional missed approach. See paragraph s 8 - 6 - 3 for TAA instructions and 8 - 6 - 8 for chart annotations.

(1) Procedure naming will be in accordance with Order 8260.3 , paragraph 1 - 6 - 2 .

(2) No more than five lines of minima can be published. For example, the following are several of possible options: S - ILS 36 S - ILS 36 S - ILS 36 LPV DA LNAV/VNAV DA LNAV MDA LNAV/VNAV DA LNAV MDA CIRCLING LNAV MDA 4 - 61 Order 8260.19K 4 - 6 - 3. Developing RNAV W aypoint.

a. In establishing the position of a waypoint fix, determine which category of fix will best meet the airspace, route of flight, obstacle clearance, and operational requirements. Fly - by and f ly - over fixes are the two basic types of waypoint fixes that are used in transitioning from one route segment to another when conducting instrument approach, en route arrival, or departure procedures.

(1) Fly - by (FB) waypoint fixes identify a position where a change in course occurs from one specified route segment to another. Turn anticipation is required and expected as the aircraft executes the turn maneuver. The FB waypoint fix is the most desired and u seful type for use in RNAV procedure design due to the conservation of airspace. Unless otherwise required by the procedure design, all waypoint fixes defining a course change must be coded in the navigation database as FB.

(2) Fly - over (FO) waypoint fixes may or may not identify a change in course from one specified route segment to another. Turn anticipation is not permitted. FO fixes require substantially more airspace to protect for the turn than FB fixes and should be used only where special design problems necessitate.

b. FAA 8260 - series forms must document waypoint type for all waypoint fixes used in RNAV procedure design. Because of the different obstacle assessments conducted, FO and FB information is critical to flight crews and should be consistently displayed on aeronauti cal charts and in navigational databases. The waypoint type (FO/FB) is documented on FAA Forms 8260 - 3/5/7A as applicable [ see paragraph 8 - 6 - 4.a(6) ] .

c. En r oute. Do not establish RNAV WPs at NAS en route facilities. Do not establish RNAV WPs at conventional en route fixes when used as feeder fixes for RNAV procedures.

d. Terminal. Develop terminal use RNAV WPs based on usage as follows: (1) Missed a pproach p oint. Normally the MAP is at the threshold but may be located prior to the threshold, on or off runway centerline.

(2) MAP l ocated at t hreshold. The landing threshold is contained in the r unway file in the RNAV database . Do not document a MAP located at the landing threshold on a FAA Form 8260 - 2.

(3) MAP not located at t hreshold. The landing threshold will be the reference point. True bearing is from reference point to MAP. If the MAP is on runway centerline extended, use the reciprocal of the landing runway true bearing. Distance is from reference point to MAP.

(4) Final a pproach f ix. Establish the location of the FAF as a true bearing and distance as follows: (a) Final approach course aligned through threshold. Use landing threshold as reference point.

4 - 62 Order 8260.19K (b) Final approach course not aligned through threshold. Use MAP as reference point.

(5) Intermediate f ix (IF). Establish the location of the IF as a true bearing and distance as follows: (a) No c ourse c hange at FAF. Utilize the same reference point used to establish the FAF.

(b) Course c hange at the FAF. Use the FAF as the reference point.

(6) Initial a pproach f ix. Establish the location of the IAF as a true bearing and distance as follows: (a) No c ourse c hange at the IF or FAF . Utilize the same reference point used to establish the FAF.

(b) No c ourse c hange at the IF, with a course change at the FAF. Use the FAF as the reference point.

(c) Course c hange at the IF. Use the IF as the reference point.

(7) Feeder f ix. If a WP is required for use as a feeder fix, and will not be an en route fix, establish the location of the feeder fix as a true bearing and distance as follows: (a) No c ourse c hange at the IAF. Utilize the same reference point used to establish the IAF.

(b) Course c hange at the IAF. Use the IAF as the reference point.

(8) Missed a pproach. For all WPs in the missed approach, after the MAP, use the preceding WP as the reference point.

(9) Stepdown f ixes within s egments. Establish the location of waypoints used as stepdown fix(es) within a segment as a bearing and distance from the waypoint/fix that marks the beginning of the next segment in the procedure sequence (e.g., IAF, IF, FAF, etc.). For example, the forward true bearing from IF to IAF is 290.34 degrees. Establish the coordinates for stepdown fix waypoints on bearing 290. 34 degrees from the IF at the desired distance(s) between the IF and IAF.

Note : Use this method to determine stepdown fixes in all segments .

4 - 6 - 4. RNAV L eg T ypes.

a. Different types of arrival, approach, departure, and en route segments are required for RNAV. Consideration of these requirements during procedure design will result in a more efficiently designed flight path for all operators using airspace; particularly those equipped with 4 - 63 Order 8260.19K computer - based navigation systems. These systems require encoding RNAV route segment flight paths into a format usable in navigation databases.

b. The aviation industry has adopted a route segment definition called “path and terminator.” This concept is used for transforming arrival, approach, and departure procedures into coded flight paths that can be interpreted and used by a computer - based naviga tion system.

A path terminator instructs the aircraft to navigate from a starting point along a defined path to a specified point or terminating condition. The path terminators are identified by a set of two alpha - characters, each of which has a meaning wh en describing a flight maneuver to a navigation computer. The first character indicates the types of flight path to be flown, and the second indicates where the route segment terminates. For example, a designated route from a NAVAID to a fix would be coded as “TF.” The “T” indicates that a track is to be flown, and the “F” indicates that the segment terminates at a fix. There are over twenty different path and terminator sets (“leg types”) used by the aviation industry to accommodate the coding of procedure route segments. However, only a limited few are suitable for use in RNAV procedure design.

4 - 6 - 5. RNAV L eg T ype D escriptions.

a. Initial f ix. This is the point or fix where a flight segment begins. An IF is not a route segment and does not define a desired track in and of itself. It is used in conjunction with other leg types such as a TF leg in order to define the desired segment.

Note : “ IF” in this context is not to be confused with IAF or IF; however, it may be located at one of these locations for coding purposes.

b. Track - to - f ix (TF) l eg. This designates a track or geodesic path between two fixes. If the TF leg is the first route segment of a flight path, the TF leg begins at an IF; otherwise, the first fix of the TF leg is the termination fix of the previous route segment. The TF leg i s the primary straight route segment for RNAV.

c. Constant r adius to a f ix (RF) l eg. An RF leg defines a curved path route segment about a defined turn center that terminates at a fix. The RF leg begins at the termination fix of the previous route segment. The previous segment is tangent to the arc of the RF leg at that fix.

Waypoints defining the beginning and end point of the RF turn must be designated as “Fly - by.” d. Course - to - a ltitude (CA) l eg. A CA leg defines a specified path terminating at an altitude.

A CA leg must specify a course and altitude. See Order 8260.58 for conditions when use of a CA leg required.

e. Direct - to - f ix (DF) l eg. A DF leg is used to define a route segment (geodesic path) that begins at an aircraft present position, or unspecified position, and extends to a specified fix.

f. Heading - to - an - a ltitude (VA) l eg. The VA leg is used in a departure route segment where a heading rather than a track has been specified for climb. The VA segment terminates at a specified altitude without a terminating position defined.

g. Course - to - f ix (CF) l eg. The CF leg is defined as a magnetic course that terminates at a fix.

4 - 64 Order 8260.19K h. Heading to a m anual t ermination (VM) l eg. A VM leg is a manual termination leg used whenever a departure or arrival route description specifies a course or heading to fly in expectation of a radar vector.

i. Heading to an i ntercept (VI) l eg. A VI leg defines a specified heading to intercept the subsequent leg at an unspecified position.

j. Fix to a manual termination (FM) leg. A course from a fix to a man ual termination leg used in departure or arrival procedures when a route segment is expected to be terminated by radar vectors.

4 - 6 - 6. Final Approach Segment D ata.

a. Final Approach Segment ( FAS ) data is described and attained using established TERPS criteria in Order 8260. 58 , c hapter 3 . This data is compiled and formed into what is called the FAS d ata b lock. The method of protection required for this flight data is known as the c yclic r edundancy c heck (CRC).

b. Document FAS D ata B lock information on either FAA F orm 8260 - 3 or 8260 - 7A, whichever is applicable . Guidance on producing data that are placed on this form is located in a ppendix K .

c. FAS d ata b lock coordinates must be in same coordinate system as the ground survey data (WGS - 84 preferred) .

4 - 6 - 7. Remote A ltimeter S etting for Baro - VNAV. Baro - VNAV systems cannot fly to approach minimums based on a remote altimeter setting. Therefore, when the primary altimeter source is from a remote location, LNAV/VNAV is not authorized to be flown using Baro - VNAV. When the primary altimeter source is local, and a secondary altimeter source is remote, LNAV/VNAV minimums must be noted as not authorized (NA) to be flown with Baro - VNAV when the secondary altimeter is in use. See paragraph 8 - 6 - 10.e(8) for applicable chart note to use.

4 - 6 - 8. Critical T emperature. Temperature limits above and below which Baro - VNAV operations are not authorized are published on RNAV instrument approach procedures. Current RNAV criteria standards provide the formulas to compute the critical temperatures for the airport of intended landing . See paragraphs 8 - 6 - 10.r and 8 - 7 - 1.c(10) for charting and documentation requirements.

4 - 6 - 9. DME/DME S creening M odel.

a. Apply a DME/DME coverage prediction tool screening model to ensure satisfactory availability and geometry of DME navigation signals for RNAV arrivals, instrument approach es (when requested) and departure procedures, and RNAV “Q” routes to support use of FMS - equipped aircraft that are DME/DME capable. A valid DME/DME coverage prediction tool may be used in lieu of flight inspection for coverage verification on procedure and route segments at and above FL 180. Below FL 180, a valid DME/DME coverage prediction tool and flight 4 - 65 Order 8260.19K inspection is required [ s ee Order 8200.1 f or more detailed information regarding flight inspection requirements ] .

b. The AIRNAV database is continually updated and NAVAID facility locations, which are identified via latitude, longitude , and elevation, periodically change due to survey updates or physical relocation. Differences between NAVAID facility locations identified in DME/DME coverage prediction tool results and the AIRNAV database during procedure development are acceptable if within the following tolerance limits: (1) A 300 - foot or less difference in NAVAID f acility latitude/longitude; and (2) A 75 - foot or less difference in NAVAID facility elevation .

4 - 6 - 10. Additional D ocumentation with Baro - VNAV (LNAV/VNAV and RNP), GBAS, and/or WAAS Instrument Approach Procedures.

a. Enter a 5 - digit WAAS/ GB AS channel number into the Additional Flight Data block of the 8260 - series FAA form [ see paragraph 8 - 6 - 11.j(1) ] . A block of WAAS channel numbers is allocated to the Aeronautical Information Services . GB AS channel numbers must be calculated using a specific frequency that is currently obtained from Region Spectrum Management Office.

This paragraph does not apply to RNAV RNP procedures.

b. Enter a pproach ID ( e.g., W09A/G18A into the Addition al Flight Data block of the 8260 - series FAA forms [ see paragraph 8 - 6 - 11.j(1) ] ) . This is the same as the Reference Path Identifier described in appendix K and is part of the FAS d ata b lock. This paragraph does not apply to RNAV RNP procedures.

c. Enter “Critical Temp” data as specified in paragraph 4 - 6 - 8 .

d. Due to limited WAAS coverage at certain locations, a restriction may be required on procedures where WAAS can be used for vertical navigation on a procedure containing LNAV/VNAV minima. This restriction is portrayed on the instrument procedure chart with a negative - type “W” icon that signifies WAAS signal outages may occur daily and that these outages will not appear in a NOTAM. At locations where LNAV/VNAV minima are published and it has been determined that there is no WAAS coverage whatsoever, a note wil l be placed on the approach plate that reads “WAAS VNAV NA.” Document this in the “N otes ” s ection of the FAA Form 8260 - 3/7A as: “CHART NOTE : WAAS VNAV NA.” e. Document the applicable PBN N av S pec required on the chart. See paragraph 8 - 6 - 8 .

f. Document the RNP value (e.g., RNP 1.0 0 or RNP 0.15) used for each segment (except the final segment) in the “T o ” block of the “Terminal Routes” section on FAA Form 8260 - 3 [ see paragraph 8 - 6 - 4.a(6) ] . Additionally, when the RNP for feeder, initial and/or intermediate segments are less than standard, a note stating the required RNP value must be placed adjacent to the applicable fix at the beginning of the Feeder Route for less than standard RNP along the route to the IAF only; or IAF (IF, if there is not an Initial segment prior to the IF) for less than standard RNP from the IAF (or IF) to the PFAF . If there is more than one RNP value within these portions of the procedure, the lowest RNP value is to be charted at the beginning fix .

4 - 66 Order 8260.19K Document this in the “Notes” section of FAA Form 8260 - 3. Use “ CHART PLANVIEW NOTE AT (FIX NAME): (RNP 0.XX). ” g. RNAV s peed restrictions [ see Order 8260.58, c hapter 1 ] must be noted on the chart. Use “ CHART SPEED ICON IN PLANVIEW AT LUCIG : MAX 190 KIAS. ” For a n RF turn, specify the point where the restriction starts and the point at which the restriction is no longer required.

Use “ CHART PLANVIEW NOTE AT NILCI : DO NOT EXCEED 200 KIAS UNTIL HIVUD. ” A s peed restriction that appl ies to the missed approach procedure will be specified in parenthesis at the beginning of the missed approach instructions [ see paragraph 8 - 6 - 6.d(11) ] and must not appear in the planview of the chart .

h. RNP criteria require a wing (semi) span value for narrow and wide body aircraft to be used when calculating the v ertical e rror b udget (VEB). When the narrow body value is used, a note must be placed on the approach chart to alert the pilot of this limitation. Use “ CHART NOTE: PROCEDURE NA FOR AIRCRAFT WITH WINGSPAN GREATER THAN 136 F EE T .” 4 - 67

Order 8260.19K Chapter 5. Airspace Section 5 - 1. Obstruction Evaluation (OE) 5 - 1 - 1. General. Title 14 CFR part 77 requires that the Administrator be notified prior to the construction or alteration of structures that might present a hazard to flight. FAA Form 7460 - 1, Notice of Proposed Construction or Alteration, is the medium for that notification of construction or alteration.

5 - 1 - 2. Responsibility and P rocessing of FAA Form 7460 - 1. The Office of Airports and the Aeronautical Information Services Obstruction Evaluation Group ha ve the responsibility to process all FAA Form 7460 - 1 s in accordance with 14 CFR part 77 and Order JO 7400.2. In this regard, Aeronautical Information Services must ensure a complete evaluation of the effect the proposed construction or alteration will have on IFR procedures, including the visual portion of a final approach segment, is provided to Air Traffic. The complete evaluation includes evaluation of the ef fect upon existing and proposed instrument flight procedures and the effects of airport plans on file to instrument flight procedures as they relate to the proposed object. Aeronautical Information Services must also assist Air Traffic in reconciling possi ble discrepancies in IFR findings made by the military services. Aeronautical Information Services must limit their response to findings of “IFR Effect” or “No IFR Effect.” The process of an obstacle evaluation is captured within the Internet Obstruction Evaluation/Airport Airspace Analysis ( i OE/AAA) system. All comments and evaluations should be captured within this system to ensure consideration. Office of Airports has responsibility for 7460 - 1/Part 77 NRA Evaluations on airport property.

5 - 1 - 3. Review of Notices. FAA s ervice p roviders, n on - FAA s ervice p roviders , and Flight Standards personnel, when becoming involved in the evaluation of Notices of Construction or Alteration, should be thoroughly familiar with applicable parts of Order JO 7400.2. The Flight Technologies and Procedures Division representative evaluates OE cases for effect in accordance with the Code of Federal Regulations and policies set forth in Order 8900.1, Flight Standards Information Management System; 8260 - series o rders; Order JO 7400.2, and other applicable directives. The effect of a proposed structure on aircr aft operations must be fully stated.

Consultation with the appropriate FSDO and/or FIOG may be helpful in formulating comments/recommendations. In all cases, the primary responsibility and the first consideration is set forth in 14 CFR part 77 , which states : “Evaluate the effect of the proposed construction or alteration on safety in air commerce and the efficient use and preservation of the navigable airspace and of airport traffic capacity at public use airports” [see 14 CFR part 77.5 ] .

5 - 1 - 4. Adjustments to Instrument Flight Procedures. When requested, F light Standards specialists may provide recommendations regarding what procedure adjustments may mitigate the effect. Aeronautical Information Services will be notified when construction will begin and appropriate action (e.g., NOTAM action) will be initiated . Aeronautical Information Services must not amend a procedure until receipt of the “Actual Notice of Construction,” or other notification relative to an obstacle that will have a procedural effect.

5 - 1

Order 8260.19K Section 5 - 2. Designation of Controlled Airspace 5 - 2 - 1. General. To afford separation from other aircraft, all instrument flight procedures , to include the TAA, must be contained in controlled airspace to the maximum extent possible within the capabilities of the ATC system.

5 - 2 - 2. Air Traffic R esponsibility. It is the responsibility of the applicable Air Traffic Service Area to determine the type and amount of controlled airspace that can be established to encompass instrument flight procedures, including departures from the airport.

a. If the TAA overlies c lass B airspace, in whole or in part, the ATC facility exercising control responsibility for the airspace may recommend minimum TAA sector altitudes. It is the responsibility of the ATC facility providing approach control service for the airport to resolve TAA altitude and overlapping airspace issues with adjoining ATC facilities. Modify the TAA to accommodate controlled/restricted/warning areas as appropriate.

b. When notified that an RNAV approach and a standard TAA are being initiated for an airport not underlying controlled airspace, the applicable Air Traffic Service Area must initiate rulemaking action to establish a ( 1200 - f oo t AGL) c lass E airspace area with an appropriate radius of the ARP to accommodate the TAA. If a modified TAA is proposed, the airspace will be sized to contain the TAA. The TAA will not be charted or implemented until controlled airspace actions are completed.

5 - 2 - 3. Service Provider A ction s .

a. Determine airspace requirements for all original IAPs. Analyze IAP amendments, which affect any fix, course, or altitude to determine if existing airspace must be extended or can be reduced. Similarly, analyze IAP cancellations to determine if existing air space can be reduced.

Each s ervice p rovider (includes military service providers) must coordinate with the applicable Air Traffic Control facility to determine if further procedure development needs to be delayed pending any airspace action.

b. Each s ervice p rovider analysis, in accordance with the provisions of this section, must include, in part, a determination of the minimum required length and width of the c lass B/C/D/E s urface a rea extensions, and/or any c lass E 700 - f oo t airspace extension.

c. Document data, as described in paragraph 5 - 2 - 4.k , on the FAA Form 8260 - 9, Standard Instrument Approach Procedure Data Record, supports the IAP being designed. See paragraph 8 - 7 - 1.e “ Part D : Airspace ” for forms completion guidance. Forward this data to the appropriate Air Traffic Service Area.

Note : This information mus t also be submitted to the Air Traffic Service Area by any acceptable method for processing . However, to avoid loss of historical data, it is still required that all s ervice p roviders make the entry in FAA Form 8260 - 9, “Part D: Airspace , ” for permanent record.

5 - 2 Order 8260.19K 5 - 2 - 4. Terminal A irspace. The following criteria must be used to determine the required minimum length and width of c lass B/C/D/E s urface a rea and/or c lass E 700 - f oo t airspace extensions.

a. The requirement to designate controlled airspace is contained in Order JO 7400.2.

b. The nearest 100 - f oo t principle must be applied to determine the hei ght of the controlling terrain.

Example : A terrain elevation of 249.99 f ee t MSL would be considered as 200 f ee t; 250.00 f ee t MSL as 300 f ee t.

Note : Use of the following computation methods must consider the primary area of all applicable segments of any IAP under analysis. Any arrival extensions must be the result of “worst - case scenario” analyses, reflecting the greatest amount of controlled airspace required.

c. Class B/C/D/E s urface a rea e xtensions. Establish an extension of the c lass B/C/D/E s urface a rea whenever an IAP authorizes descent to an altitude less than 1000 f ee t above the surface at a point outside the basic surface area. Where multiple approach procedures are established utilizing the same approach course, the extension length and/or width must be based on the approach, or approach combinations, requiring the g reatest length and/or width respectively. When designing instrument procedures at airports with class B airspace, it is important to note the requirements of Order JO 7400.2, paragraph 15 - 2 - 3, which states that the class B vertical limit “...may be adjuste d to coincide with runway alignment, adjacent airports, other regulatory airspace, etc., but must encompass, as a minimum, all final approach fixes and minimum altitudes at the final approach fix.” This requirement includes the glide slope/glide path inter cept point for vertically guided procedures. Any deviation to this requirement must be approved by Airspace Services.

(1) Procedures with v ertical g uidance. Where ILS, WAAS (LPV), GBAS , LNAV/VNAV, etc. procedures are involved, the 1000 - f oo t point is established as follows: (a) Determine the elevation of the highest terrain in the final approach (primary area, or the “W” and “X” surfaces, as appropriate).

(b) Add 1000 f ee t to the terrain as described in figure 5 - 2 - 1 . A nd subtract the MSL elevation of the TCH.

(c) Divide the result by the GS tangent using formula 5 - 2 - 1 .

5 - 3 Order 8260.19K Formula 5 - 2 - 1 .

𝑎 − ( 𝑏 + 𝑐 ) + 1000 𝑑 = 𝑡𝑎𝑛 (  ) W here: a = highest terrain b = THRe c = TCH  = Glidepath Angle d = Dist (feet) THR to 1000 - foot point Example 5 - 2 - 1 .

500 − ( 250 + 50 ) + 1000 22896 . 39 = . 05241 22896 . 39 = 3 . 77 𝑁𝑀 = 1000 𝑓𝑒𝑒𝑡 Note : To compute the 1500 - f oo t point, substitute 1500 for 1000 in formula 5 - 2 - 1 .

Figure 5 - 2 - 1 .

5 - 4 Order 8260.19K (d) When the GS (or EL) is inoperative, the altitude for flying the LOC - only (or AZ - only) may require an additional c lass B /C/D/E s urface a rea extension. Therefore, the 1000 - f oo t point for LOC - only (or AZ - only) should be determined in the same manner as for non - precision SIAPs [ see paragraphs 5 - 2 - 4 . c ( 2) through 5 - 2 - 4 . c ( 4) ] .

(e) To locate a 1000 - f oo t point in a segment prior to the FAF, apply the provisions of paragraphs 5 - 2 - 4 . c ( 2) through 5 - 2 - 4 . c ( 5) .

(2) Non - precision approach procedures (NoPT w/FAF): (a) When the SIAP specifies a minimum altitude at the FAF greater than 1000 f ee t above the highest terrain in the final segment, the 1000 - f oo t point is assumed to be inbound from the FAF at a distance determined by application of a descent gradient of 500 ft / NM for distances in excess of 7 NM from runway threshold, and 300 f t/ NM for distances at/less than 7 NM from the runway threshold ( i.e., use both gradients to compute the 1000 - f oo t point when the final segment is longer than 7 NM ) [ see figure 5 - 2 - 2 and figure 5 - 2 - 3 ] .

Example 5 - 2 - 2 .

1000 feet AGL + 200 feet Terrain = 1200 feet MSL 2100 feet MSL – 1200 feet = 900 feet 900 feet / 300 feet/NM= 3 NM 7(FAF) - 3=4NM=1000 - foot Point Figure 5 - 2 - 2 .

5 - 5 Order 8260.19K Example 5 - 2 - 3 .

1000 feet AGL + 500 feet Terrain = 1500 feet MSL 3000 feet MSL – 1500 feet = 1500 feet 9 ( FAF ) − 7 = 2 NM × 500 feet per NM =1000 feet 1500 feet – 1000 feet / 300 feet per NM = 1.67 NM 7 NM − 1.67 NM = 5.33 NM = 1000 - foot Point Figure 5 - 2 - 3 .

5 - 6 Order 8260.19K (b) When the SIAP specifies a minimum altitude at the IF greater than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 f t/ NM descent from the IF [ see figure 5 - 2 - 4 ] .

Example 5 - 2 - 4 .

1000 feet AGL + 1000 feet Terrain = 2000 feet MSL 3500 feet (IF) – 2000 feet = 1500 feet 1500 feet / 500 feet per NM = 3 NM 11 NM – 3 NM = 8 NM = 1000 - foot Point Figure 5 - 2 - 4 .

(3) Non - precision a pproach p rocedures with p rocedure t urn (PT): (a) P rocedure t urn o ver f acility (on - airport, no - FAF) : Where a facility is located on the airport (NDB, VOR, VORTAC) and the SIAP does not incorporate FAF, the 1000 - f oo t point is assumed to be on the PT inbound leg, 7 NM from the facility for a 10 - NM PT, or 5 NM from the facility for a 5 - NM PT [ see figure 5 - 2 - 5 ] .

5 - 7 Order 8260.19K Figure 5 - 2 - 5 .

(b) PT o ver FAF: 1. When the SIAP specifies a minimum altitude at the FAF less than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be 7 NM outside the FAF on the PT inbound leg for a 10 - NM PT, and 5 NM on the PT inbound leg for a 5 - NM PT [ see figure 5 - 2 - 6 ] .

Figure 5 - 2 - 6 .

5 - 8 Order 8260.19K 2. When the SIAP specifies a minimum altitude at the FAF less than 1000 f ee t above the highest terrain in the final segment, but greater than 1000 f ee t above the highest terrain in the intermediate segment, establish the 1000 - f oo t point at the FAF.

3. When the SIAP specifies a minimum altitude at the FAF greater than 1000 f ee t above the highest terrain in the final segment, establish the 1000 - f oo t point as per paragraph 5 - 2 - 4 . c ( 2)(a) .

(c) PT o ver f acility/ s tepdown f ix after the FAF: 1. Where the SIAP specifies a minimum altitude at the FAF less than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be outside the FAF on the PT inbound leg at a distance determined by application of a 200 f t/ NM descent to the FAF [ see figure 5 - 2 - 7 . ] .

Example 5 - 2 - 5 .

1000 feet AGL + 600 feet Terrain = 1600 feet MSL 1600 feet – 1100 feet (FAF) = 500 feet 500 feet / 200 feet per NM = 2. 5 NM 5 NM (FAF) + 2.5 = 7.5 NM = 1000 - foot Point Figure 5 - 2 - 7 .

5 - 9 Order 8260.19K 2. Where the SIAP specifies a minimum altitude at the final stepdown fix less than 1000 f ee t above the highest terrain in the final segment, while specifying a minimum altitude at the FAF greater than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be inbound from the FAF at a distance determined by application of a 300 ft / NM descent gradient from the FAF. Use 500 ft / NM descent gradient for the distance that the FAF exceeds 7 NM from the threshold [ see figure 5 - 2 - 8 ] .

Example 5 - 2 - 6 .

1000 feet AGL + 670 feet Terrain = 1670 feet MSL 2000 feet (FAF) – 15670 feet = 330 feet 330 feet / 300 feet per NM = 1.1 NM 5 NM (FAF) – 1.1 NM = 3.9 NM = 1000 - foot Point Figure 5 - 2 - 8 .

5 - 10 Order 8260.19K 3. Where the SIAP specifies a minimum altitude at the final stepdown fix greater than 1000 f ee t above the highest terrain in the final segment, the 1000 - f oo t point is assumed to be inbound from the final stepdown fix at a distance determined by application of a 300 ft / NM descent gradient from the final stepdown fix. Use 500 ft / NM descent gradient for the distance that the stepdown fix exceeds 7 NM from the threshold [ see figure 5 - 2 - 9 ] .

Example 5 - 2 - 7 .

1000 feet AGL + 300 feet Terrain = 1300 feet MSL 1700 feet (Stepdown) – 1300 feet = 400 feet 400 feet / 300 feet per NM = 1.3 NM 5 NM (S/D) – 1.3 NM = 3.7 NM = 1000 - foot Point Figure 5 - 2 - 9 .

(d) PT o ver s tepdown prior to the FAF: C ondition : Distance between the stepdown fix/facility and the FAF less than 5 NM [ see Order 8260.3 ] .

5 - 11 Order 8260.19K 1. If the PT completion altitude is equal to or greater than, but the minimum altitude at the stepdown fix/facility is less than 1000 f ee t above the highest terrain in the segment underlying the course reversal, the 1000 - f oo t point is assumed to be 7 NM from the stepdown fix/facility on the PT inbound leg [ see figure 5 - 2 - 10 ] .

Figure 5 - 2 - 10 .

2. If the minimum altitude at the stepdown fix/facility is greater than 1000 f ee t above the highest terrain in the segment between the fix/facility and the FAF, the 1000 - f oo t point is assumed to be inbound from the fix/facility at a distance determined by application of a 300 ft / NM descent from the stepdown fix/facility [ see figure 5 - 2 - 11 ] .

Example 5 - 2 - 8 .

1000 feet AGL + 2000 feet Terrain = 3000 feet MSL 3100 feet (Stepdown) – 3000 feet = 100 feet 100 feet / 300 feet per NM = 0.3 0 NM 4 NM (S/D) – 0.3 0 NM = 3.7 NM = 1000 - foot Point 5 - 12 Order 8260.19K Figure 5 - 2 - 11 .

3. If the 1000 - f oo t point is inside the FAF, apply methodology in paragraph 5 - 2 - 4 . c (2)(a) .

Condition : Distance between the stepdown fix/facility and the FAF greater than 5 NM [ see Order 8260.3 ] . Since the fix/facility becomes the IF in this case, apply methodology in paragraph 5 - 2 - 4 . c ( 3) ( c) .

Note : Where the distance between the stepdown fix/facility and the FAF equals 5 NM, Order 8260.3 c hapter 2 may be applied; use the appropriate guidance above or below accordingly.

(e) PT over the IF ( i ntermediate f ix) .

1. If the PT completion altitude is less than 1000 f ee t above the highest terrain in the segment underlying the course reversal, the 1000 - f oo t point is in the PT maneuvering area.

2. If the PT completion altitude is greater than or equal to 1000 f ee t above the highest terrain in the segment underlying the course reversal, the 1000 - f oo t point is assumed to be 7 NM from the PT fix/facility on the PT inbound leg [ see figure 5 - 2 - 12 ] .

5 - 13 Order 8260.19K Figure 5 - 2 - 12 .

3. If the minimum altitude at the IF is greater than 1000 f ee t above the highest terrain in the segment underlying the course reversal, but less than or equal to 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is at the IF [ see figure 5 - 2 - 13 ] .

Figure 5 - 2 - 13 .

5 - 14 Order 8260.19K 4. If the minimum altitude at the IF is greater than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent from the IF [ see figure 5 - 2 - 14 ] .

Example 5 - 2 - 9 .

1000 feet AGL + 2000 feet Terrain = 3000 feet MSL 3500 feet (IF) – 3000 feet = 500 feet 500 feet / 500 feet per NM = 1 NM 6 NM (S/D) – 1 NM = 5 NM = 1000 - foot Point Figure 5 - 2 - 14 .

5. If the 1000 - f oo t point is inside the FAF, apply methodology in paragraph 5 - 2 - 4 . c ( 2)(a) .

(4) Hold - in - l ieu - of PT : (a) At the FAF: 5 - 15 Order 8260.19K 1. If the minimum altitude at the FAF is 1000 f ee t above the highest terrain in the final segment, the 1000 - f oo t point is at the FAF [ see figure 5 - 2 - 15 ] .

Figure 5 - 2 - 15 .

2. If the minimum altitude at the FAF is greater than 1000 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c ( 2)(a) .

3. If the minimum hold - in - lieu - of PT altitude is equal to or greater than 1000 f ee t above the highest terrain underlying the course reversal, but the minimum altitude at the FAF is less than 1000 f ee t above the highest terrain underlying the course reversal, the 1000 - f oo t point is assumed to be in the holding pattern area. The c lass B/C/D/E s urface Area extension must encompass the entire holding pattern primary area [ see figure 5 - 2 - 16 ] .

5 - 16 Order 8260.19K Figure 5 - 2 - 16 .

5 - 17 Order 8260.19K (b) At the IF.

1. If the minimum altitude at the IF is less than or equal to 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f ee t point is at the IF [ see figure 5 - 2 - 17 ] .

Figure 5 - 2 - 17 .

2. If the minimum altitude at the IF is greater than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent from the IF [ see figure 5 - 2 - 18 ] .

Example 5 - 2 - 10 .

1000 feet AGL + 2000 feet Terrain = 3000 feet MSL 3100 feet (IF) – 3000 feet = 100 feet 100 feet / 500 f eet per NM = 0.2 NM 5 NM (IF) – 0.2 = 4.8 NM = 1000 - foot Point Figure 5 - 2 - 18 .

5 - 18 Order 8260.19K 3. If the minimum altitude at the IF and at the FAF are greater than 1000 f ee t above the highest terrain in the intermediate segment, apply the methodology in paragraph 5 - 2 - 4 c (2) .

(5) General. For PT distances greater than 10 NM (out to 15 NM maximum), increase the distance to the assumed 1000 - f oo t point 1 NM for each mile in excess of 10 NM.

d. Class B/C/D/E s urface a rea e xtension w idth.

(1) I LS, WAAS, GBAS , LNAV/VNAV. The width of the c lass B/C/D/E s urface a rea extension for ILS, WAAS, GBAS , LNAV/VNAV is established by determining the width of the final approach primary TERPS area at the point the aircraft reaches 1000 f ee t AGL [ see paragraph 5 - 2 - 4 . c(1) ] . The width of the extension must not be less than 2 NM ( 1 NM each side of the localizer/azimuth course) regardless of the width of the precision primary area at the 1000 - f oo t point .

(a) Refer to figure 5 - 2 - 19 . If the aircraft reaches 1000 f ee t AGL at point A, the width of the surface area at point A is the same as the measured width of the procedure trapezoid at this point. Apply the provisions of paragraph 5 - 2 - 4 . c(1) to determine the distance from the threshold to the 1000 - f oo t point; then subtract 200 f ee t. The resultant figure is then used as “D” in the precision area for determining the half - width of the precision primary area 1/2W = .10752D + 700 feet .

Formula 5 - 2 - 2 .

𝐷 = 𝑑 − 200 𝑓𝑒𝑒𝑡 W here: d = Dist (feet) THR to 1000 - foot point Example 5 - 2 - 11 .

1 / 2 𝑊𝑖𝑑𝑡 ℎ = . 10752 𝐷 + 700 𝑓𝑒𝑒𝑡 ( 1 / 2 𝑊𝑖𝑑𝑡 ℎ 𝑖𝑠 𝑛𝑜𝑡 𝑙𝑒𝑠𝑠 𝑡 ℎ 𝑎𝑛 1 𝑁𝑀 ) 5 - 19 Order 8260.19K Figure 5 - 2 - 19 .

(b) W here the 1000 - f oo t point is located in the intermediate segment, additional analysis is required. Since the ILS FAF and the underlying LOC FAF may not be collocated, the respective intermediate segments may have different widths at any particular distance from the FAF. The width of the c lass B/C/D/E s urface a rea extension at the 1000 - f oo t point must be the greater of the two segment widths. Use the guidance in Order 8260.3 , c hapter 8 (LOC) and c hapter 10 (ILS) for calculating the respective widths.

(2) Non - precision . The width of the c lass B/C/D/E s urface a rea extension for other than ILS is established by measuring the width of the final approach primary area at the widest point between the surface area boundary and the 1000 - f oo t point. For final segments that expand toward the basic surface area boundary, the width is measured perpendicularly to centerline at the point where the course crosses the surface area boundary. Where c lass B/C/D/E s urface a rea has not been established prior to IAP development, obtain a tentative surface area dimension from the applicable Air Traffic Service Area for application of this paragraph. The width of the extension must not be less than 2 NM (1 NM each side of segmen t centerline) [ see figure 5 - 2 - 20 ] .

5 - 20 Order 8260.19K Example 5 - 2 - 12 .

Centerline Dis NDB to SA = D ( NM ) 1 / 2 Width = . 0833D + 1 . 25 NM ( 1 / 2 Width is not less than 1 NM ) Figure 5 - 2 - 20 .

Where the 1000 - f oo t point is located in the intermediate segment, determine the segment width abeam the 1000 - f oo t point using the appropriate guidance in Order 8260.3 , c hapter 2.

e. Class E 700 - f oo t a irspace a rrival e xtensions. A 700 - f oo t c lass E airspace extension should be established whenever a SIAP authorizes descent to less than 1500 f ee t AGL. The width of the c lass E 700 - f oo t airspace extension is established equal to the width of the initial, intermediate, or final primary area at the widest point between the basic c lass E 700 - f oo t airspace and the point where the aircraft descends below 1500 f ee t AGL. The methods used to locate the 1500 - f oo t point in a precision final are similar to those used to locate the 1000 - f oo t point. Refer to paragraph 5 - 2 - 4 . c(1) and use 1500 feet in place of 1000 f ee t. For other precision segments, or for LOC/AZ, refer to paragraphs 5 - 2 - 4 . e(1) through 5 - 2 - 4 . e(3) .

(1) N o PT : Apply the methodology contained in paragraphs 5 - 2 - 4 . c(2)(a) and 5 - 2 - 4 . c(2)(b) ; except, where a 300 ft / NM descent gradient was used, apply a 500 ft / NM for the 1500 - f ee t determination. In figure 5 - 2 - 21 , the aircraft will reach 1500 f ee t AGL at 6 NM prior to the FAF using a 500 - f oo t/NM descent gradient from the IF [ see figure 5 - 2 - 21 ] .

5 - 21 Order 8260.19K Example 5 - 2 - 13 .

3000 feet MSL – 1500 feet = 1500 feet 1500 feet / 500 feet per NM = 3 NM 9 NM (IF) – 3 = 6 NM = 1500 - foot Point Figure 5 - 2 - 21 .

(2) Procedure t urn: (a) On - a irport n o FAF. For a 10 NM PT, the 1500 - f oo t point is assumed to be 7 NM from the PT fix or facility on the PT inbound leg. Similarly, for a 5 NM PT, the 1500 - f oo t point is assumed to be 5 NM from the PT fix or facility. However , if the PT completion altitude is less than 1500 f ee t above the highest terrain in the final segment underlying the course reversal, then the 1500 - f oo t point is in the PT maneuvering area [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 22 ] .

Figure 5 - 2 - 22 .

5 - 22 Order 8260.19K (b) PT o ver the FAF.

1. If the PT completion altitude is less than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is in the PT maneuvering area [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 23 ] .

Figure 5 - 2 - 23 .

2. If the PT completion altitude is 1500 f ee t or more above the highest terrain in the intermediate segment, the 1500 - f oo t point is assumed to be seven nautical miles from the PT fix or facility on the PT inbound leg (5 NM for a 5 NM PT) [ see figure 5 - 2 - 24 ] .

Figure 5 - 2 - 24 .

5 - 23 Order 8260.19K 3. If the FAF altitude is greater than 1500 f ee t above the highest terrain in the final segment, the 1500 - f oo t point is assumed to be inbound from the FAF at a distance determined by application of a 500 ft / NM descent gradient [ see figure 5 - 2 - 25 ] .

Example 5 - 2 - 14 .

1500 feet AGL + 800 feet Terrain = 2300 feet MSL 2800 feet (FAF) – 2300 feet = 500 feet 500 feet / 500 feet per NM = 1 NM 6 NM (FAF) – 1 NM = 5 NM = 1500 - foot point Figure 5 - 2 - 25 .

(c) PT o ver a s tepdown f ix after the FAF.

5 - 24 Order 8260.19K 1. If the PT completion altitude is less than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is in the PT maneuvering area [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 26 . ] .

Figure 5 - 2 - 26 .

2. I f the PT completion altitude is 1500 f ee t or more above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is assumed to be 7 NM from the PT fix or facility on the PT inbound leg (5 NM for a 5 - NM PT) [ see figure 5 - 2 - 27 ] .

Figure 5 - 2 - 27 .

5 - 25 Order 8260.19K 3. If the FAF altitude is 1500 f ee t or more above the highest terrain in the segment underlying the course reversal or the final segment, the 1500 - f oo t point is assumed to be inbound from the FAF at a distance determined by application of a 500 ft / NM descent gradient [ see figure 5 - 2 - 28 ] .

Example 5 - 2 - 15 .

1500 feet AGL + 1100 feet Terrain = 2600 feet MSL 2700 feet (FAF) – 2600 feet = 100 feet 100 feet / 500 feet per NM = 0.2 NM = 1000 - foot Point Figure 5 - 2 - 28 .

4. If the stepdown fix/facility altitude is 1500 f ee t or more above the highest terrain in the final segment, the 1500 - f oo t point is assumed to be inbound from the stepdown fix/facility at a distance determined by application of a 500 ft / NM descent gradient [ see figure 5 - 2 - 29 ] .

5 - 26 Order 8260.19K Example 5 - 2 - 16 .

1000 feet AGL + 2000 feet Terrain = 3000 feet MSL 3100 feet (IF) – 3000 feet = 100 feet 100 feet / 500 feet per NM = 0.2 NM 5 NM (IF) – 0.2 = 4.8 NM = 1000 - foot Point Figure 5 - 2 - 29 .

(d) PT o ver a s tepdown f ix prior to the FAF: Condition : Distance between the stepdown fix/facility and the FAF less than 5 NM [ see Order 8260.3 , paragraph 2 - 5 - 5 . d ] .

5 - 27 Order 8260.19K 1. If the PT completion altitude is less than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is in the PT maneuvering area [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 30 ] .

Figure 5 - 2 - 30 .

2. If the PT completion altitude is equal to or greater than 1500 f ee t above the highest terrain in the segment underlying the course reversal, but the minimum altitude at the stepdown fix/facility is less than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is assumed to be seven nautical miles from the stepdown fix/facility on the PT inbound leg [ see figure 5 - 2 - 31 ] .

Figure 5 - 2 - 31 .

5 - 28 Order 8260.19K 3. If the stepdown fix/facility altitude is 1500 f ee t or more above the highest terrain in the segment between the fix/facility and the FAF, the 1500 - f oo t point is assumed to be inbound from the fix/facility at a distance determined by application of a 500 ft / NM descent gradient from the stepdown fix/facility [ see figure 5 - 2 - 32 ] .

Example 5 - 2 - 17 .

1500 feet AGL + 2000 feet Terrain = 3500 feet MSL 3600 feet (Stepdown) – 3500 feet = 100 feet 100 feet / 500 feet per NM = 0.2 NM = 1500 - foot Point Figure 5 - 2 - 32 .

4. If the 1500 - f oo t point is inside the FAF, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) using a 500 ft / NM descent gradient.

C ondition : Distance between the stepdown fix/facility and the FAF greater than 5 NM [ see Order 8260.3 , paragraph 2 - 5 - 5 . d ] . Since the fix/facility becomes the IF in this case, apply methodology for PT over the IF [ see paragraph 5 - 2 - 4 . e ( 2) ( e) ] .

Note : Where the distance between the stepdown fix/facility and the FAF equals 5 NM, either Order 8260.3 , paragraph 2 - 5 - 5 . d or 2 - 5 - 5 . e may be applied; use the appropriate guidance in paragraph 5 - 2 - 4 . e ( 2) ( d) or 5 - 2 - 4 . e ( 2) accordingly.

(e) PT over the IF.

5 - 29 Order 8260.19K 1. If the PT completion altitude is less than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is in the PT maneuvering area [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 33 ] .

Figure 5 - 2 - 33 .

2. If the PT completion altitude is equal to or greater than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is assumed to be 7 NM from the IF on the PT inbound leg [ see figure 5 - 2 - 34 ] .

Figure 5 - 2 - 34 .

5 - 30 Order 8260.19K 3. If the minimum altitude at the IF is equal to or greater than 1500 f ee t above the highest terrain underlying the course reversal, but less than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is at the IF [ see figure 5 - 2 - 35 ] .

Figure 5 - 2 - 35 .

4. If the minimum altitude at the IF is greater than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent gradient [ see figure 5 - 2 - 36 ] .

Example 5 - 2 - 18 .

1500 feet AGL + 2000 feet Terrain = 3500 feet MSL 3600 feet (IF) – 3500 feet =100 feet 100 feet / 500 feet per NM = 0.2 NM = 1500 - foot Point Figure 5 - 2 - 36 .

5 - 31 Order 8260.19K 5. If the 1500 - f oo t point is inside the FAF, apply the methodology in paragraph 5 - 2 - 4 . c(2)(b) using a 500 ft / NM descent gradient.

(3) Hold - in - l ieu of PT: (a) At the FAF: 1. If the minimum altitude at the FAF is 1500 f ee t above the highest terrain in the final segment, the 1500 - f oo t point is at the FAF [ s ee figure 5 - 2 - 37 ] .

2. If the minimum altitude at the FAF is greater than 1500 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) using a 500 ft / NM descent gradient.

3. If the minimum hold - in - lieu - of PT altitude is equal to or greater than 1500 f ee t above the highest terrain in the segment underlying the course reversal, but the minimum altitude at the FAF is less than 1500 f ee t above the highest terrain in the segment underlying the course reversal, the 1500 - f oo t point is assumed to be in the holding pattern area.

The c lass E 700 - f oo t airspace (transition area) extension must encompass the entire holding pattern primary area. Use the pattern size appropriate to the highes t holding speed at the published holding altitude [ see paragraph 5 - 2 - 4 . k(11) and figure 5 - 2 - 37 and figure 5 - 2 - 38 ] .

Figure 5 - 2 - 37 .

5 - 32 Order 8260.19K Figure 5 - 2 - 38 .

(b) At the IF.

1. If the minimum altitude at the IF equals 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is at the IF.

2. If the minimum altitude at the IF is less than 1500 f ee t above the highest terrain underlying the holding pattern, the 1500 - f oo t point is in the holding pattern area. The c lass E 700 - f oo t airspace extension must encompass the entire holding pattern primary area. Use the pattern size appropriate to the highest holding speed at the published holding altitude [ see paragraph 5 - 2 - 4 . k(7) and figure 5 - 2 - 39 ] . Provide the appropriate AT office a drawing clearly depicting the airspace required [ see paragraph 5 - 2 - 4 . k(11) ] .

5 - 33 Order 8260.19K Note : In this case, controlled airspace requirements can be minimized by increasing the hold - in - lieu of PT minimum altitude to greater than or equal to 1500 f ee t above the highest terrain underlying the holding pattern area; apply paragraph 5 - 2 - 4 . e ( 3) ( b) 1 or 5 - 2 - 4 . e ( 3) ( b) 2 as appropriate.

Figure 5 - 2 - 39 .

5 - 34 Order 8260.19K 3. If the minimum altitude at the IF is greater than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent gradient from the IF [ see figure 5 - 2 - 40 ] .

Example 5 - 2 - 19 .

1500 feet AGL + 2000 feet Terrain = 3500 feet MSL 3600 feet (IF) – 3500 feet = 100 feet 100 feet / 500 feet per NM = 0.2 NM = 1500 - foot Point Figure 5 - 2 - 40 .

f. Missed a pproach. Normally, it can be expected that the airspace required to encompass the IAPs or DPs at an airport will be sufficient to encompass that airspace required for missed approach procedures. This particularly applies to any need for c lass B/C/D/E s urface a rea extensions. Determine required airspace as follows: (1) Draw the IAP missed approach segment areas on a sectional chart (or any other chart depicting controlled airspace).

(2) Establish a 700 - f oo t c lass E airspace area whenever an IAP authorizes aircraft operation at/below 1500 f ee t AGL outside the basic c lass B/C/D/E s urface a rea. Where the clearance limit is reached prior to the 1500 - f oo t point, ensure the entire missed approach primary area is contained within c lass E 700 - f oo t airspace, including clearance limit holding, if required [ see figure 5 - 2 - 41 ] .

5 - 35 Order 8260.19K Example 5 - 2 - 20 .

2470 feet MSL + 1500 feet Terrain = 3970 feet MSL 3970 feet MSL – 2720 feet (MDA) = 1250 feet 1250 feet / 152 feet per NM = 8.22 NM = 1500 - foot Point Figure 5 - 2 - 41 .

5 - 36 Order 8260.19K g. HI - VOR or NDB ( n o FAF).

(1) 1000 - f oo t p oint: (a) I f the penetration turn completion altitude is equal to 1000 f ee t above the highest terrain in the area prior to the 10 - NM point, the 1 000 - f oo t point is at the 10 - NM point.

(b) If the penetration turn completion altitude is greater than 1000 f ee t above the highest terrain in the area prior to the 10 - NM point, the 1000 - f oo t point is assumed to be inbound from the turn completion point at a distance determined by application of a 500 ft / NM descent gradient.

(2) 1500 - f oo t p oint : Refer to Order 8260.3 , t able 2 - 4 - 6 . The distance to the point of penetration turn completion and the “distance turn commences” from t able 2 - 4 - 6 are assumed to be equal.

(a) If the penetration turn completion altitude is less than 1500 f ee t above the highest terrain underlying the penetration turn, the 1500 - f oo t point is in the penetration turn area.

Transition area boundaries must encompass the entire penetration turn area. Provide the appropriate ATC office a drawing clearly depicting the airspace required [ see paragraph 5 - 2 - 4 . k(10) ] .

Note : In this case, controlled airspace requirements can be minimized by increasing the penetration completion turn altitude to greater than or equal to 1500 f ee t above the highest terrain underlying the penetration turn area; apply paragraph 5 - 2 - 4 . g ( 2) ( b) or 5 - 2 - 4 . g ( 2) ( c) as appropriate.

(b) If the penetration turn completion altitude is greater than or equal to 1500 f ee t above the highest terrain underlying the penetration turn, and less than 1500 f ee t above the highest terrain in the straight segment prior to the 10 - NM point, the 1500 - f oo t point is at the turn completion point.

(c) If the penetration turn completion altitude is greater than 1500 f ee t above the highest terrain underlying the penetration turn in the straight segment prior to the 10 - NM point, the 1500 - f oo t point is assumed to be inbound from the turn completion point at a distance determined by application of a 500 ft / NM descent gradient.

(d) If the penetration turn completion altitude is greater than 1500 f ee t above the highest terrain inside the 10 - NM point, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) using a 500 ft / NM descent gradient from the 10 - NM point.

5 - 37 Order 8260.19K h. HI - TACAN or VOR (with FAF).

(1) 1000 - f oo t p oint: (a) If the penetration turn completion altitude is greater than 1000 f ee t above the highest terrain in the segment prior to the IF (or presumed IF location per Order 8260.3), the 1000 - f oo t point is assumed to be inbound from the turn completion point at a distance determined by application of a 500 ft / NM descent gradient.

(b) If the penetration turn completion altitude equals 1000 f ee t above the highest terrain in the segment prior to the IF, the 1000 - f oo t point is at the IF.

(c) If the IF altitude is greater than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent gradient.

(d) If the FAF altitude is greater than 1000 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) .

(2) 1500 - f oo t p oint: (a) If the penetration turn completion altitude is less than 1500 f ee t above the highest terrain between the turn completion point and the IF, the 1500 - f oo t point is in the penetration turn area. Transition area boundaries must encompass the entire penetration turn area. Provide the appropriate ATC office a drawing clearly depicting the airspace required [ see paragraph 5 - 2 - 4 . k(10) ] .

Note : In this case, controlled airspace can be minimized by increasing the penetration completion turn altitude to greater than or equal to the turn completion point and the IF; apply paragraph 5 - 2 - 4 . h (2) ( b) or 5 - 2 - 4 . h (2) ( c) as appropriate.

(b) If the penetration turn completion altitude equals 1500 f ee t above the highest terrain between the turn completion point and the IF, the 1500 - f oo t point is at the turn completion point.

(c) If the penetration turn completion altitude is greater than 1500 f ee t above the highest terrain between the turn completion point and the IF, the 1500 - f oo t point is assumed to be inbound from the turn completion point at a distance determined by application of a 500 ft / NM descent gradient.

(d) If the IF altitude is greater than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is assumed to be inbound from the IF at a distance determined by application of a 500 ft / NM descent gradient.

5 - 38 Order 8260.19K (e) If the FAF altitude is greater than 1500 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) using a 500 ft / NM descent gradient from the FAF.

i. Radar v ector to FAF ( r adar r equired).

(1) If the FAF altitude is greater than 1000 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) .

(2) If the FAF altitude is less than 1000 f ee t above the highest terrain in the final segment, the 1000 - f oo t point is located PRIOR to the FAF [ see paragraph 5 - 2 - 4 . k(4) ] .

(3) If the FAF altitude is greater than 1500 f ee t above the highest terrain in the final segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(a) using a 500 ft / NM descent gradient from the FAF.

(4) If the FAF altitude is less than 1500 f ee t above the highest terrain in the final segment, the 1500 - f oo t point is located prior to the FAF [ see paragraph 5 - 2 - 4 . k(7) ] .

j. Radar v ector to IF ( r adar r equired).

(1) If the IF altitude is greater than 1000 f ee t above the highest terrain in the intermediate segment, apply the methodology in paragraph 5 - 2 - 4 . c(2)(b) .

(2) If the IF altitude is less than 1000 f ee t above the highest terrain in the intermediate segment, the 1000 - f oo t point is located prior to the IF [ see paragraph 5 - 2 - 4 . k(4) ] .

(3) If the IF altitude is less than 1500 f ee t above the highest terrain in the intermediate segment, the 1500 - f oo t point is located prior to the IF [ see paragraph 5 - 2 - 4 . k(7) ] .

(4) If the 1500 - f ee t point is at/inside the IF, apply the methodology in paragraph 5 - 2 - 4 . e(1) .

k. Information to be forwarded to ATC. Include the following information and forward to ATC in a standard letter (or included in FAA Form 8260 - 9 Part D remarks) from the service provider to the appropriate Air Traffic Service Center OSG FPT. The airspace requirements stated in this chapter are detailed. An Airspace Section may be added to the report version of FAA Form 8260 - 9 in order to separate the ATC Airspace Information from other Part D Remarks [see paragraphs 5 - 2 - 3.c and 8 - 7 - 1.e ] . Procedure amendments which change the location of the 1000 - foot, and 1500 - foot points require service providers to resubmit the airspace letter/information, and coordinate for any new airspace action if necessary.

(1) ARP coordinates; threshold coordinates (if straight - in authorized).

(2) FAF or IF c oordinates. List FAF and IF coordinates and any other pertinent fix coordinates (RF or TF fixes to include direction CW or CCW and center - point fixes if applicable) for segments with turns or multiple segments. List fix coordinates which aid in describing the final and intermediate areas, etc. , which are not considered straight.

5 - 39 Order 8260.19K Example: FAF : TEXET 323323.33N/1024354.23W TEXET 323323.33N/1024354.23W 9.22 NM CW FROM TZRFT 323326.22N/1024352.33W IF: POBOY 323422.12N/1024356.44W (3) List distance from ARP (for circling only), list distance from runway threshold (for straight - in), or list distance from a named fix to the 1000 - f oo t point for procedures with multiple turning segments. If RF turns are used in a segment where the 1000 - f oo t point is located, provide a depiction of the segment (s) which define the start of the segment. I nclude the named fixes and coordinates of the fixes along the route ; include the calculated distance from the FAF, IF, IAF or fix to the 1000 - f oo t point. If multiple occurrences appear within a procedure , list the distance from a fix to the first 1000 - f oo t point occurrence separately (first point a pilot encounters 1000 f ee t above terrain on the procedure). For example : If EDCBA IAF to the beginning of the IF segment has the 1000 - f oo t point in the i nitial s egment and ZYXWV IAF has the 1000 - f oo t point in the i nitial also, list both 1000 - f oo t points. If the 1000 - f oo t point is in the common i ntermediate s egment or f inal s egment, list only once.

(4) Width of the segment primary area at the widest point between the c lass B/C/D/E s urface a rea and the 1000 - f oo t point; and the highest terrain elevation in the segment containing the 1000 - f oo t point [ see paragraph 5 - 2 - 4 . d(2) and figure 5 - 2 - 19 ] . For segments containing RF turns, document the width of the segment primary area, and describe the points ( latitude/ longitude ) where a line perpendicular to the centerline at the 1000 - f oo t point corresponds with the width of the primary area. For segments with more than one RF turn, or complex turning areas, attach a simple depiction of the area showing the 1000 - f oo t point and highlight/display the required airspace.

(5) True course (to the hundredth of a degree) of the segment in which the 1000 - f oo t point is located. When RF turns are contained within a segment where the 1000 - f oo t point is located, leave blank and add description of the segment [ fix name and coordinates of the RF center point and radius as listed in paragraph 5 - 2 - 4 . k ( 2) examples ] .

(6) L ist d istance from ARP (for circling - only), list distance from runway threshold (for straight - in ), or list distance from the named fix to the 1500 - f oo t point for procedures with multiple turning segments. If applicable, state : “ 1500 - f oo t point located in the PT maneuvering area;” or “1500 - f oo t point located in holding pattern area;” or “1500 - f oo t point located in (name of start fix) i ntermediate s egment” or “1500 - f oo t point is located in (name) f eeder s egment.” The applicable Air Traffic Service Area will then establish the transition area in accordance with Order JO 7400.2 . If the 1500 - f oo t point is located in an i nitial or f eeder s egment and additional airspace is needed, describe the fixes ( latitude/longitudes of start/end fixes as in paragraph 5 - 2 - 4 . k ( 2) examples ) . If RF turns are used in a segment where the 1500 - f oo t point is located, provide a depiction of the segment(s) which define the start of the segment. Include the named fixes and coordinates of the fixes along the route; include the calculated distance from the FAF, IF, IAF or f ix to the 1500 - f oo t point. If multiple occurrences appear within a procedure, list the distance from a fix to the first 1500 - f oo t point occurrence separately (first point a pilot encounters 1500 f ee t above terrain on the procedure). For example : If EDCBA IAF to the beginning of the IF segment has the 1500 - f oo t point in the i nitial s egment and ZYXWV IAF has the 1500 - f oo t point in the 5 - 40 Order 8260.19K Initial also, list both 1500 - f oo t points. If the 1500 - f oo t point is in the common i ntermediate s egment or f inal s egment, list only once.

(7) Width of the segment primary area at the widest point between the c lass E 700 - f oo t airspace (transition area) and the 1500 - f oo t point; and the highest terrain elevation in the segment containing the 1500 - f oo t point [ see paragraph 5 - 2 - 4 . e ] . For segments containing RF turns, document the width of the segment primary area, and describe the points ( latitude/longitude) where a line perpendicular to the centerline at the 1500 - f oo t point corresponds with the width of the primary area. For segments with more than one RF turn, or complex turning areas, attach a graphic depiction of the area showing the 1500 - f oo t point and highlight/display the required airspace.

(8) True course (to the hundredth of a degree) of the segment in which the 1500 - f oo t point is located. When RF turns are contained within a segment where the 1500 - f oo t point is located, leave off true course and add a description ( fix name and coordinates of RF center point and radius, as listed in 5 - 2 - 4 . k ( 2) examples ) of the segment.

(9) Highest terrain elevation in each segment containing the 1000 - f oo t and 1500 - f oo t point(s), if necessary. If the highest documented terrain falls within the PT (including entry zone) or hold - in - lieu of PT, include the appropriate pattern size. Include holding pattern size.

(10) For high - altitude penetrations, see paragraphs 5 - 2 - 4 . k ( 1) through 5 - 2 - 4 . k ( 9) , except paragraph 5 - 2 - 4 . k ( 2) , apply. If applicable, state : “1500 - f oo t point located in the penetration turn area,” and leave 5 - 2 - 4 . k ( 8) blank.

(11) For TAA application, s ervice p roviders will , provide the appropriate Air Traffic Service Area with information describing the TAA boundaries , as necessary, so that an appropriately sized radius from the ARP can be established to contain the TAA. If not known at that time, provide the information to the appropriate Air Traffic Service Area when it is available.

The appropriate Air Traffic Service Area is allo wed to establish whatever radius from the ARP is necessary to contain the TAA. Along with the standar d information provided from paragraph 5 - 2 - 4 . k to the appropriate Air Traffic Service Area, provide the TAA boundary radii values and the radii center points in terms of fix names and coordinates with a description of the respective areas.

Include a simple drawing to help the appropriate Air Traffic S ervice Area in visualizing the TAA airspace requirements.

l. SIAP a djustment. Where the SIAP will not be derogated, consideration should be given to adjusting altitudes whereby the designation of unnecessary controlled airspace can be eliminated. The adjustment of altitudes should not be made where the descent gradients a re increased above optimum.

m. Review. S ervice p roviders must review airspace dockets to determine that the proposed airspace encompasses the appropriate portions of the IAP consistent with the data forwarded in accordance with paragraph 5 - 2 - 4 . k .

5 - 41

Order 8260.19K Section 5 - 3. Airport Airspace Analysis 5 - 3 - 1. General.

a. Public Law 103 - 272, Sections 40103b.1 and 44502, contain the basic authority for the FAA to conduct airport airspace analysis studies, which culminate in an FAA determination. In order for the FAA to fulfill its obligations pursuant to the Public Law, part 157, Notice of Construction, Alteration, Activation and Deactivation of Airports, was promulgated. This regulation requires proponents of the civil airport projects not involving federal funds to give the Administrator reasonable prior notice of such prop osals so they may be advised as to the effects the proposal will have upon the safe and efficient use of airspace by aircraft.

b. Other airport projects which are subject to airport airspace analysis studies include those eligible for airport improvement programs which are submitted to the FAA pursuant to Order 5100.38, Airport Improvement Program Handbook; the Military Construction Program (MCP), submitted to the FAA for review pursuant to Public Law, and Department of Defense Directive 5030.17; the designation of instrument landing runways normally associated with airports under A irport I mprovement P rogram agreements; changes in air port operating status from VFR to IFR; and changes to airport traffic patterns.

c. The provisions of Order JO 7400.2, p art 3, are applicable to all participating offices.

Therefore, all Flight Standards and Service Center OSG FPT personnel directly involved in airport airspace analysis must be familiar with Order JO 7400.2, and those general responsibilities specified in section 1 - 2 of this document.

5 - 3 - 2. Service Ce n ter OSG FPT /Flight Standards I nputs in E stablishment of A irports and H eliports. Since the term “airports” includes small, isolated airports (including ultra - light flight parks), heliports, seaplane bases, and large airports, the problems associated with proposed establishment of airports are varied. However, it may be stated that Service Center OSG FPT and Flight Standards studies of all proposed airports or heliports relate mainly to the safety aspects involved, the feasibility of proposed anticipated operations, and the practicality of establishing reasonable instrument approach and VFR flight procedures, where required. A ny propose d nonstandard installation or facility must be thoroughly reviewed to determine if an adequate level of safety can be achieved.

5 - 3 - 3. Flight Standards performs the flight safety review of airport proposals to determine whether aircraft operations can be conducted safely considering the proposal’s effect on the safety of persons and property on the ground. When requested by the Office of Airports, Flight Standards provides an operational safety review for approval of a modification of an airport standard and for aircraft operations exceeding the existing applied standard . Flight Standards determinations , including studies refe rred by Service Center OSG FPT , will be provided to the OPR.

5 - 3 - 4. Service Center OSG FPT is responsible for evaluation and comment on all airport proposals related to IFR impact. Routine coordination with the Flight Standards point of contact is expected on joint studies.

5 - 42 Order 8260.19K a. Questions to be considered in Service Center OSG FPT /Flight Standards Analysis. It is not intended that the study be confined to these questions. It is recognized that some proposals will present unique problems that cannot be anticipated. Rather, the questions are outlined here to stimulate thinking (some of them are not applicable to all proposals): (1) Where is the closest landing area? Is it depicted on aeronautical charts?

(2) What type of activity is contemplated for the proposed landing area? Will a conflict with established instrument approach procedures result? With other airports?

(3) Will existing obstructions result in unrealistic minimums? Unrealistic effective runway lengths? Will existing or proposed man - made and/or natural objects in the vicinity of the airport affect the safety of flight operations?

(4) What is the proximity of the closest city or town? Are runways aligned to avoid populated areas, schools, hospitals, and to minimize noise complaints? Other airports in close proximity?

(5) Are runways aligned in consonance with wind rose data? Is instrument runway aligned with IFR wind rose data?

b. Heliport e stablishment. All proposals for the establishment of heliports must be given an operational evaluation by a Flight Standards assigned Aviation Safety Inspector (ASI), Airspace System Inspection Pilot (ASIP), or authorized Procedure Evaluation Pilot (PEP), as specified in Order 8900.1, v olume 8, c hapter 3, s ection 3. Proposed heliports must be evaluated by PEP or to be located in congested areas, or any rooftop heliport, should be evaluated by helicopter qualified operations inspectors, or a qualified PEP.

c. Study r equirements. It must be recognized that some proposals will be acceptable from an airspace utilization point of view but may be totally unacceptable from an operational safety standpoint. It is therefore, important that a thorough study be performed and that Service Center OSG FPT and Flight Standards positions are developed and forwarded to the Office of Airports.

A copy of this position should be forwarded to the other appropriate division or branch. This position should clearly state any operational limitations and restrictions that would be required, ( e.g., ingress/egress routes ) .

5 - 3 - 5. Alterations of A irports or H eliports. For the purpose of this order, “alteration” means realignment, activation, or deactivation of any runway layout, and/or associated taxiways, or any other substantial change to the surface of that part of an airport that is used or intended to be used for aircraft landing and taking off. Generally speaking, the contents of the previous paragraphs of this section are also applicable to proposed alterations. However, there is the additional consideration of effects on exis ting instrument approach procedures previously established for the airport. There is also the possibility of the need for relocation of associated navigation facilities.

5 - 3 - 6. Deactivation of A irports or H eliports. For the purpose of this order, “deactivation” means the discontinuance of use of an airport or landing area permanently, or for a temporary period of one year or more. The FAA requires notice of deactivation of airports. However, 5 - 43 Order 8260.19K Service Center OSG FPT and Flight Standards have no authority to recommend approval or disapproval of such actions. It may be necessary in some cases to cancel approach procedures, or to recommend the relocation of previously associated airspace. Appropriate NOTAMs should, if required, be published and the closed airports should be marked in accordance with standards contained in AC 150/5340 - 1, Standards for Airport Markings.

5 - 3 - 7. Assistance in Z oning P roblems. It is FAA policy to advocate state and local legislation of airport zoning in accordance with model acts prepared in cooperation with other n ational agencies, such as the Council of State Governments, the National Association of State Aviation Officials, and the National Institute of Municipal Law Offices. From time to time, Service Center OSG FPT or Flight Standards personnel may receive requests for assistance in the development of airport zoning acts (state) or ordinances ( local). Such inquiries should be referred to the appropriate Airports District Office. The Office of Airports is well versed with land - use zoning concerns and maintain applicable guidance. Airports personnel are well versed with the model legislation that has been developed and have been instructed in the dissemination of the material contained therein.

5 - 44

Order 8260.19K Section 5 - 4. Restricted Areas 5 - 4 - 1. General.

a. A restricted area is airspace designated under 14 CFR part 73 within which the flight of aircraft, while not wholly prohibited, is subject to restriction. No person may operate an aircraft within a restricted area between the designated altitudes and during the time of designation without the permission of the using or controlling agency.

b. Obstacle c learance . Areas which contain restricted entry (e.g., r estricted areas, p rohibited a reas, etc.) are not considered obstacles to the establishment of instrument flight procedures.

However, obstacle clearance must be provided over terrain and/or manmade obstacles within the restricted area that underlies the flight procedure clearance area. The lateral and vertical boundary of the restricted area must be used to define th e obstacle location when tethered balloons are within; do not evaluate the obstacle itself.

5 - 4 - 2. Letter of P rocedures. A letter of procedure between the using agency of a joint - use restricted area and the ATC facility (controlling agency) may be promulgated to allow non - participating aircraft to transit the restricted area when the area is not being used for its designate d purpose.

5 - 45

Order 8260.19K Section 5 - 5. Establishment, Relocation, or Discontinuance of Radio Navigation Aids 5 - 5 - 1. Criteria and G uidelines. The criteria and guidelines for the establishment, relocation, or discontinuance of navigational aids affecting airspace are contained in Order 7031.2, Airway Planning Standard Number One Terminal Air Navigation Facilities and ATC Services.

5 - 5 - 2. OSG FPT A ction. Conduct studies to determine the effect of the proposed action on existing or proposed IFR flight operations.

5 - 5 - 3. Flight Standards A ction. Conduct studies to determine the effect of the proposed action on operational safety as relates to existing or proposed visual flight operations. Flight Standards will provide input to the appropriate Air Traffic Service Center OSG FPT relating to operational impact, and to other interested divisions on request.

5 - 46

Order 8260.19K Chapter 6. M ilitary Procedures Section 6 - 1. General 6 - 1 - 1. General. Order 8260.3 specifies that the U . S . Army, Navy, Air Force, and Coast Guard are responsible for the establishment and approval of instrument procedures as well as the review and approval of radar MVA charts for airports under their respective jurisdiction. This responsibility also applies to the approval of deviations from standards. Order 8260.3 also states that the FAA will accept responsibility for the development and/or publication of military procedures when requested to do so by the appropriate milit ary service through an interagency agreement.

a. U . S . Air Force (USAF) p rocedures. USAF procedural requirements must be processed in accordance with Order 8260.32 , United States Air Force Terminal Instrument Procedures Service .

b. U . S . Navy (USN) p rocedures. There is no formal agreement for FAA support of USN procedure development. Questions concerning U . S . Navy procedures must be directed to: Deputy Head, Naval Flight Information Group (NAVFIG); Code 525E0; SPAWARSYSCEN Atlantic; P.O. Box 190022; North Charleston, SC 29419 - 9022.

6 - 1 - 2. Review and C oordination.

a. Military p rocedures . Military instrument procedures are reviewed and coordinated in accordance with applicable military directives prior to submission for flight inspection. Review of the procedure to determine compliance with Order 8260.3 criteria or other approved 8260 - seri es orders (except as noted in paragraph 6 - 1 - 1 ) is not an FAA responsibility. Flight Program Operations must forward flight inspection comments regarding procedure design, flyability, etc., to the attention of the authority submitting the procedure(s).

b. Military f ixes. Military fixes are maintained in the NASR d atabase, which is accessed by FAA A ir T raffic system computers for radar display and used to develop aeronautical charts and avionics databases. Therefore, it is imperative that the requirement to document and name fixes supporting military operations/procedures receive the same priority as FAA Form 8260 - 2 that support civil procedures. See paragraph 8 - 5 - 1.a for processing requirements.

6 - 1 - 3. FAA A cceptance. FAA accepts military procedures for civil use unless the note “Not for Civil Use” is annotated on the procedure by the military. The “ Not for Civil Use ” annotation should only be used when a military procedure deviates from standards and an equivalent level of safety is not achieved.

6 - 1 - 4. Assistance. Military commands may contact the Flight Technologies and Procedures Division for technical assistance regarding instrument procedure design, criteria, use of FAA forms, and in determining an equivalent level of safety related to a waiver. Aeronautical Information Services will provide assistance in completing and processing forms, waivers, and procedures submitted for flight inspection, commensurate with present workload.

6 - 1

Order 8260.19K Chapter 7. P lanning Section 7 - 1. General 7 - 1 - 1. General.

a. The development of effective and efficient flight procedures is closely related to the facility establishment and airport programs, and requires active participation by Flight Standards , the applicable Air Traffic Organization Service Center , and Office of Airports personnel in the planning, programming, and budgeting of navigation facilities and airport development plans.

Instrument procedures often determine the alignment and location of navigation facilities as well as the location, marking, and lighting of airpo rt landing and maneuvering areas.

b. The allocation of funds frequently depends on the determination that efficient procedures can be developed and can be justified based on operational benefits (landing minimums) or safety improvements. Therefore, the operational planning associated with fac ility installations and airport development, particularly in large terminal areas, is one of the most important responsibilities of the Flight Standards, Flight Procedures and Airspace Programs.

c. General d esign r equirements. Instrument approach procedures must provide a smooth transition from the en route structure and provide the pilot with sufficient information to affect a safe instrument approach to a landing or missed approach. In the interest of safety, these charts must be easy to interpret. The speed of modern aircraft demands that greater simplicity, minimum cockpit workload, and ease of interpretation be incorporat ed in the design of the instrument procedure. Criteria used in the design of standard instrument procedures are contained in Order 8260.3 and other specific 8260 - series orders.

Note : Attempts to apply all possible options permitted by criteria to obtain lowest possible minimums should not be made if the resultant procedure is overly complex and only a minor operational benefit is gained.

d. Give full consideration to the environmental impact of procedures on local communities.

Consider locations containing plume emitting devices (i.e., smokestacks , cooling towers, and other systems emitting a vertical exhaust) and their effect on aircraft operations over these locations. Avoid schools, churches, hospitals, stadiums, rest homes, populous residential areas, and other noise - sensitive areas whenever possible due to the potential for adverse environmental impact. Where the location of facilities and/or the flow of air traff ic will permit, use the highest possible altitudes consistent with optimum descent angles/rates in all segments of approach procedures to provide the least noise interference.

7 - 1

Order 8260.19K Section 7 - 2. Planning Standards 7 - 2 - 1 Planning S tandards.

a. Facility e stablishment. Airway Planning Standards contain the criteria for the establishment of ground - based air navigation facilities , such as ILS and ALS when funded by F&E . AIP funded ground - based navigation facilities use similar criteria identified by Order 5100.38. These criteria are based, in part, on air traffic demand since the volume of traffic provides a measurable indication of the need for air navigation facilities and other aeronautical services.

b. Standards l imitations. Airway Planning Standards do not; however, cover all situations which may arise and are not to be used as a sole determination in denying a service where there is a demonstrated operational or ATC requirement. An aeronautical requirement may ex ist for facilities that cannot be adequately measured by a consideration of air traffic demand alone.

Similarly, air traffic demand does not in itself always constitute a requirement for an air navigation facility. These situations must be indiv idually evaluated to determine whether the benefits to be gained are commensurate with the cost of the facility or service. See also PBN NAS Strategy for applicable PBN planning not addressed here.

c. Benefit/cost ratios have been established by the Office of Aviation Policy and Plans (APO - 1). Phase I deals with determining the traffic activity using Order 7031.2 . Phase II criteria are a comparison of the present value quantitative benefits of installing an air navigation facility, with the present value of the costs for establishing the aid. Phase II includes other factors such as weather, etc. In most instances, the establishment criteria, in addition to the traffic volume, require an operational impro vement in the form of lower altitudes or reduced visibilities with respect to IFR operations or a safety benefit with respect to visual aids that are required to resolve known safety problems.

d. Responsibility. The primary responsibility for determining that a location meets the air traffic volume requirements rests with Vice President of System Operations. The responsibility for identifying improvements to operational minimums or for establishing safety requirements is jointly shared by the Air Traffic Safety Organizatio n, Aeronautical Information Services , and Flight Standards. Specific areas of responsibility are delineated in c hapter 1. However, each organization has unique skills and expertise that must, in many situations, be combined in a teamwork approach in the area of airport and navigational facility planning. Aeronautical Information Services personnel serve in a team leadership role in developing and recommending improvements to IFR procedures, operational minimums, and associated facilities.

7 - 2 - 2. Determination of O perational B enefits/ I mprovements.

a. General. An operational benefit and/or improvement are considered to exist: (1) When IFR operations can be authorized where none existed previously; (2) Where a reduction of IFR minimums on existing procedures can be achieved; 7 - 2 Order 8260.19K (3) Where an additional NAVAID will provide lower minimums than those authorized on existing adjacent facilities; or (4) Where a reduction in minimums cannot be achieved, an improvement in operational safety can be demonstrated.

b. Criteria. A reduction of at least 100 f ee t in descent altitude or a reduction of ¼ SM in visibility requirements should be indicated to adequately support an operational benefit. Where a reduction of less than 100 f ee t in descent altitude is anticipated, additional justification should be provided to show that other improvements in the overall operation could be achieved with the additional facilities. Such improvements might include simplification of operating procedu res; reduction of flight time; improved course guidance; improved runway alignment; or elimination of criteria waiver, etc. Flight Standards and Aeronautical Information Services personnel are expected to provide this type of supporting information during the planning phases for new NAVAIDs.

c. Determination. A final determination that the anticipated benefits can actually be achieved is necessarily dependent upon the demonstrated performance of the facility at the time of commissioning; however, a reasonable evaluation can be made for planning p urposes based on the best information available at the time.

7 - 3

Order 8260.19K Section 7 - 3. Safety Analysis 7 - 3 - 1. Performing a Safety Analysis.

a. The Airway Planning Standards consider the programming of precision approach path indicator (PAPI) and runway end identifier lights (REIL) as visual aids provided the runway meets a minimum number of landings and a reasonable safety benefit versus cost can be established. Although not specifically considered in the planning standards for VFR use, an economy approach light system may be considered to resolve a safety problem where the cost of the system is commensurate with the improvement desired, and the R EIL or PAPI will not provide the necessary service.

b. In those cases where visual aids are considered essential to operational safety, but the runway does not meet the traffic volume requirement, additional justification should be developed highlighting the visual deficiencies, as they exist and the improvements that will be achieved. Aeronautical Information Services personnel will recommend to, or assist, the Office of Airports and Air Traffic Technical Operations Service Center in developing the principal justification for programming visual aids at IFR air ports.

c. Perso n nel will provide input to the planning teams through the Flight Technologies and Procedures Division for visual aids to correct deficiencies identified during their flight program activity, contact with the public, or during incident/accident investigations. Flight Standards will provide primary support for the planning of visual aids for safety improveme nts at VFR public use airports. The Flight Technologies and Procedures Division will review all inputs for appropriateness and develop recommendations for the regional airports and facilities planning groups.

d. Determining v isual a ids s afety b enefits. Order 7031.2 and Order JO 7400.2 provide FAA personnel with the basic guidance for establishment and justification [see paragraph 7 - 8 - 1.c ] .

(1) There are a number of operational and environmental situations where visual reference deficiencies exist, and where improvements can be made by the installation of a visual aid system to enhance safety. Typical deficiencies include: (a) Deceptive a pproach a rea. A situation in which the topography, landmarks, or lights underlying the approach path do not provide the pilot with an adequate visual reference plane on which to establish a proper approach to a runway. This includes open water, featureless terrain, dense tree growth, deceptive lights, or rapidly rising or falling terrain that presents an unbroken or indefinite surface lacking the contrast for depth perception and glide angle maintenance.

(b) Obstruction c learance. A situation in which natural or man - made obstructions under, or penetrating, the approach surface makes pilot judgment of obstruction clearance difficult due to their orientation, irregular pattern, or obscurity due to inability to provide approp riate marking or lighting.

(c) Runway i dentification. A situation in which environment surrounding an airport derogates the pilot’s ability to instantaneously establish and maintain runway 7 - 4 Order 8260.19K identification at 2 NM or less from the runway threshold within 90 degrees of the runway centerline extended. One of the following conditions may hamper identification: 1. Overriding l ights. A general preponderance of metropolitan or area lighting located within 2 NM of the circling approach area to the runway.

2. False l ights. A configuration of non - aviation lighting, underlying the approach surface, which presents to the pilot false runway identification such as a well - lighted boulevard, expressway, or railroad yard that crosses the approach area at 45 degrees or less to the runway centerline extended.

(d) Runway a lignment. A situation in which the runway lighting fails to provide alignment information sufficiently in advance to assure correct intercept of the extended runway centerline and subsequent approach. This situation may be divided into two types: 1. Intercept g uidance. Where straight - in visual approach to the runway is at an angle of 15 degrees or more to the runway centerline extended and the line of sight to the runway lights is obstructed.

2. Circling g uidance. Where, due to terrain or technical considerations, the primary approach is aligned mainly downwind and the subsequent circling to the upwind requires positive alignment reference to preclude overrunning the runway centerline extended.

(e) Non - precision s traight - in a pproach. A runway to which a non - precision straight - in approach has been authorized. Vertical guidance is necessary for stabilized descent from the MDA to the runway. The vertical guidance assists the pilot in maintaining a safe flight path to the runway, thus avoiding premature descent, which may result in landing short of the runway during weather visibility conditions at or near the authorized straight - in minimums.

e. Flight Standards and Aeronautical Information Services personnel will frequently be involved in airport planning studies in their respective areas of responsibility, which require analysis of the merit of adding various visual aids [ see table 7 - 3 - 1 ] . In addition to the specialist’s experience or input from other knowledgeable persons, the following should be considered in recommending a particular visual aid: 7 - 5 Order 8260.19K Table 7 - 3 - 1 . Visual Aids Usage Operational Problem PAPI/VASI REIL MALS LDIN Deceptive Approach Very Effective Ineffective Effective Very Effective Area Obstruction Clearance Very Effective Ineffective Ineffective Limited Effectiveness Runway Identification Limited Effective Effective Very Effective Effectiveness Runway Alignment Ineffective Limited Very Very Effective Effectiveness Effective Vertical Guidance Very Effective Ineffective Ineffective Ineffective J et Operations Very Effective Ineffective Limited Effective Effectiveness Circling Guidance Ineffective Limited Limited Very Effective Effectiveness Effectiveness Note : Omni - directional REIL may be considered for improving guidance to a circling runway if the unbaffled lights would not create a greater problem for operations on other runways.

7 - 6

Order 8260.19K Section 7 - 4. Airway Planning 7 - 4 - 1 General.

a. The primary responsibility for the establishment, amendment, or deletion of airways, RNAV routes, and jet routes rests with the ATO Mission Support Services (AJV - 0) based on air traffic demand and user requirements. Aeronautical Information Services and applicable Service Center Flight Procedures Teams must participate in airway planning with respect to navigational signal coverage over designated routes, development of MEAs and related data, and the siting of electronic facilities. Frequently, terrain fact ors or site availability dictate the siting of an electronic facility; however, there are instances where the en route facility can be located so as to provide a terminal instrument approach capability in addition to the en route service.

b. Aeronautical Information Services should be cognizant of operational requirements and environmental conditions in the en route and terminal areas that need to be considered in order to develop sound recommendations for optimum facility siting. Situations will arise where Aeronautical Information Services considers that a change in airway planning is necessary or desirable. Such changes could result from facility restrictions, lack of facility coverage, need for lower MEAs, improvement in airway alignment, a nd elimination of criteria waivers, etc. Every effort should be made to develop recommendations in coordination with the appropriate Air Traffic Technical Operations Service Center and ATC so that full consideration of local problems will be reflected in Service Center planning.

7 - 7

Order 8260.19K Section 7 - 5. Terminal Planning 7 - 5 - 1. General.

a. Responsibility. The primary responsibility for identifying airport locations that qualify for new terminal navigational facilities (except radar) rests with the Office of A irports. Proposed actions must be coordinated with Aeronautical Information Services and all other associated lines of business. Aeronautical Information Services is required to participate in terminal planning with respect to the type of facilities required for the intended operations, development of instrument procedures, operational mi nimums, and the establishment of priorities for procurement and installation of planned facilities. The applicable Service Center Flight Procedures Team personnel should be cognizant of operational requirements and environmental conditions in the terminal areas that need to be considered in order to develop sound recommendations for facility selection and optimum facility siting. The Flight Technologies and Procedures Division will provide technical assistance to applicable planning teams developing low wea ther (C AT II/III) facilities, applying emerging technologies, or requiring expertise in determining if a waiver to a flight procedure is practical.

b. Planning r ecommendations. The applicable Service Center Flight Procedures Team personnel should identify potential improvements to IFR terminal operations to appropriate Air Traffic Service Center and Office of Airports planners. Such recommended improvements could occur as a result of new facility restrictions, changes in airport operations, and the need for improved instrument procedures, safety considerations, and elimination of criteria waivers.

c. Waiver a ction. If waiver action is required to support new construction in the planning/pre - construction phase, a pre - approval waiver package must be submitted in accordance with section 8 - 4 . A cover letter must accompany the FAA Form 8260 - 1 that includes an explanation for the need to request early waiver action. If the proposed deviation has been found acceptable, a temporary waiver approval will be issued. A permanent waiver request must be submitted 180 days prior to the beginn ing of the operation that the waiver supports.

7 - 5 - 2. Requirements for O uter C ompass L ocators for N ew ILS I nstallations. In achieving the goals of reducing the total establishment costs for instrument landing systems, emphasis has been placed on providing only those components and services that are essential to the basic operational need. In this respect, the compass locator has not been considered a required item for many new ILS locations and will be included as a component only where it is properly justified.

These criteria speci fy conditions that must be considered to properly justify the installation of compass locators in conjunction with new ILS facilities. The term “transition” is used for convenience throughout this section in lieu of feeder route and initial approach segmen t associated with instrument approach procedure construction.

a. General c riteria.

(1) Compass locators are not required at locations where satisfactory transitions can be established to the LOC course from supporting NAVAIDs unless holding at the compass locator is required.

7 - 8 Order 8260.19K (2) Compass locators are not required in ASR environment where radar service can be provided on a continuous basis. Where radar service is used for transitioning to the ILS, vectors to a point within the normal ILS clearance area are required to eliminate the procedure turn (NoPT).

This does not impose a radar - fixing requirement as a condition for executing the approach procedure.

(3) An OM by itself must not be used to identify the point from which holding, or a procedure turn is to be executed [see paragraph 2 - 4 - 6 ] .

(4) A PT may be authorized from an intersection that overlies the OM or is established outside of the OM location. For planning purposes, the accuracy of the intersection should not exceed plus or minus one nautical mile.

(5) Transitions must not be established from outside of the normal clearance and buffer areas unless they have been flight inspected and the minimum localizer clearance requirements are met. Where such a flight inspection is unsuccessful, an intersection must be established on the localizer course, or a lead - radial established within localizer coverage. When established on the localizer course, the transition route from a VOR or non - directional radio beacon ( NDB ) must be predicated on a NAVAID or fix which does not utilize the localizer ( i.e., the fix must stand alone on a localizer course for definition ) [see paragraph 8 - 5 - 2.g(3) and figure 7 - 5 - 4 ] . Order 8260.3 , paragraph 2 - 9 - 8 . a appl ies .

(6) Transitions to the localizer ( LOC ) course, which permit a straight - in approach (NoPT), will be established in accordance with criteria for localizer intercept angles and length of intermediate segment described in Order 8260.3 , paragraph 1 0 - 1 - 3 . b , and depicted in figure 7 - 5 - 3 .

Although criteria permit localizer intercept of 15 degrees at 1 NM from the OM, it is recommended that all intercepts be established no less than 3 NM nor more than 10 NM from the OM. In no case, will a straight - in approach be authorized from a transition that proceeds from a facility/fix directly to an OM or compass locator at outer marker (LOM) unless the facility/fix is established on the localizer course.

b. Satisfactory t ransitions. The standard for localizer usable distance/coverage is 18 NM within ±10 degrees of the localizer course, and 10 NM for that area between 10 degrees and 35 degrees either side of the course. In determining the need for a compass locator, facility performance data may not be available for the development of transitions. Figure 7 - 5 - 1 , figure 7 - 5 - 2 , figure 7 - 5 - 3 , and figure 7 - 5 - 4 depict normal clearance areas with a 2 - NM buffer area established around the perimeter. These figures will be used for determining the need for a compass locator during initial facility planning and for the development of original procedures when flight inspection data is not available. The following general guidelines will apply: (1) When a VOR or NDB fix exists, within the shaded area shown in figure 7 - 5 - 1 , transitions may be established to a fix on the localizer course from which a procedure turn can be executed.

(2) When a VOR or NDB is located, within the shaded area shown in figure 7 - 5 - 2 , and a fix can be established at the OM location in accordance with paragraph 7 - 5 - 2 . a(4) , a transition may be established to the fix from which a procedure turn can be executed.

7 - 9 Order 8260.19K (3) When a VOR, NDB, or satisfactory fix exists or can be established within the shaded area shown in figure 7 - 5 - 3 , a transition may be established to the localizer course and a procedure turn is not required.

Figure 7 - 5 - 1 . Transition to Localizer Fix for PT Figure 7 - 5 - 2 . Transition to OM for PT 7 - 10 Order 8260.19K Figure 7 - 5 - 3 . Transition to LOC Course (NoPT) Figure 7 - 5 - 4 . Stand - Alone Fix on LOC Course (4) C riteria for fix accuracy are contained in Order 8260.3 , paragraph 2 - 9 - 8 . a . Minimum divergence angle for PT fix is 45 degrees.

7 - 11 Order 8260.19K c. Locations that q ualify for a c ompass l ocator. In determining the need for a compass locator, the local traffic flow, location of supporting facilities, and local terrain features must be considered. A compass locator may be planned for new ILS installations where one or more of the following conditions exist: (1) In a non - radar environment where a transition cannot be established in accordance with paragraph 7 - 5 - 2 . b .

(2) In non - radar environment where satisfactory transitions can be established in accordance with paragraph 7 - 5 - 2 . b , but the flow of traffic is such that operational requirements cannot be satisfied and the lack of a compass locator would result in an unacceptable delay to arriving aircraft.

(3) In a radar environment where radar service cannot be provided on a continuous basis or where radar service will result in a prohibitive controller workload or would require additional positions and personnel to provide the radar service.

(4) In an area of precipitous or unusual terrain where special procedural design is required.

d. Approach p rocedure d esign. To the extent possible, ILS approach procedures must be designed to eliminate the compass locator as a required facility for the execution of the approach.

Transitions must be established in accordance with the following: (1) Original p rocedures. In designing original procedures prior to ILS commissioning, transitions must be limited to those that can be established in accordance with the general guidelines contained in paragraph 7 - 5 - 2 . b unless a compass locator is programmed.

(2) Revised p rocedures. Following facility commissioning, additional transitions originating outside of the normal clearance and buffer areas may be established if they are found to be satisfactory through flight inspection evaluation.

(3) Use of DME. The use of DME to provide arc transitions or to provide additional means of identifying fixes can provide flexibility for users that are DME equipment. However, DME arc initial segments are not encouraged for reasons stated in paragraph 8 - 2 - 5.g(4) . DME fixes established where an arc transition intersects the ILS course must be named. If DME is the only means of providing transitions or fixes, a compass locator should be provided.

e. Action. Applicable Service Center Flight Procedures Team personnel should make a map study at all planned or programmed ILS locations to determine if a compass locator is required.

Priority should be given to approve ILS projects. Following this determination, all requirements for locators must be included in the F&E budget or submitted as a reprogramming action.

Justification for each locator must be provided by Aeronautical Information Services by including an appropriate statement for each location as follows: (1) Non - r adar l ocation. Conforms to paragraphs 7 - 5 - 2 . c(1) and 7 - 5 - 2 . c(2) .

(2) Radar l ocation. Conforms to paragraph 7 - 5 - 2 . c(3) .

7 - 12

Order 8260.19K Section 7 - 6. Airport Planning 7 - 6 - 1. General.

a. Familiarity . Since runway location, configuration, and alignment with respect to associated navigation facilities determine the IFR capability of an airport, applicable Service Center Flight Procedures Team personnel should be thoroughly familiar with all airports existing or planned in their areas of responsibility. In collaboration with the Office of Airports, Aeronautical Information Services specialists should have access to all available material relative to airport planning and development and be familiar with th e A irport I mprovement P rogram projects for which they are responsible and have a shared role. The Flight Technologies and Procedures Division will participate as an ad hoc team member for airport - planning issues at IFR airports desiring improved low weather operations, or where safety issues dictate Flight Standards involvement.

b. Airport m aster p lans or Airport Layout Plan (ALP) changes coordinated by the Office of Airports should be routed through the Flight Technologies and Procedures Division and applicable Service Center Flight Procedure Team personnel for review and comment.

Aeronautical Information Services and Office of Airports should develop necessary coordination that may include assessment of new or amended flight procedures, temporary or permanent airport or runway construction, magnetic variation changes affecting runway designators .

7 - 13

Order 8260.19K Section 7 - 7. Private Aid 7 - 7 - 1 General.

a. Informal d iscussions. The Flight Technologies and Procedures Division and applicable Service Center Flight Procedures Team personnel will be called upon frequently by municipalities, private interests, or other government agencies for recommendations relative to the location and type of instrument approach facilities most practicable. This type of cooper ation is encouraged. However, it should be made clear that informal discussions with sponsors of private facilities (non - f ederal) are advisory in nature and do not necessarily represent the FAA's official position nor commit it to a particular course of action. Flight Program Operations personnel should be familiar with the guidance in Order 6700.20, Approval, Operation, and Oversight of Non - Federal Systems , regarding establishment of non - f ederal NAVAIDs.

b. Proposal p rocess. Before private facilities can be installed and operated for private or public IFR procedural use, the proposal must be processed for airspace analysis and frequency allocation study. Also, agreements for the inspection and acceptance must be drawn in accordance with 14 CFR p art 171 or other applicable a dministration directives. Requests received for establishment of non - f ederal electronic air navigational aid facilities must be forwarded to the appropriate Air Traffic Technical Operations Service Areas for initial processing [see Order 6700.20, paragraph 13].

c. Sponsor a dvice. Occasions will arise where a sponsor will seek advice concerning the use of a new type of navigational facility or a type that is not approved for use by the FAA. In these situations, the Flight Technologies and Procedures Division representative and FPFO personnel must make no commitment with respect to the acceptability, installation, or procedural use of such facilities. Refer inquiries of this nature to the Washington Program Office for information and advice concerning appropriate handl ing of such matters. Sponsors of private facilities should be advised to direct formal requests or inquiries, relating to the approval and use of private facilities, to the appropriate Air Traffic Technical Operations Service Area for necessary review and processing. Contact the Flight Technologies and Procedures Division , for advice regarding the impact of new/emerging technologies on the facility proposal.

7 - 14

Order 8260.19K Section 7 - 8. Facilities and Equipment (F&E) Support 7 - 8 - 1. Support.

a. T he responsibility for identifying improvements to operational minimums or for establishing safety requirements is jointly shared by the applicable Service Center OSG FPT and the respective Flight Technologies and Procedures Division representative . S ection 1 - 2 specifies primary responsibilities of each organization. Additionally, each organization has unique skills and expertise that, in many situations, can be combined in a teamwork approach in the area of airport and navigational facility planning. FPT personnel serve in a team leadership role developing and recommending improvements to IFR procedures, operational minimums, and associated facilities.

b. It is expected that a Flight Program Operations/Flight Standards Service team approach will provide a method for Flight Technologies and Procedures Division input on behalf of system users and operators, which addresses operation and safety concerns. Each team should establish a means of submitting its respective organization’s input to the F&E budget.

c. The Flight Technologies and Procedures Division also submits written justification for visual aids (not associated with IFR airports) and provides technical advice for IFR studies or recommendations that may not meet established standards ( e.g., require Flight Standards’ approval for waiver or NCP ) .

7 - 15

Order 8260.19K Section 7 - 9. Heliport Planning 7 - 9 - 1. General .

a. Familiarity. With the unique capabilities of helicopters and mission requirements, applicable Service Center OSG FPT and Fli ght Standards ASI personnel should be thoroughly familiar with the heliport s in their respect ive areas of responsibility. FPT s and ASI s participate in the planning of operational requirements and A irport I mprovement P rogram projects at airports, heliport s and landing area s that support IFR procedures or a location to which IFR operations are conducted and landing areas that are not an established heliport used intermittently .

b. Conduct h eliport development plans for each location. The heliport owner s ubmit s a notice of landing area proposal (7480 - 1) for the heliport location, or the federally obligated airport sponsor provides notice through an update to their Airport Layout Plan (ALP) . An Aeronautical study and determination must be accomplish ed to consider all potential impacts at the proposed location. The study includes airspace, wind conditions, future development, mission requirements, ingress/egress route(s), night operations, NOTAM requirements, UAS operations and obstacle evaluations.

c. Facility equipment must be evaluated to determine capabilities. Night time operations are only permitte d when landing area s meet appropriate lighting standards . See paragraph 8 - 6 - 12.o(1) Note.

d. Airports Safety and Standards dete rmines the level s of service based on requirements identified on FAA F orm 7480 - 1. Airports Safety and Standards maintains records provided in the determination process (i.e. , FAA Form 7480 - 1, Order 8900.1, Notice of Heliport Airspace Analysis Determination, etc.).

e. Heliport evaluation need s a n onsite evaluation completed using the Heliport Evaluations Checklist Job Aide [ see Order 8900.1, v olume 8 , c hapter 3 , s ection 3 ] . Forward e valuation to Airports Safety and Standards. Applicable requirements in accordance with AC 15 0 /5390 - 2 , Heliport Design, must be completed and maintained at public facilities that have accepted Airport Improvement Program funding . N ighttime operations at these locations are only permitted when landing areas meet appropriate lighting standards defined in AC 150/5390 - 2 .

7 - 16

Order 8260.19K Chapter 8. Instrument Approach Procedures Data Transmittal System Section 8 - 1. General 8 - 1 - 1. General.

a. FAA forms. 8260 - series forms are used for the documentation and publication of instrument flight procedures. Aeronautical Information Services and other charting agencies publish instrument flight charts based on data contained on these forms. Documentatio n examples provided throughout this order are to be used to promote standardization and clarity for chart producers and product users. However, these examples do not cover every situation. When these situations occur, contact Aeronautical Information Servi ces QA staff for guidance.

8 - 1

Order 8260.19K Section 8 - 2. FAA Form Use and Preparation 8 - 2 - 1. Use of FAA F orms.

a. Procedures published under 14 CFR part 97 . Standard instrument approach procedures, fixed - wing, and helicopter, authorized for public use are approved by Aeronautical Information Services and published as rules in the Federal Register by Flight Standards using reference to FAA standard forms. An index of all original SIAPs, amendments, and cancellations is published in the Federal Register to provide public notice of the rulemaking actions . Instrument approach procedures must be prepared on the forms listed below or approved computer - generated equivalents, as suitable for reproduction. Title 14 CFR p art 97 p rocedures must meet effective dates established in Order 8260.26 , Establishing Submission Cutoff Dates for Civil Instrument Flight Procedures .

(1) FAA Form 8260 - 3, ILS Standard Instrument Approach Procedure, [ILS, GLS, RNAV (GPS or RNP), and LDA (when associated with a glide slope)].

(2) FAA Form 8260 - 4, Radar Standard Instrument Approach Procedure.

(3) FAA Form 8260 - 5, Standard Instrument Approach Procedure, (LOC, LDA, VOR, VOR or TACAN, NDB, S implified D irection F acility , and other non - precision procedures).

b. Special - use procedures . Special - use instrument approach procedures are documented on FAA Form 8260 - 7A. A n FAA Form 8260 - 7B must also accompany the FAA Form 8260 - 7A when issued to an operator. These procedures are developed for individual operators and are issued to the user through Operations Specifications or Letters of Authorization [see Order 8260.60 , Special Procedures ].

(1) Radar special procedures. If there is a requirement for a radar special procedure, use FAA Form 8260 - 4 in lieu of FAA Form 8260 - 7A. Delete reference to 14 CFR part 97.31 and add the word “Special.” Use the FAA Form 8260 - 7B to document the approval and to provide for incorporation in the Operations Specifications.

(2) Completing FAA Form 8260 - 7A. Instructions for completion of FAA Forms 8260 - 3 are also applicable to FAA Form 8260 - 7A, except as follows [see paragraphs 8 - 6 - 12.o(11) ] : (a) If a newly established fix is required for the Special procedure, the fix must be documented on a FAA Form 8260 - 2 and processed in the normal manner [see paragraph 8 - 5 - 2 ] .

The FPT must provide a copy to the user. When an existing fix will be used for a Special procedure, the current FAA Form 8260 - 2 for that fix must be updated to reflect current fix use [see paragraph 8 - 5 - 2.j ] .

(b) IFR departure procedure/takeoff minimums. At locations where a diverse departure evaluation to each runway authorized for IFR takeoff [see Order 8260.3, current edition, for departure procedure criteria requirements] reveals that standard takeoff minimums cannot be authorized and an ODP does not already exist, an ODP must be established. A special ODP and/or SID must be documented on the appropriate 8260 - 15 series form under the latest edition of Order 8260.46. The FAA Form 8260 - 7A for the approach procedur e will indicate the 8 - 2 Order 8260.19K need to “See Form 8260 - 15A for this airport,” so a n FAA Form 8260 - 15A must accompany the Special approach procedure when charted and/or disseminated. If a public SIAP exists for the airport, the published public ODP, if one was required, applies.

(3) Completing FAA Form 8260 - 7B. This form will accompany all Special procedures and be incorporated as an amendment to the operations specifications of the certificate holder. The form may also be issued with a Letter of A uthorization (LOA) to part 91 operators. A separate FAA Form 8260 - 7B is required for issuance of each Special ODP and/or SID. The requirements documented on this form will be developed and approved by the Flight Technologies and Procedures Division .

c. Departure Procedures/Takeoff Minimums. Use 8260 - 15 - series FAA forms to document DPs and takeoff minimums. Refer to Order 8260.46 for instructions.

8 - 2 - 2. FAA F orm P reparation .

a. Preparation. All entries may be in upper case letters or as defined in the examples in this chapter. FAA Form 8260 - 3 has the title information and appropriate 14 CFR part 97 subpart pre - printed. When other procedures are documented, delete the term “ILS” and substitute the desired equipment acronym in its space. FAA Form 8260 - 4 has the title information and appropriate 14 CFR part 97 subpart pre - printed. On FAA Form 8260 - 5, enter the type of procedure, as listed below, in the space preceding the phrase “Standard Instrument Approach Procedure.” For instrument procedures developed by the FAA for the military that are not processed under 14 CFR part 97 , remove the 14 CFR part 97 subpart portion on the applicable FAA Form, and replace “Federal Aviation Administration” with the service component ( i.e., “USA” for U.S. Army, “USAF” for U.S. Air Force, and “USN” for U.S. Navy ) . Order 8260.32 for processing of USAF procedures.

b. Appropriate 14 CFR part 97 subparts for individual types of procedures are: (1) 97.23 VOR, TACAN, and VOR or TACAN.

(2) 97.25 LOC, LDA, and S implified D irection al F acility .

Note : LDA includes those that also may have a glideslope.

(3) 97.27 NDB.

(4) 97.29 ILS and GLS.

(5) 9 7.31 RADAR.

(6) 97.33 RNAV [includes (GPS), and (RNP)].

(7) 97.35 COPTER (includes all Copter SIAPs, regardless of navigation sensor).

(8) 97.37 Takeoff Minima and Obstacle Departure Procedures.

8 - 3 Order 8260.19K c. C ombined charting. Certain instrument approach procedures can be combined on one chart where procedural data are compatible. Where an NDB or compass locator is established at an ILS outer marker site, the individual ILS and NDB procedures should be develope d in a manner that will permit combined charting, provided TERPS criteria can be complied with for both procedures. Different types of civil instrument approach procedures must not be combined on SIAP forms except for “ILS or LOC” and “VOR or TACAN” SIAPs predicated on VORTAC facilities. SA CAT I and SA CAT II procedures may be combined on the same chart. CAT II and CAT III procedures may be combined on the same chart. Where military offices request combined procedures based on different types of facilities , document separate but compatible procedures on the appropriate forms. Combining of instrument approach procedures on military charts will then be accomplished as a cartographic function of the National Geospatial - Intelligence Agency (NGA). RNAV approach procedures may only depict a single procedure track from the IF through the missed approach. If different tracks are required inside the IF (e.g., for different aircraft categories), separate procedures must be published. See paragraph 8 - 6 - 7.b(3)(b) for an exception where RNAV (RNP) procedures could have multiple intermediate segments.

8 - 2 - 3. Course and D istance I nformation.

a. Application. Assigned magnetic variation must be applied to terminal routes as follows [see paragraph 8 - 6 - 2.l ] : (1) Facility to facility : Variation of the first facility applies.

(2) Dog leg : Variation of each facility forming the route applies to its segment.

(3) Fix to facility or facility to fix : Variation of the facility applies.

(4) RNAV routes : See paragraph 2 - 5 - 3.g(2) .

(5) Dead reckoning : Variation of the next facility providing course guidance applies.

b. Calculations must be made using the most accurate data available (bearings and distances to two decimal places). Magnetic variation of record, in whole degrees, is then applied.

c. Data elements. Except where otherwise noted, enter data elements relating to course, bearing, and distance to the nearest hundredth value. Final results are rounded by Aeronautical Information Services .

d. Rounding. Where rounding to the “nearest” value is appropriate, and except where otherwise required, round numerical values .01 through .49 DOWN, and .50 through .99 UP.

This applies to distances, elevations, altitudes, degrees, etc. For example, 1100.49 f eet becomes 1100 feet, while 1100.50 feet becomes 1101 feet. Similarly, 131.49 degrees becomes 131 degrees, while 131.50 degrees becomes 132 degrees.

8 - 4 Order 8260.19K 8 - 2 - 4. Communications D ata.

a. Communications requirements and frequencies for inclusion on instrument approach procedures charts will be provided by Aeronautical Information Services .

b. Where specific local communication requirements exist for published instrument approach procedures, enter one of the following under “Additional Flight Data:” (1) Where approach control service is provided by ARTCC through a remote site : “Chart Indianapolis Center frequency.” (2) Where approach control service is provided through the controlling Flight Service Station (FSS) by LRCO or RCO. The controlling FSS will be indicated : “Chart Indianapolis Radio LRCO (RCO).” (3) Where the primary altimeter source is obtained from a remote (different airport location ID ) Automated Weather Observing System (AWOS)/Automated Surface Observing System (ASOS), chart the remote ( airport / location ID) AWOS/ASOS : “Chart (location ID) AWOS - 3.” Use the official FAA location identifier as derived from NASR.

8 - 2 - 5. Terminal R outes - General. Terminal routes consist of feeder, initial, and intermediate approach segments. They provide aircraft guidance from the en route airway structure to the final approach fix. Specify a minimum number of routes required to satisfactorily transition the aircr aft to the terminal environment. See paragraph 8 - 6 - 4 for instructions on adding this information to the applicable 8260 - series FAA f orm.

a. Non - radar routes . Since radar vectoring is an approved method of providing procedure entry, limit the number of non - radar routes where radar vectoring is provided on a 24 - hour basis.

Where practical, provide at least one non - radar route to ensure transition from the en rou te structure in the event of radar/communications failure. Radar vectoring may be provided through any approach segment up to and including the final approach fix (intermediate fix with ARSR) [see paragraphs 4 - 1 - 5.c and 8 - 6 - 10 ] .

b. Transition. Do not develop instrument approach procedures that require “DME or Radar” as the sole means for procedure entry if any other type of transition is available, unless specifically requested by ATC. It is not necessary to designate terminal routes which coincide wi th segments of the en route structure; however, these routes must be designated when a lower altitude is authorized or when clarity is essential. With the exception of arc feeder segments, terminal routes (including arc initial approach segments) originati ng on an airway at other than a navigation facility require the establishment of a named fix to identify the starting point of the route. The fix must be common to the en route structure and instrument approach procedure [see paragraph 8 - 6 - 10.g ] .

c. Turn limitation. When a procedure turn or holding pattern entry is not authorized, and airways or routes, which are not specified as terminal routes , lead to the fix where the intermediate segment begins, the procedure must ensure that the angular limitation on turns over the intermediate fix is not exceeded. This is not mandatory when ATC agrees to provide full - time radar vectoring service for these r outes.

8 - 5 Order 8260.19K d. Charting. All terminal routes listed in the “Terminal Routes” section of the 8260 - series FAA forms must be charted or identified in the planview of the instrument approach chart.

e. Feeder routes.

(1) Where feeder routes are established to transition from the en route structure, they must terminate at another feeder fix, or an initial approach fix, or at the facility from which a procedure turn or holding pattern entry is authorized.

(2) W hen feeder routes do not meet the alignment criteria specified in Order 8260.3 or Order 8260.58, the routes must be annotated to deny use when arriving from a specified direction.

Before denying use from a specified direction, attempt to place the feeder fix at a location on the airway that will allow entry from both directions.

Examples: When a feeder fix is over a facility: “ CHART PLANVIEW NOTE : PROCEDURE NA FOR ARRIVAL ON ABC VORTAC AIRWAY RADIALS 233 CW 338. ” When feeder fix is on an airway: “ CHART PLANVIEW NOTE : PROCEDURE NA FOR ARRIVALS AT RUDVE ON V140 WESTBOUND. ” (3) An arrival holding pattern may be established at the beginning of a feeder route when requested by ATC to support local operational needs . An arrival holding pattern may also be established to provide an alternative to denying use when arriving from a specified direction that does not meet alignment criteria . When an arrival holding pattern is established and arrival from one or more directions does not meet alignment criteria, annotate the procedure to indicate the option to hold, and annotate the requirement to obtain ATC clearance.

Example: “ CHART PLANVIEW NOTE : PROCEDURE NA VIA V343 NORTHEAST BOUND WITHOUT HOLDING AT JOXIT. ATC CLEARANCE REQUIRED. ” f. Multiple DME sources. When an ILS (or LOC or LDA) facility has collocated DME, it is necessary to reduce the potential for confusion with other DME sources in the terminal area.

Failure to tune to the ILS DME when inbound can result in incorrect fix indications. Apply the following guidance : (1) Delete the requirement to use two DME facilities on ILS or LOC/LDA procedures wherever possible.

(2) Delete DME arcs to LOC/LDA courses at locations where radar vectoring is possible.

In some locations, this may require a note : “ RADAR REQUIRED. ” See paragraph 8 - 6 - 9 . Where radar is not available, delete DME arcs where an alternate means of procedure entry is available.

(3) On procedures using two DME facilities, one of which is associated with a LOC or LDA, and both of which are forward of an aircraft on the LOC/LDA course, the following is 8 - 6 Order 8260.19K required : “ CHART PROFILE NOTE : USE I - XXX DME WHEN ON THE LOCALIZER COURSE. ” This applies to front and back course procedures regardless of glide slope availability.

g. Initial approach segments.

(1) Initial approach segments not requiring a course reversal. Evaluate the flow of air traffic to determine the need for routes that do not require a course reversal ( i.e., fixes, STARs, airways, waypoints ) . Where a route can meet alignment and descent gradient requirements, a course reversal should not be established. Where a course reversal has been established on an instrument approach, initial segments which meet alignment and descent gradient requiremen ts for a straight - in approach must have a designation of “NoPT” for that applicable route [see paragraph 8 - 6 - 4.a ( 3) ] . When a STAR terminates at an IF/IAF and alignment and descent gradient requirements are met that do not require a course reversal, in the “Notes” section of the 8260 - series FAA form use : “ CHART PLANVIEW NOTE : NOPT AT (FIX NAME) FOR ARRIVAL ON [PROCEDURE(S) NAME] ARRIVAL ” (this may result in more than one note for NoPT authorization). If a course reversal is not authorized for any of the terminal routes, the NoPT designation is not appropriate; indicate instead that a procedure turn is not authorized [see paragraph 8 - 6 - 4.a(3) ] .

(2) Specify an arrival sector from which course reversal must not be made when NoPT designations will result in an excessive number of terminal routes. Place an applicable statement in the “Notes” section of the 8260 - series FAA form.

Examples: When a course reversal is over a facility: “ CHART PLANVIEW NOTE : NOPT FOR ARRIVAL ON ABC VORTAC AIRWAY RADIALS R - 302, R - 355, AND R - 096. ” When a course reversal is over a fix: “ CHART PLANVIEW NOTE : NOPT FOR ARRIVAL AT NICOL ON V244 WESTBOUND. ” When an IAF is over a facility: “ CHART PLANVIEW NOTE : PROCEDURE NA FOR ARRIVAL ON ABC VORTAC AIRWAY RADIALS 233 CW 338. ” When an IAF is over a fix on an airway: “ CHART PLANVIEW NOTE : PROCEDURE NA FOR ARRIVALS AT RUDVE ON V140 WESTBOUND, AND ARRIVALS AT MCJEF ON V140 EASTBOUND. ” (3) Initial approach segments based on straight courses. All initial approach segments that meet criteria for angle of intercept between the initial and intermediate segments [see Order 8260.3, paragraphs 2 - 4 - 3 . a(1) and 2 - 4 - 3 . a(2)] must join the intermediate segment at a common intermediate fix where possible. Where more than one segment joins at a common fix, a common altitude should be selected whenever descent gradient is not compromised.

(4) Arc initial approach segment. Requirements for arc initial approach segments must be fully evaluated to determine if this type of procedure entry is essential to the local traffic flow.

Experience indicates that arc initial segments have been established a t locations where they are 8 - 7 Order 8260.19K used on a very limited basis or have not been fully accepted by the user. Long arcs and/or multiple arcs have contributed to undesirable chart clutter with minimum operational advantage.

(a) An arc initial segment in a radar environment must not be authorized unless it is operationally required.

(b) When a DME arc segment of an approach lies along an arc that traverses an area of unusable radial information, the provisions of Order 8200.1 apply.

(c) Arc initial segments should be authorized via the shortest routing when flight time can be reduced.

(d) Arc initial segments must be designated by CW for clockwise and CCW for counter - clockwise.

(e) Arc initial segments must be designed to satisfy requirements for executing the instrument approach. They must not be established for the convenience of routing around a terminal area.

(f) Arc initial segments less than 3 NM in length are not recommended. Use of aircraft heading to intercept the intermediate course should be considered as an alternate action in lieu of short arc segments.

(g) DME Arc courses must be predicated only on collocated facilities providing azimuth and DME information. Arc initial segments must not be authorized on DME collocated with ILS or localizer facilities due to the lack of constant azimuth information. See Orde r 6050.32 for collocation parameters.

(5) An arrival holding pattern may be established at the beginning of an initial segment when requested by ATC to support local operational needs. An arrival holding pattern must not be used to function as a “hold - in - lieu of procedure turn” in order to accommo date descent gradient requirements and/or used to mandate a course reversal.

Note : A hold - in - lieu - of - PT is only permitted at a FAF (non - RNAV procedure) or at the beginning of the intermediate segment [see Order 8260.3, paragraph 2 - 4 - 5 . e].

h. Lead radials. In addition to the angle of interception requirements of Order 8260.3, paragraph 2 - 4 - 2 . a(1), a 2 - NM lead radial (1 NM for Copter procedures) must be published with arc initial approaches when the DME is not collocated with the facility providing the procedural course guidance. The lead radial provides information for aircraft with single receiving equ ipment to change the receiver to the localizer or other facility providing the course guidance and to ensure the aircraft is within the clearance coverage area of localizer (LOC) facilities before changing frequency or accepting on - course indication.

i. Intermediate segments.

(1) When a procedure turn or holding pattern entry is authorized at the FAF and a straight - in intermediate segment (without initial) is also authorized, data on the intermediate 8 - 8 Order 8260.19K segment must be included in the terminal routes block. In this situation, add (IF) and (NoPT) to the intermediate segment.

(2) When the course reversal fix is outside the FAF, the segment(s) from the course reversal fix to the FAF must be included in terminal routes, unless both fixes are marked by DME from the same source or LOC minimums are not authorized.

(3) When a procedure turn or holding pattern in - lieu - of - PT is not authorized, enter pertinent data in the “Terminal Routes” section and on lines two and four of the 8260 - series FAA form [see paragraph 8 - 6 - 7.b(2) ] .

(4) Develop intermediate segments for all IAPs except “hold - in - lieu - of - PT” and “PT No - FAF” procedures. Where an intermediate fix has been established, it will be defined on the procedure in the planview and profile view. See paragraph 8 - 6 - 7.b(3) exceptions for profile view charting when there are multiple intermediate segments in the instrument approach procedure (IAP).

j. RNAV procedures must have a hold - in - lieu - of PT course reversal maneuver established at the waypoint designated as “IF/IAF” (when one is established) on all procedures based on the “Basic T” design and its derivations. If the waypoint is identified only as “IF,” a hold - in - lieu - of PT is not required.

8 - 2 - 6. Terminal F ixes. Name terminal fixes in accordance with paragraph 2 - 10 - 4 and document on FAA Form 8260 - 2. Named facilities do not require this documentation unless holding is established.

a. Computer navigation fixes. Name CNFs using a five - alpha character non - pronounceable name. To distinguish CNFs from conventional reporting points, fixes, and intersections, enclose the name in parenthesis ( e.g., (CFWBG) ) on 8260 - series FAA forms other than the FAA Form 8260 - 2.

b. Audit trail. List terminal procedures using a fix in the “Fix Use” section of the FAA Form 8260 - 2. This helps ensure that affected procedures are not overlooked when the fix is modified.

c. DME references. When designating fixes on FAA Forms 8260 - 3, 8260 - 4, 8260 - 5, and 8260 - 7A include DME references to the hundredth of a nautical mile when DME is appropriate and available. Provide the fix name and DME distance as follows: (1) DME fix, with course and DME from the same facility : JOANI/7.00 DME (2) DME fix, with DME not paired with course facility, identify fix and facility providing DME : JOANI/ABC 7.00 DME. If both facilities have the same three - letter identifier, fully identify the DME facility : JOANI/XYZ VORTAC 7.00 DME.

(3) Intersection fix, with DME available from more than one facility forming the fix, identify the intersection and the facility providing the required DME information : JOANI INT/ABC 7.00 DME. If both facilities have the same three - letter identifier, fully identify the DME facility : JOANI INT/XYZ VORTAC 7.00 DME.

8 - 9 Order 8260.19K d. A full description of a fix must be documented on the form. For RNAV procedures, describe a fix by name only. Aeronautical Information Services will chart fixes under what is known as the “hierarchy concept.” This means if no NAVAID or ground - based fix exists, the point will be charted as a waypoint. Except for RNAV procedures, when a fix is included in the missed approach instructions, use a ful l description of a fix appropriate to its use in the missed approach procedure.

Example: Fix name : MORIS LOM/INT/7.00 DME. “ CLIMB TO 3600 DIRECT MORIS LOM/INT/7.00 DME AND HOLD .” Fix name : DAVEE INT/16.00 DME. “CLIMB TO 3600, THEN CLIMBING RIGHT TURN TO 4000 on ABC VORTAC R - 180 TO DAVEE INT/16.00 DME AND HOLD.” RNAV Example: “ CLIMB TO 2000 DIRECT DAKEY AND HOLD. ” e. When no fix overlies an LOM, the identifier or the five - letter name may be used : AB LOM or ABBAH LOM. Five - letter fix names may be required for database entries.

f. An alternate method of identifying an LOM , such as an INT or DME, is often helpful in ILS or LOC SIAPs but an INT is not appropriate in NDB SIAPs.

g. Along track distance references. Include ATD fix values with respect to the MAP on all named and unnamed (VDP) fixes within a RNAV final approach segment [see paragraph 8 - 6 - 11.m for VDP application].

Example: MAP at LTP : “ IDEDE/3.50 NM TO RW16” MAP not at LTP : “ BARBB/3.50 NM TO CORDL” h. RNAV must not have a hold - in - lieu - of - PT (course reversal) or missed approach holding established at the FAF.

8 - 10

Order 8260.19K Section 8 - 3. Certification , Processing, and Review 8 - 3 - 1. General. Certifying, processing, and reviewing instrument approach procedures must be accomplished as outlined in this section.

8 - 3 - 2. Certification and P rocessing of SIAPs. Certification of instrument approach procedures must be accomplished on the reverse side of the appropriate 8260 - series FAA form. Instructions for completion of the entries are contained in s ection 8 - 6 and as follows: a. Required effective date. The effective date must be either “Routine,” “Concurrent,” or “Hard.” See Order 8260.46 for guidance regarding effective date entries for departure procedures.

(1) Routine dates. If a specific effective date is not required, enter the word “ROUTINE.” (2) Concurrent dates. If the SIAP is part of a large package and/or publication is to be concurrent with another event, as when it is associated with an airspace case, enter the word “ CONCURRENT .” Use the following standard note in the “Required Effective Date” block : “ C ONCURRENT WITH KOKC ILS OR LOC RWY 17R AMDT 8 ,” or “ C ONCURRENT WITH [ENTER AIRSPACE DOCKET NAME/NUMBER] .” (3) Hard dates. Hard dates apply to procedures based on navigation facilities receiving a magnetic variation rotation, all other associated procedure changes based on a magnetic variation change will use the concurrent date, see paragraph 8 - 3 - 2 . a ( 2) . For example, a VOR is rotated and the VOR approach will have the hard date, but the RNAV approaches at that location would use the concurrent publication date. H ard dates may also be applied to NAVAID commissioning or decommissioning projects, runway construction projects , and ILS glideslope angle changes when necessary. Changes to GBAS FAS data fields included within the CRC wrap also require a hard date; in these cases, c oordination with GBAS system owners must be effected as soon as possible following the determination that a hard date is needed. When a hard date is required, enter the applicable AIRAC cycle date the procedure must be published on ( e.g., 12/10/15 ) . Use of hard dates requires updating the Aeronautical Information Services database and publication in the NFDD 51 days prior effective date for en route data and 34 days for non - en route data. Hard dates are not to be used as an “easy to use” option.

(4) Deviations. Refer to Order 8260.26 when deviations to the above guidance, procedure submission cutoff suspense , and effective date assignment are required.

8 - 3 - 3. Cancellation/Suspension of Instrument Approach Procedures. Cancellation/ suspension of instrument approach procedures must be accomplished on the same form number as required for documentation of the SIAP.

a. Cancellation of a SIAP. All items on the forms must be left blank, except Airport ID, Procedure Name, Original/Amendment, City, State, Airport Elevation, TDZE, Superseded, Original/Amendment, Dated, and Required Effective Date . This line must duplicate the currently effective SIAP. The following notation must be typed in the “ Terminal Routes ” section : “ PROCEDURE CANCELED EFFECTIVE ___________. ” ( Aeronautical Information Services will fill in the date). C omplete the “Coordinated with,” “Developed by,” and the “Approved by” 8 - 11 Order 8260.19K blocks. If applicable, enter in the Changes - Reasons block , for example : “ CONCURRENT WITH VOR RWY 18, ORIGINAL .” b. Suspension of a SIAP. If a procedure must be removed from a publication temporarily due to the 224 - day time limit for Temporary NOTAMs, it can be suspended for an indefinite time period. These “Suspended” procedures will continue to be maintained (OE applications and periodic review requirements ). Document on the applicable 8260 - series FAA form, “ PROCEDURE SUSPENDED EFFECTIVE__________ ” in the “Terminal Routes” block (i.e., the same process as if it were a cancellation, including signature blocks) and in the Changes - Reasons block, provide a reason for the suspension and an estimated publication return date, if unknown, state “ INDEFINITE .” When the procedure is ready to be re - published, attach a copy of the suspended procedure to a new form that will serve as a cover sheet that must contain, “ PROCEDURE REINSTATED EFFECTIVE ” in the “Terminal Routes” block.

However, if the procedure has to be Amended at the time of reinstatement, process the procedure as if it were a regular Amendment and as the first (top) entry in the “Additional Flight Data” block, enter : “ REINSTATED PROCEDURE - AMENDED .” The suspension and reinstatement must be published in the TL with all the other procedures to ensure charting agencies react accordingly.

8 - 3 - 4. Revisions to IFPs. Some amendments to SIAPs and textual ODPs may qualify to be administered via P - NOTAM as specified in Order 7930.2. When a P - NOTAM is not used, complete, and process revisions to IFPs using the applicable 8260 - series FAA form. The guidelines listed below apply. Table 8 - 3 - 1 is provided to assist in the application of the guidance identified below. See paragraph 4 - 5 - 7 for STAR revisions and Order 8260.46, c hapter 2, for revisions to departure procedures.

Note : The purpose of the procedure amendment process is to provide an expeditious means to incorporate changes to IFPs. Cancelation and reissue of an IFP is permitted when deemed necessary and for r easons other than listed below.

a. Cancellation of an existing procedure and establishment of an original procedure is required when: (1) The 14 CFR part 97 subpart changes as a result of a change in equipment required to fly the procedure ( e.g., “LOC” to “ILS or LOC;” “ILS” to “LOC;” etc. ) [see paragraph 8 - 2 - 2.b ] .

(2) The procedure ID is changed from “VOR - A” to “VOR - B,” etc.

(3) When “L,” “C,” or “R” designation is added or removed from the procedure title ( e.g., “VOR RWY 18L/R” is changed to “VOR RWY 18 C ” ).

(4) The navigational aid (NAVAID) providing final course guidance is relocated and the relocation changes the published final approach course ground track.

(5) Straight - in minimums are added or deleted that require change to the procedure ID ( e.g., “NDB RWY 28” to “NDB - A” or “NDB - A” to “NDB RWY 28” ).

(6) When a Special procedure is converted to a public, 14 CFR part 97 , procedure.

8 - 12 Order 8260.19K (7) When a runway is re - located and the parameters exceed the values in paragraph 8 - 3 - 4 . e(2)(a) and the current numbering is retained ( e.g., runway 14/32 is moved 400 feet NE of its current position ).

Note : This paragraph does not apply to a runway where the length has been extended or reduced ( e.g., Runway threshold displaced, or existing runway extended 200 feet ) .

b. Procedure amendments. When a procedure is amended, the amendment number must be advanced and periodic review requirements met for all the procedures documented on the specific form being completed [see paragraph 2 - 8 - 3 ] . Amendment of a procedure is required when: (1) The airport /heliport identifier (LOCATION ID) is changed .

(2) The associated city name /state is changed.

(3) The name, facility type, and/or identifier of any NAVAID is changed, including those mentioned in the “Additional Flight Data” and “Missed Approach” blocks of the 8260 - series FAA form.

(4) Any NAVAID or marker beacons used in the procedure are decommissioned.

(5) The runway numbering is changed.

(6) A secondary equipment requirement is added to or deleted from the procedure and the procedure ID does not change ( e.g., adding “ DME REQUIRED ” Note ) .

(7) The Procedure ID changes ( e.g., from “GPS” to “RNAV (GPS)”; “VOR/DME to VOR;” “VOR” to “VOR or TACAN”; “ILS” to “ILS or LOC” ). This includes the addition/deletion/modification of any straight - in procedure suffix ( e.g., from “RNAV (GPS) RWY 36” to “RNAV (GPS) Z RWY 36” ).

(8) Adding a segment to an instrument procedure [see paragraph 8 - 3 - 4 . c ] .

(9) Deleting a segment of an instrument procedure.

(10) Changing runway threshold/end location and/or any published fix location or makeup [see paragraph 8 - 3 - 4 . c ] .

(11) Changing any published fix name only.

(12) Changing a charted “magnetic” course/bearing/heading that does not alter the existing ground track.

(13) Changing a charted course/bearing/heading that would alter the existing ground track [see paragraph 8 - 3 - 4 . c ] .

(14) Increasing an altitude.

8 - 13 Order 8260.19K (15) Lowering an altitude [see paragraph 8 - 3 - 4 . c ] .

(16) Any published distance is changed which: (a) Requires a change to the time/distance table.

(b) Is 0.1 0 NM or greater for distances inside the FAF.

(c) Is 0.5 0 NM or greater for distances outside the FAF.

Note : For non - RNAV procedures only, when any published distance is changed which is less than 0.5 NM for distances outside the FAF, or less than 0.1 NM for distances inside the FAF, the change may be delayed until the procedure is next amended.

(17) Any minimums change to include adding another line of minimums (including CAT II/III and SA CAT II), deleting minimums, increasing minimums, lowering minimums, and returning minimums to their previous value after a temporary condition. An amendment is also required when adding SA CAT I minimums to a runway where standard CAT II minimums have not been established [see paragraph 8 - 3 - 4 . c ] .

(18) The airport elevation or touchdown zone elevation is changed and minimums are affected. When published minimums are not affected, include these changes in the next amendment [see paragraph 8 - 3 - 4 . e(2) ].

(19) Frequencies are changed in notes on FAA Forms 8260 - 3/4/5/7A, or military equivalent.

(20) Lighting changes occur that affect published visibility and/or renders a procedure unusable at night.

(21) Changes to planview , profile view, PBN requirements, equipment requirements, or briefing strip chart notes [this includes adding the chart note specified in paragraph 8 - 6 - 12.k(1) ] .

(22) Changes to charted obstacles that are identified on the 8260 - series FAA form, in the “Additional Flight Data” block.

(23) Changes to any data field of a FAS data block included within the CRC wrap.

c. Abbreviated amendments. An abbreviated amendment differs from an amendment in that not all forms are re - accomplished and in some cases, flight inspection /validation is not required.

See Order JO 8200.44, Flight Inspection Services Instrument Flight Procedure Coordination , for guidance on what must be submitted. All of the items in paragraph 8 - 3 - 4 . b may be promulgated via an abbreviated amendment except those listed in paragraph 8 - 3 - 4 . b (8) , 8 - 3 - 4 . b (10) , 8 - 3 - 4 . b ( 13) , and 8 - 3 - 4 . b (15) . Regarding paragraph 8 - 3 - 4 . b ( 17) , an abbreviated amendment may not be used to establish another line of minimums or lower minimums. An abbreviated amendment may be used to remove, increase, or return minimums to their previously published level at the end of a temporary condition, or to add SA CAT I minimums to runway with an existing standard CAT II procedure. When required, first promulgate the changed condition via 8 - 14 Order 8260.19K T - NOTAM and follow up with only the source 8260 - series FAA form(s). When completing the 8260 - series FAA form to support an abbreviated amendment, apply the following: (1) Revise the amendment number to an alphanumeric format by adding an alphabetical suffix following the amendment number ( e.g., Amdt 3B; Orig - A ) .

(2) Update the 8260 - series FAA form to reflect all previous P - NOTAM amendments not yet incorporated on the form.

(3) Complete the “Changes and Reasons” block of the form indicating the changes in the T - NOTAM as well as those of previous P - NOTAMs incorporated. Include cancellation of the T - NOTAM. Be specific in indicating the changes and reasons ( e.g., “ MDA CHANGED FROM 880 TO 820 FEET ”; “ MDA RETURNED TO PREVIOUS ALTITUDE; TEMPORARY CRANE REMOVED ” ).

(4) Enter “ ROUTINE ” as the required effective date.

(5) Coordinate changes with appropriate organizations, as necessary.

d. No amendment is required when: (1) Frequencies are changed which were not entered in notes on FAA Forms 8260 - 3, 8260 - 4, 8260 - 5, 8260 - 7A, or military equivalent.

(2) When the name of an airport (legacy) mentioned in the “Notes” block of the 8260 - series FAA forms is changed ( e.g., “ USE BATESVILLE/BATESVILLE REGIONAL <> ALTIMETER SETTING ” ). However, when changing from legacy “airport name” to “LOCATION ID”, the note may trigger an amendment, in accordance with paragraph 8 - 3 - 4 . b(21) , to avoid confusion and must be addressed in procedure revisions. For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and the n the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

(3) Changes to uncharted obstacles, names of secondary airports shown in the Planview, lighting and communications items included in the “Additional Flight Data” block of the 8260 - series FAA form.

(4) Lighting changes occur that do not affect published visibility.

(5) Fix coordinates are changed, which do not require a change to the procedure chart or any FAS data block items on GLS, LPV or LP SIAPs that may affect the CRC remainder code [see paragraph 8 - 3 - 4 . b(11) ].

e. Changes to the NAS infrastructure that require procedure amendments under subparagraphs 8 - 3 - 4 . b and 8 - 3 - 4 . c must be pre - coordinated with the Aeronautical Information Services , Instrument Flight Procedures Group , by the Aeronautical Information Group to become effective on a 56 - day AIRAC charting date and must be effective concurrent with procedure 8 - 15 Order 8260.19K amendments. Every effort must be made to allow changes to be effective as soon as possible, but no later than one year after the receipt or as coordinated. This will ensure instrument procedure availability to the maximum extent possible, lessen impact on airport IFR operations, and ensure chart/database harmonization.

(1) When uncoordinated physical changes have been made ( e.g., runways have been re - numbered ) , Aeronautical Information Services will not publish (e.g., in the NFDD) such changes until an agreed upon date. Aeronautical Information Services , Instrument Flight Procedures Group , will promulgate the information affecting the instrument procedure via the applicable NOTAM type, pending assignment of a coordinated effective date.

(2) Aeronautical Information Services , Instrument Flight Procedures Group , must be notified immediately of changes to airport reference points, airport field elevations, touchdown zone elevations, and runway threshold locations/elevations to assess the impact on instrument procedures. Aeronautical Information Services , Instrument Flight Procedures Group , is allowed 28 calendar days to evaluate reported changes, surveys, etc., and respond to the Aeronautical Information Group . If Aeronautical Information Service s , Instrument Flight Procedures Group , does not respond to reported changes within 28 days, changes within the following tolerances may be promulgated via NFDD when verified.

(a) The following runway threshold parameter changes are deemed to have no impact on instrument approach procedures: ± 50 feet or less longitudinally ± 10 feet or less laterally ± 3 feet or less vertically (b) Changes that exceed the tolerances above require immediate NOTAM action to ensure safety and procedural currency. Procedure amendments will be made within the specified timelines defined in s ection 2 - 8 .

(3) All NAVAID position changes must be evaluated for impact by Aeronautical Information Services , Instrument Flight Procedures Group , prior to promulgating the revised information.

(4) Changes to airport identifiers (LOCATION ID) must also be coordinated with Aeronautical Information Services , Instrument Flight Procedures Group , to assess the impact on instrument procedures. Airport identifier changes affect avionics coding for procedures and in some cases require procedure amendments.

f. Aeronautical Information Services , Instrument Flight Procedures Group , may change the following chart related products without supporting procedure amendments ( i.e., P - NOTAM or 8260 - series FAA form ) : (1) Marker beacons decommissioned and not identified as a FAF, stepdown fix, or MAP on the procedure source document may be removed from chart depiction based on NFDD publication.

8 - 16 Order 8260.19K (2) Lighting changes may be made to airport sketches and the Chart Supplement when published in the NFDD.

g. Graphic ODPs and SIDs. See Order 8260.46 for limitations when making chart changes.

8 - 3 - 5. Aeronautical Information Services R eview of SIAPs and C harts. Aeronautical Information Services must review and check FAA Forms 8260 - 3/4/5, and the associated aeronautical charts published for variations from information submitted for publication. If any variance or charting discrepancies are identified, appropriate action must be taken to correct the discrepancy as soon as possible.

8 - 3 - 6. Processing. When Aeronautical Information Services quality review is completed, Aeronautical Information Services must include the procedure in the Transmittal Letter for publication. Distribution must be in accordance with table 8 - 3 - 2 . Additionally, forward a copy to users specified in paragraph 8 - 6 - 14.a . [Refer to paragraph 8 - 3 - 8 for Special procedure distribution channels].

8 - 3 - 7. Distribution.

a. FAA forms routing provides easy routing reference for Aeronautical Information Services forms processing. Specific directive references are included for further guidance.

b. Aeronautical Information Services must process U.S. Air Force procedures using FAA forms as required by Order 8260.32.

8 - 3 - 8. Special P rocedures P rinting and D istribution. The Flight Technologies and Procedures Division must provide for reproduction of the special procedure forms and must provide copies in accordance with the following recommended distribution. Modify intra - regional distribution as required: a. Principal Operations Inspector for the air carrier or air taxi operator with additional copies to the FSDO having jurisdiction over the airport of concern.

b. For other operators, copies to the requesting user through the associated FSDO.

c. Applicable Service Center .

d. Air Traffic facility exercising control at the airport of concern.

e. ALPA/APA if intended for air carrier use.

f. Courtesy copy to cartographic agencies that may request copy service.

g. Aeronautical Information Group h. Service p rovider developing organization.

i. Airport manager.

8 - 17 Order 8260.19K Table 8 - 3 - 1 . IFP Revisions C = Cancel & Reissue A = Amendment B = Abbreviated Amdt P = P - NOTAM N = Amdt not required Para # C A B P N 8 - 3 - 4. a(1) Title 14 CFR, part 97 subpart changes as a result of a change in X equipment required to fly the procedure ( e.g., 'LOC" to "ILS or LOC"; "ILS" to "LOC", etc. ) [see paragraph 8 - 2 - 2.b ].

8 - 3 - 4. a(2) Procedure ID changed from "VOR - A" to "VOR - B", etc. X 8 - 3 - 4. a(3) An "L", "C", or "R" runway designation is added or removed from the X procedure title ( e.g., "VOR/DME RWY 18L/R" is changed to "VOR/DME RWY 18C ." ).

8 - 3 - 4. a(4) NAVAID providing final course guidance relocated and causes final X approach course ground track to change.

8 - 3 - 4. a(5) Straight - in minimums added or deleted that require change to the X procedure ID ( e.g., “ NDB RWY 28" to "NDB - A", or "NDB - A" to "NDB RWY 28." ).

8 - 3 - 4. a ( 6) Special procedure converted to a public, 14 CFR part 97 procedure. X 8 - 3 - 4. a ( 7) Runway moved and parameters exceed the values in paragraph X 8 - 3 - 4. e (2)(a) , and the current numbering is retained ( e.g., Runway 14/32 is moved 400 feet NE ) .

8 - 3 - 4. b ( 1) Airport /heliport identifier change. X X 8 - 3 - 4. b(2) Airport associated city name or state is changed. X X X 8 - 3 - 4. b(3) Name, facility type, and/or identifier of NAVAIDs are changed, including X X X those mentioned in the "Additional Flight Data" and "Missed Approach" blocks of procedure forms.

8 - 3 - 4. b(4) NAVAIDs/marker beacons are decommissioned. X X X 8 - 3 - 4. b( 5) Runway numbering is changed. X X 8 - 3 - 4. b(6) Equipment added/deleted, procedure ID does not change ( e.g., adding X X X "DME Required" note ) .

8 - 3 - 4. b(7) Procedure ID changes ( e.g., from "GPS" to "RNAV (GPS)"; “VOR/DME” to X X “VOR;” "VOR/DME" to "VOR/DME or TACAN"; "ILS" to "ILS or LOC/DME” ). Includes addition/deletion/modification of any straight - in suffix ( e.g., from "RNAV GPS RWY 36" to "RNAV (GPS) Z RWY 36” ).

8 - 3 - 4. b(8) Add procedure segment [see paragraph 8 - 3 - 4.c ]. X 8 - 3 - 4. b(9) Delete procedure segment. X X X 8 - 3 - 4. b ( 10) Change runway threshold/end location and/or published fix location or X makeup [see paragraph 8 - 3 - 4.c ].

8 - 3 - 4. b ( 11) Change fix name only. X X 8 - 3 - 4. b(12) Change in charted "magnetic" course/bearing/heading/track that does not X X alter ground track.

8 - 3 - 4. b(13) Change in charted course/bearing/heading/track that alters ground track X [see paragraph 8 - 3 - 4.c ].

8 - 3 - 4. b 14) Increase a procedure altitude. X X X 8 - 3 - 4. b(15) Lower a procedure altitude [see paragraph 8 - 3 - 4.c ]. X 8 - 3 - 4.b ( 16)(a) Change to Time/Distance table. X X 8 - 3 - 4.b(16)(b) Published distances inside the FAF change by 0.10 NM or greater. X X 8 - 3 - 4.b(16)(c) Published distances outside the FAF change by 0.50 NM or greater. X X 8 - 18 Order 8260.19K 8 - 3 - 4. b(17) Add new line of minimums [see paragraph 8 - 3 - 4.c ]. X 8 - 3 - 4. b(17) Remove minimums. X X 8 - 3 - 4. b ( 17) Restore minimums to previous state following the end of a temporary X X X condition [see paragraph 8 - 3 - 4.c ].

8 - 3 - 4. b(17) Increase minimums. X X X 8 - 3 - 4. b(17) Decrease minimums [see paragraph 8 - 3 - 4.c ]. X 8 - 3 - 4. b(18) Airport, threshold, or touchdown zone elevation changes that affect X X X visibility minimums [see paragraph 8 - 3 - 4. f (2) ].

8 - 3 - 4. b(19) Frequency notes are changed on procedure forms. X X X 8 - 3 - 4. b(20) Lighting changes that affect visibility minimums and/or renders a procedure X X X unusable at night.

8 - 3 - 4. b( 21) Changes to planview, profile view, PBN require ments, equipment X X X requirements, or briefing strip chart notes.

8 - 3 - 4. b(22) Changes to charted obstacles identified on 8260 - series FAA forms in the X X X “Additional Flight Data” block.

8 - 3 - 4.b(23) Changes to FAS data block fields included within the CRC wrap. X X 8 - 3 - 4. d(1) Frequencies changed which were not entered in notes section of X procedure forms.

8 - 3 - 4. d(2) Airport name (legacy) mentioned in notes section of 8260 - series FAA X forms is changed ( e.g., " USE BATESVILLE/BATESVILLE REGIONAL ALTIMETER SETTING " ). If this is a change from Airport name to LOCATION ID, then see paragraph 8 - 3 - 4.b(21) .

8 - 3 - 4. d(3) Changes to uncharted obstacles, names of secondary airports, lighting, X and communications items included in the "Additional Flight Data" block of the 8260 - series FAA forms.

8 - 3 - 4. d(4) Lighting changes that do not affect published visibility. X 8 - 3 - 4. d(5) Fix coordinates change that do not affect the procedure chart or any FAS X data block items on LPV or LP , or GLS SIAPs that affect the CRC remainder code [see paragraph 8 - 3 - 4. b(11) .

8 - 19 Order 8260.19K T able 8 - 3 - 2 . Forms Distribution FAA Form Aeronautical Flight OSG ARTCC ATC Terminal A4A Aeronautical Information Standards FPT Facility ALPA Information Services or APA Services File Service AOPA Provider NBAA HAI Service provider originates. Send to Flight Technologies and Procedures 8260 - 1 Division; Service provider or Flight Technologies and Procedures Division cancels, giving 8260 - 1 date and reason. Flight Technologies and Procedures Division maintains original 1 (cancellation) copy. A copy is returned to the service provider.

2 3 8260 - 2 Electronic If Special 1 1 1 1 * 1 Copy * Flight Technologies and Procedures Division distributes to users.

8260 - 3/4/5 Orig. If Special 1 1 1 1 1 Distribute as specified in Order 8260.60 .

8260 - 7A/B 8260 - 9 If Special 1 Orig 8260 - 15A/B/C Orig. If Special 1 1 1 1 1 Orig to control Orig to control 8260 - 15D 1 1 1 facility facility Orig If Special 1 1 1 1 8260 - 16 8260 - 17.1/ If Special 1 8260 - 17.2 Flight Technologies and Procedures Division.

Distribution not applicable if provided and coordinated through navigation database.

Flight Technologies and Procedures Division distributes to users.

For Off - Airway routes. Applicable Service Center FPT distributes to users.

8 - 20

Order 8260.19K Section 8 - 4. Flight Procedures Standards Waiver, FAA Form 8260 - 1 8 - 4 - 1. Preparation of FAA Form 8260 - 1, Flight Procedures Standards Waiver. All waivers to Order 8260.3 and other TERPS - related FAA directives, must be initiated by the developer, and forwarded to the Flight Technologies and Procedures Division . See figure 8 - 4 - 1 for sample FAA Form 8260 - 1. Itemized instructions for completing FAA Form 8260 - 1 are as follows: a. Control number. Flight Standards will enter a control number that will be used for tracking.

b. Item 1. Flight Procedure identification . Enter the city name and state, official airport ID (LOCATION ID) , and the flight procedure identification (excluding amendment number) as it reads on the TPP / chart . For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for ( LOCATION ID ) . For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identi fier (ID) separated by a slash ( LOCATION ID/ICAO ID ). For SIDs and STARS where more than one airport is served, each airport served must have its own waiver t hat align s with maintenance of the procedure over time. Use the word “ ARRIVAL ” f or STARS , and the word “ DEPARTURE ” for SIDs. For Copter procedure s include the word "(COPTER) or COPTER " in the procedure identification , see examples . If the procedure is a Special, use “ (S PECIAL ) ” at the end of the procedure identification . See examples .

E xamples : A SPEN , CO ASE RNAV (GPS) Z RWY 15 (SPECIAL) W ASHINGTON , DC DCA FRDMM ARRIVAL (RNAV) D ALLAS , TX DAL COYOTE DEPARTURE SYLVA, NC 68NR TEAZZ (COPTER) DEPARTURE (RNAV) P ETERSBURG , WV W99 COPTER RNAV (GPS) X RWY 31 A LICE , TX ALI TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURE S 8 - 21 Order 8260.19K c. Item 2. Waiver required and applicable standard . Identify clearly and accurately what standard is requested to be waived ( e.g., “Missed Approach Section 1 is not aligned with the Final Approach course ) . Order 8260.3, Chapter 10.” Request s should typically include only one waiver of standards on each form and address the applicable standard (s) to be waived . There may be situations requiring multiple paragraphs to be waived that are related to the same condition and in this case multiple waivers may be combined on a single waiver form. Contact AFS for assistance in determining if combining the waiver is approp riate. When an additiona l reference is needed to support a waiver, it may be referenced in Item 3 or 4, as applicable. When a procedure is amended, reprocessing of an existing waiver is not necessary unless the amendment directly impacts the basis for the waiver.

d. Item 3. Reason for waiver . The reason for the waiver must be clear and concise. If the waiver for an existing procedure is being revised, the effective date of the original procedure must be included. Include full justification for the waiver ( e.g., “To avoid obstructions that would require raising the DA 180 feet” ).

e. Item 4. Equivalent level of safety provided . Complete this item in all cases with as many points as is germane to the equivalent level of safety. Clearly state the equivalent level of safety which would mitigate the nonstandard condition.

Note 1 : The fact that the procedure has existed for a number of years or that the procedure conforms to CFRs is not considered to be sole justification for an equivalent level of safety.

Note 2 : Satisfactory flight inspection /validation in and of itself does not constitute an equivalent level of safety.

Note 3 : Consultation with the Flight Technologies and Procedures Division representative responsible for the geographic area the procedure is located in is recommended.

f. Item 5. Alternative actions deemed not feasible . Enter statements in this item to indicate consideration has been given to alternatives and why they were ultimately deemed as not feasible to eliminate the requirements of the waiver condition. Alternatives may include the consideration of new and/or reloc ated navigational aids, alternative routes/tracks/radials that were considered, removal of obstacles, etc. These entries must result in a description of why the waiver is the only reasonable alternative.

g. Item 6. Coordination with user organizations . Indicate the FAA offices and other organizations with which this waiver will be coordinated.

h. Item 7. Submitted by . For FAA - developed instrument procedures, the Aeronautical Information Services manager, or their designated representative, must sign and date all waiver requests, and forward to the Flight Technologies and Procedures Division for further action.

Waivers for instrument procedures developed by non - FAA service providers will be signed by the designated representative of the service provider. The waiver package (paper/electronic) submitted to the Flight Technologies and Procedures Division must include such technical data (sketches, maps, computations, supporting database information, documentation) as necessary for Flight Standards analysis and understanding of the situation. Packages submitted with 8 - 22 Order 8260.19K insufficient supporting technical data are subject to return to the originating office or may be held pending receipt of such information.

i. Item 8. Flight Standards action .

(1) The Flight Technologies and Procedures Division processes all waiver requests and schedules a PRB to gain consensus on approval/disapproval. If the PRB recommends approval, then the Flight Technologies and Procedures Division will endorse the FAA Form 8260 - 1. When necessary, the Flight Technologies and Procedures Division will annotate the FAA Form 8260 - 1 that approval is contingent upon a successful flight inspection /validation report. SRM compliance for the PRB will be implemented as a Quality Management System (QMS) process and documented as part of the online PRB package.

(2) The Flight Technologies and Procedures Division retains the original for file, provides a copy of the completed waiver to the service provider, and makes further distribution as necessary.

j. Cancellation of a waiver may be initiated by the s ervice p rovider [see paragraph 2 - 12 - 6 ] or by the Flight Technologies and Procedures Division . The i nitiating office must enter a signed statement to that effect, with the effective date and reason for cancellation. The Flight Technologies and Procedures Division will distribute copies to the same organizations that received the approved waiver.

Example: This waiver is canceled effective February 2, 2002.

Order 8260.3 now permits multiple DME fixes.

(Signature) (Title, Office Symbol) 8 - 23 Order 8260.19K Image 8 - 4 - 1 . FAA Form 8260 - 1, Flight Procedures Standards Waiver 8 - 24 Order 8260.19K Figure 8 - 4 - 1 . FAA Form 8260 - 1, Flight Procedures Standards Waiver , Example 8 - 25

Order 8260.19K Section 8 - 5. Radio Fix and Holding Data Record, FAA Form 8260 - 2 8 - 5 - 1. Introduction.

a. General. All civil and military named fixes and holding patterns must be documented on FAA Form 8260 - 2. Navigation facilities do not require this documentation unless holding is established [see paragraph 8 - 2 - 1.b(1) ] . FAA Form 8260 - 2 may be initiated by Aeronautical Information Services , military organizations, Air Traffic Facilities, Flight Standards, or non - FAA service providers . FAA Form 8260 - 2 action may also be initiated by Air Traffic facilities using the FAA Form 8260 - 2 worksheet [see a ppendix E ] for fixes associated with STAR, SID, and 14 CFR part 95 route projects. The worksheet is submitted to the applicable Air Traffic Service Center office for coordination with the IFP Validation Team and then forwarded to Aeronautical Information Services for processing. When initiated by military organizations, the forms are coordinated with the controlling FAA Air Traffic facility and then (USAF : See applicable Air Force directives for processing) forwarded to Aeronautical Information Services . The forms must be distributed in accordance with table 8 - 3 - 2 . All other initiators must coordinate the establishment, alteration, or change in fix use with the controlling FAA Air Traffic facility. All initiators must coordinate any modification of holding and enter fix use of any 14 CFR part 95 route or 14 CFR part 97 instrument procedures with Aeronautical Information Services or the service provider maintaining the 14 CFR part 97 procedures. See s ection 2 - 10 for additional navigational fix guidance and processing information.

b. Entries. All radial/course/bearing entries are magnetic unless otherwise noted. Distances less than one nautical mile must have a zero before the decimal.

c. Storage. All domestic and certain foreign named fixes and holding requirements are entered into Aeronautical Information Services National Airspace System Resource (NASR) database for permanent storage, and publication in the National Flight Data Digest (NFDD) and published in Order JO 7350. 9 , Location Identifiers .

d. Fix name change. A fix name change requires a revised FAA Form 8260 - 2. Annotate in the “Remarks” section ( e.g., “Name Changed from LESLI to WALLS.” ). Fix name changes must be kept to an absolute minimum and must be made only for safety of flight reasons ( e.g., similar sounding names in close proximity, name duplication, etc. ).

Note : A name change for fixes used on procedures contained in the Coded Instrument Flight Procedure (CIFP ) will require the procedure (s) to be amended to reflect the changed fix name .

(1) Fix name changes associated with instrument flight procedures require that the procedure(s) be amended for the same effective date to ensure chart/database harmonization is not compromised.

(2) When a fix must be moved, refer to Order JO 7400.2 for guidance on whether the five - letter name may be retained or must be changed.

8 - 26 Order 8260.19K 8 - 5 - 2. Preparation of FAA Form 8260 - 2.

a. Name . Enter the name of the fix. Do not enter “INT” or “WP” after the name of the fix.

See paragraphs 2 - 10 and 8 - 5 - 2 . g . When an RNAV waypoint is collocated with another type of fix, use the same name for both. When documenting holding for a navigation facility, use the facility name and facility type.

Example: OKIE DENVER VORTAC JACKSON VOR AVON NDB ARUBA LOM b. State. Enter the two - letter identifier of the state in which the fix or navigation facility is located. The state is left blank if the country is other than the U.S. For offshore fixes at or inside the U.S. 12 - NM territorial limit, name of the nearest state must be used.

c. Country. Enter the two - letter identifier of the country in which the fix or navigation facility is located.

d. ICAO R egion C ode . Enter the one - or two - character code of the ICAO region in which the fix or navigation facility is located. In the Continental U.S. and within the 12 - NM territorial limits, the region code will begin with a “K” followed by a numeric character obtained from appendix K . For Alaska “PA” is used and for Hawaii “PH” is used within the 12 - NM territorial limit. For all other U.S. Territories as well as countries within the U.S. FIR boundary and within the 12 - NM territorial limit of the country or territory and where the U.S. establishes a fix, the code is as identified in the ICAO Doc ument 7910 , Manual on Location Indicators . Outside the 12- NM limit in the Pacific a “P” must be used. Outside the 12 -NM limit in the Atlantic and Gulf of America a “K” must be used. Outside the 12 -NM limit but within the San Juan FIR boundary “TJ” must be used.

e. Latitude/Longitude. Enter the fix or navigation facility latitude and longitude. Compute the coordinates using the primary means of identifying the fix. Enter to the hundredth of a second. Include the compass point of the latitude and longitude. En route f ixes must be calculated using the true courses (to the hundredth of a degree) between the facilities making up the airway/route segment. If the fix is also used in a terminal procedure, then terminal priorities must prevail.

Example: 482921.83N / 1064810.92W (1) If the fix can be formed in more than one manner, show the facilities used to calculate the coordinates given in the “Remarks” section, and record only one set of coordinates on the form.

Example: OKLAHOMA CITY (FAC1) AND WILL ROGERS (FAC2) USED TO ESTABLISH FIX COORDINATES 8 - 27 Order 8260.19K (2) Facilities (NDB, OM/MM/IM and LOM/ LMM/LIM) used as fixes on IAPs are compatible with database referenced navigation systems only when located on the FAC of the NAVAID providing FAC guidance. To ensure compatibility and consistency, use actual coordinates only when the facility resides on the actual FAC. Otherwise, whenever the actual location of the facility is within the commissioned width of the FAC facility; establish marker/locator coordinates where the marker major axis intersects the actual FAC. Wher e the actual location of the facility is outside the commissioned width of the actual FAC, establish a separate suitable intersection or fix on the actual FAC. In situations where IAPs are established to adjacent parallel runways and the facility is locate d within the commissioned FAC width for both runways, use the marker/locator on one IAP, and establish a separate fix for the other IAP. Use the actual coordinates of the NDB (LOM/LMM/LIM) for NDB approach procedures. In those instances where the coordinat es on the FAA Form 8260 - 2 reflect the intersection of the marker major axis and the actual FAC, make the following entry in Remarks. “Coordinates reflect location on LOC/AZ centerline abeam the [Facility Name and Type]. Actual facility location is 123456.78N / 0123456.7 8W.” f. Airspace D ocket N umber .

(1) Enter the docket number when the request is associated with an airspace action. If no docket number, leave blank. A docket number is required when a NAVAID, fix or waypoint is used in an airspace rulemaking action , or the designation of a compulsory reporting point (7400.11) is established; the location or fix makeup is modified or canceled in accordance with Order JO 7200.2 .

(2) A docket number is not required when an existing fix or waypoint is moved [see paragraph 2 - 10 - 4.c ] or amended due to other actions not related to rulemaking (i.e., adding fix use) .

g. Fix.

(1) Type. List the fix type(s) for the various uses of the fix. If the FAA Form 8260 - 2 is for a navigation facility, leave blank. Available Fix Types are WP, INT, DME, CNF, and RADAR.

A combination of fix types may be used when applicable ( e.g., “INT, DME, WP, RADAR” or “DME, CNF” or “INT, DME” ).

(2) Type of Action. Enter the type of action being taken. The types of action are : Establish, Modify, Cancel, or No Change. This is applicable to fix only, and not to be confused with Holding.

Note 1 : Fix cancellation. When a fix is canceled, a copy of the current (to include all the existing data) FAA Form 8260 - 2 will be generated. Type of Action will have “Cancel” placed on this line. Complete the Approval line for the individual approving the cancellation.

Note 2 : Instrument procedure cancellation. Whenever an instrument procedure is canceled, update Fix use or process a cancellation, as necessary, of FAA Form 8260 - 2s for fixes associated with the procedure. ATC facility(s) must be coordinated with prior to cancelling a fix. If the fix will be retained for other than instrument procedure use (e.g., ATC use), see paragraph 8 - 5 - 2 . r , for transferring the OPR.

8 - 28 Order 8260.19K (3) Fix Make - Up Facilities. Enter all navigation facilities used for fix make - up. RADAR and RNAV fixes, leave blank. En route : Where a crossing radial/bearing establishes a fix along an airway, list the on - course facility as Facility 1, and the off - course facility as Facility 2. Where a fix is established at the intersection of two or more airways, list the source facility farthest from the fix as Facility 1. Terminal : If the fix is an intersection, list the facility providing positive course guidance as Facility 1, and the crossing course facility as Facility 2. If the fix is DME, list the DME source, if other than Facility 1, as Facility 2.

Note : If only DME is used from a fix make - up facility (i.e . , crossing radial cannot be used as part of the Facility 2 fix make - up), leave the Facility 2 “Magnetic Bearing” and “True Bearing” entries blank. However, if the bearing is required for other fix makeup, indicate in the fix use remark to not chart the bearing for the particular fix use.

(a) Facility Number. Enter the Fix Make - up Facility Number, beginning with “1.” Continue the number list for all navigation facilities used for fix make - up.

(b) Name. Enter the name of the navigation facility.

Example: KANSAS CITY TRUTH OR CONSEQUENCES (c) Ident. Enter the identifier of the navigation facility.

Example: MCI TOC I - OKC BO (d) Type. Enter the facility type.

Example: VORTAC LOC LOC/DME VOR VOR/DME OM (e) Class. Enter the SSV class. VOR, VORTAC, VOR/DME (VL, VH) , TACAN, (T, L, H), NDB (HH, H, MH), other facilities leave CLASS blank.

(f) Magnetic bearing. Enter the magnetic bearing from the navigation facility to the fix. Enter values to the nearest hundredth of a degree.

(g) True bearing. Enter the true bearing from the navigation facility to the fix.

Enter values to the nearest hundredth of a degree.

8 - 29 Order 8260.19K (h) DME. If the navigation facility provides DME for the fix, enter the DME value. Enter values to the nearest hundredth of a NM.

(i) Distance from facility.

1. NM. Enter the distance in NM from the navigation facility to the fix. Enter values to the nearest hundredth of a NM.

2. Feet. When the fix being defined is a FAF or PFAF, enter the distance in feet from the navigation facility to the fix. Enter values to the nearest whole foot.

(j) MRA. See also paragraph 2 - 10 - 7 . The MRA is usually based on electronic signal strength determined by flight inspection of the navigation facility. The developer must consider all possible uses of the fix, request flight inspection of the lowest authorized altitude, and ensure procedure design is compatible with any limitations imposed. MRAs assigned must be consistent with signal strength, facility service volume, air traffic requirements, air/ground communications, and airspace structure. For fixes located inside the FAF, establish an MRA 100 feet below the lowest published procedural altitude at the fix. Values are entered in whole feet.

Note : When an MCA is assigned in order to meet flight inspection signal reception requirements, ensure the applicable facility MRA matches the MCA.

(k) MAA. See also paragraph 2 - 10 - 9 . The MAA is the highest altitude authorized for use of the fix. The developer must consider all possible uses of the fix, request flight inspection of the highest authorized altitude, and ensure procedure design is compatible with any limitations imposed. MAAs assigned must be consistent with signal strength, facility service volume, air traffic requirements, air/ground communications, and airspace structure. Values are entered in whole feet.

(4) ESV. Enter all ESV required for fix make - up. Enter navigation facility identification, facility type, radial or bearing, distance, minimum altitude, and maximum altitude.

(5) Fix restriction(s). List all fix restrictions that are applicable ( e.g., en route MRA or MCA, military only, Special only, etc. ).

Example s : MCA V3 5000 NORTHBOUND MRA V5 - 47 - 182 3800 MILITARY ONLY SPECIAL ONLY h. Holding.

(1) Type of action. Enter the type of action being taken. The types of action are : establish, modify, cancel, or no change. This is applicable to holding only, and not to be confused with fix. When no action is being taken, leave blank on originals or enter no change on revisions.

Revise the FAA Form 8260 - 2 when holding pattern cancellations are necessary. If canceling all 8 - 30 Order 8260.19K holding at the fix or navigation facility, enter cancel in type of action. When more than one holding pattern is established and you wish to cancel an individual holding pattern and retain the other(s), enter modify in type of action, delete the appropriat e holding information, and identify the modification in reason for revision.

(2) Holding patterns. Analyze holding patterns incrementally for all altitudes requested by ATC and for all speed categories. Do not use less than pattern template number 4. Apply appropriate obstacle clearance to all obstacles within each template area and airspace requirements to only the primary portion of the template area . Some time may be saved by initially evaluating the patterns for the highest speed group. If the same controlling obstruction or minimum holding altitude results, document the obstruction and the associated smaller pattern template number; the evaluation is then complete. If the minimum holding altitudes differ, a more detailed incremental analysis is necessary. When a specific holding pattern is not required, leave blank. Specific holding patterns at ground - based navigation facilities that support only RNAV use must be documented [see paragraph 2 - 5 - 3.g(2)(a) ] .

(a) Pattern number. Enter the number for a specific holding pattern beginning with number “1.” Continue the number sequence for all specific holding patterns associated with the fix or navigation facility.

(b) Direction. Enter the holding direction based on magnetic inbound course [see table 8 - 6 - 1 ] .

(c) Ident. If holding is based on a navigation facility, enter the identification of the facility providing course guidance. If RNAV, leave IDENT blank.

(d) Type. Enter the type of navigation facility. If RNAV, enter “WP.” (e) RAD/CRS/BRG. Enter the radial/course/bearing in hundredths of a degree magnetic from the facility or waypoint on which holding is based.

(f) CRS inbound. Enter the course of the inbound leg of the holding pattern in hundredths of a degree magnetic. For non - RNAV holding where the inbound course is towards the NAVAID, enter the reciprocal of the value entered from paragraph 8 - 5 - 2 . h ( 2) ( e) . For non - RNAV holding where the inbound course is away from the NAVAID, enter the same value that was entered from paragraph 8 - 5 - 2 . h (2) ( e) .

(g) Turn (L or R). Enter the direction of turn. Enter “L” for left turn, “R” for right turn.

(h) Leg length. Either time or DME values may be entered for a specific holding pattern.

Note : When both time and distance are applicable to the same holding pattern, patterns must be specified as two individual entries ( e.g., PAT 1 and PAT 2 ) .

1. Time. Enter the time leg length outbound from the fix based on minimum holding altitude.

8 - 31 Order 8260.19K 2. DME. Enter the DME leg length outbound from the fix based on minimum holding altitude. Enter the DME value to the whole NM.

Note : This block will also be used for entering the leg distance for RNAV holding, when applicable.

(i) Holding altitudes. Authorized altitudes must be no lower than the lowest altitude requested by ATC. Evaluate up to the maximum altitude operationally requested.

1. Minimum. Enter the minimum holding altitude authorized for the holding pattern. Value is entered in whole feet.

2. Maximum. Enter the maximum holding altitude authorized for the holding pattern. Value is entered in whole feet.

(j) Templates. See Order 8260.3 for the holding pattern template information.

1. Minimum. Enter the holding pattern template used for controlling obstruction evaluation based on the minimum holding altitude.

2. Maximum. Enter the holding pattern template used for controlling obstruction evaluation based on the maximum holding altitude.

Note : When a Climb - in - hold (CIH) pattern is documented for the minimum holding altitude, the maximum altitude CIH pattern size should also be the one specified .

(3) Controlling obstructions.

(a) Pattern number. Enter the holding pattern number to which the controlling obstruction is applicable. When documenting the controlling obstruction for a climb - in - hold evaluation on a holding pattern already listed, make a separate entry, repeating the holdi ng pattern number.

(b) Airspeed. Enter the maximum holding airspeed used based on the minimum holding altitude for the pattern [see Order 8260.3, t able 17 - 2 - 1].

Example: (c) Obstruction. Enter the description of the controlling obstruction. Enter the obstruction identifier, if available, in parenthesis.

Example: TOWER (KORD0045) (d) Coordinates. Enter the latitude and longitude, with compass points, of the obstruction to the nearest hundredth of a second.

Example: 573129.97N/0701658.77W 8 - 32 Order 8260.19K (e) Elevation. Enter the MSL elevation of the obstruction to the nearest foot.

(f) Accuracy code. Enter the applicable accuracy code (if available) of the controlling obstruction.

(4) Precipitous terrain additions. List by pattern number any required precipitous terrain addition used with the required obstacle clearance to determine the minimum holding altitude.

(a) Pat. List the holding pattern number.

(b) Addition. List the precipitous terrain addition to the whole foot.

(5) Reason for nonstandard holding. When holding with left turns, identify the holding pattern number and the reason. If standard, leave blank.

Example: PAT 1 TERRAIN PAT 3 TRAFFIC DECONFLICTION (6) Holding restriction(s).

(a) En route fixes which also serve as missed approach clearance limits must permit holding and en route flight.

Example: HOLDING LIMITED TO ESTABLISHED PATTERN(S) PRIOR COORDINATION REQUIRED WITH CONTROLLING AGENCY FOR HOLDING OVER R - 5503A/B (7) Procedures requiring climb - in - hold. Evaluate the climb - in - hold as appropriate, in accordance with Order 8260.3, c hapter 17. Enter all procedures that require a climb - in - hold evaluation for a listed holding pattern. Enter the holding pattern number, procedure title, airport identifier, city name , and state.

Note : If other than 310 KIAS climb - in - hold speed is used (i.e., 200/230 KIAS used for holding patterns restricted to 175 KIAS), the procedure must be annotated with the maximum airspeed allowed to conduct a climb - in - holding [see paragraph 8 - 6 - 6.g ] .

Example: PAT 1, VOR RWY 19, MCI, KANSAS CITY, MO i. Remarks. The foregoing instructions contain several uses for this section. Additional uses are as follows: (1) Precipitous terrain. Enter a remark stating precipitous terrain evaluation completed.

Example: PRECIPITOUS TERRAIN EVALUATION COMPLETED.

8 - 33 Order 8260.19K (2) When holding is over a NAVAID, document the assigned magnetic variation of the NAVAID.

(3) Other remarks. Enter remarks necessary to clarify fix make - up, holding patterns, charting clarification s , etc. Clarify charting of public versus private fixes , where used jointly.

j. Fix use. List the uses of the fix. Select a U se T ype from 8 - 5 - 2 . j ( 1) . For procedure title, l ist the procedure ID, designated ATS route number, or non - procedure fix us e. List the fix make - up (if applicable), pattern (if applicable), airport identifier ( LOCATION ID) (if applicable), city name (if applicable) , and state (if applicable). List both procedure and non - procedure fix use in U se T ype and U se T itle . When a specific facility or holding pattern needs to be charted for a fix use, enter the facility number(s) in fix make - up and/or pattern number(s) in pattern.

(1) Use T ype. Use T ypes are: (a) DP - Used for SIDs and ODPs.

(b) Special DP – Used for s pecial departure procedures.

(c) En route - Used for airways, jet routes, RNAV routes, etc.

(d) IAP - Used for standard and special approach procedures.

(e) Special IAP – Used for s pecial approach procedures .

(f) Other - Used for non - procedure fix uses and special ATS routes ( e.g., ATC coordination fix, pitch/catch point, restricted area entry/exit point, sub - route, etc. ). Add clarifying information after the designated ATS route in parenthesis e.g., ZK - 27 (SPECIAL EN ROUTE).

(g) STAR - Used for standard terminal arrival.

(2) Whenever the “Fix Use” section is changed (i.e., addition, deletion, or modification), this is considered to be a revision and the revision number must be changed.

k. Required charting. List the flight publication products the fix is to be charted on. The publication products are: Sectional, VFR terminal area (TAC), VFR flyway planning, Helicopter Route, DP, STAR, IAP, Military DP, Military STAR, Military IAP, Special IAP, Special DP, Area, Controller High, Controller Low, En route Low, En route High, and IFR GO A vertical flight.

(1) Helicopter Route charts are limited to a few high-density locations for VFR helicopter operations in areas of high concentrations of helicopter activity. Do not select Helicopter Route charting for IFR waypoints, IFR procedures, or IFR routes.

(2) For private (special) fixes select only Controller High or Controller Low charting, as appropriate, unless the required charting is for a jointly used public procedure.

8 - 34 Order 8260.19K Example: DP, IAP, CONTROLLER LOW , EN ROUTE LOW l. Compulsory reporting point. If the fix is a compulsory reporting point, enter the airspace structure(s) applicable to the reporting point : low, high, or low/high. If the fix is not a compulsory reporting point, enter No [see also paragraph 8 - 5 - 2 . a ] . Reporting points are only used on airways in accordance with Order JO 7400.2.

m. Record revision number. Enter the revision number. When the FAA Form 8260 - 2 is an original, enter “Orig” [see paragraph 8 - 5 - 2 . j ] .

n. Date of revision. Enter the effective date of the new/revised holding pattern and/or fix.

Note : If the fix/holding pattern serves only a Special instrument procedure, this date must be the same as the effective date established for the procedure [see paragraph 8 - 6 - 2.o ] .

o. Reason for revision. List the reason(s) for the revision. Make “concurrent with” entries if needed.

Example: ADDED FACILITY 3 TO FIX MAKE - UP R AIS ED PATTERN 4 MINIMUM HOLDING ALTITUDE FROM 3000 FT TO 4000 FT CONCURRENT WITH JACKSON HOLE, WY, VOR RWY 36, AMDT 3 p. ATC coordination. Enter the date, air traffic facility Ident and type, and name of the ATC individual that coordinated the fix request.

q. Initiated by. For Aeronautical Information Services or ATC developed fixes, leave blank.

For all other developed fixes, enter the date, organization/company, and name of the individual initiating the fix.

r. Office of primary responsibility. Enter the name and office symbol of the office that is the focal point for any changes/modifications to this fix and/or holding pattern(s). See appendix D for guidance when submitting changes/modifications to the OPR. The OPR is subject to change based on changes that may occur regarding “fix use.” For example, if the fix were used by a non - FAA service provider or ATC and it will now be used for an instrume nt flight procedure developed by the FAA; the OPR will be transferred to Aeronautical Information Services [see paragraphs 2 - 10 - 3 .a(5) and 2 - 10 - 3 .a(6) ] .

s. Approved by. Enter the date, office, name, and signature of the approving authority.

Aeronautical Information Services is the approval authority for fixes required by FAA - developed instrument flight procedures and/or airways. Non - FAA service providers approved to develop 14 CFR part 97 instrument procedures have approval authority for those fixes used solely for procedures they have developed. The military may sign and approve fixes that are for military operations and have no impact on FAA - developed instrument procedures and/or airways. The applicable Service Center OSG FPT is the approval authority for fixes created solely for ATC use.

8 - 35 Order 8260.19K t. Coordination .

(1) The OPR for a fix /point, will initiate coordination with all fix users when moving a fix/point (amending), cancelling, or transferring the responsibility of the fix , in time for the m to make associated adjustments to procedures that co - use the fix be for e publication.

(2) FAA Form 8260 - 2 (or electronic equivalent) will be submitted to Aeronautical Information Services when s pecial procedures have been processed by Flight Technologies and Procedures Divis i on .

u. Distribution.

(1) Distribute the approved FAA Form 8260 - 2s for instrument procedure fixes, including military fixes as defined in t able 8 - 3 - 2 .

(2) Enter the office symbol, abbreviation, or facility Ident , when applicable . Distribution not applicable if provided and coordinated through navigation database.

(3) Send the FAA Form 8260 - 2s (electronic submission preferred) on Specials to Aeronautical Information Services when notified that the Special has been pr ocess ed by the Flight Technologies and Procedures Division .

8 - 36

Order 8260.19K Section 8 - 6. Completion of FAA Forms 8260 - 3/4/5/7A 8 - 6 - 1. General. This section contains information applicable to the completion of FAA Forms 8260 - 3/4/5/7A. Guidance is referenced to each separate area of the forms. Begin at the top/center of the f orm by selecting whether it will be an FAA, Army, or Air Force procedure. Then select the type of procedure (e.g., RNAV), and whether it will be “Standard” or “Special.” Once those are selected, additional selection options will appear in the upper left co rner of the f orm; select all those that are appropriate, and the correct f orm will be generated to support all those items selected and will now be ready to begin making entries into those blocks that will be filled out.

8 - 6 - 2. Basic Information.

a. Airport I dentifier (I D ) . For locations inside the contiguous United States, use only the official FAA location identifier (ID) as derived from NASR for (LOCATION ID) . For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash LOCATION ID/ICAO ID.

b. Procedure name. Enter procedure identification as determined by Order 8260.3 and paragraph 8 - 2 - 2 of this order.

Note : T he procedure name derived from the title line must be included in all correspondence and documentation.

(1) For RNAV (or FMS for which GPS is required) procedures, use RNAV (GPS) RWY 22.

(2) When a procedure also contains CAT II/III minima or SA CAT I/II minima, include the name of the additional procedure(s).

Examples : ILS or LOC RWY XX ILS RWY XX (CAT II) ILS RWY XX (CAT III) ILS or LOC RWY XX ILS RWY XX (SA CAT I) ILS RWY XX (SA CAT II) ILS or LOC RWY XX ILS RWY XX (SA CAT I) ILS or LOC RWY XX ILS RWY XX (SA CAT I) ILS RWY XX (CAT II) ILS or LOC RWY XX ILS RWY XX (SA CAT I) ILS RWY XX (CAT II) ILS RWY XX (CAT III) (3) When a procedure contains “PRM” in the title (e.g., ILS PRM RWY 30L), on the line below it, include the text “Close Parallel” in parenthesis.

8 - 37 Order 8260.19K Example: ILS PRM RWY 30L (CLOSE PARALLEL) (4) When an instrument procedure has been designed to support “Converging” operations, on the line below the procedure title, include the text “Converging” in parenthesis.

Example: ILS V RWY 31R (CONVERGING) (5) Radar procedures must be numbered in sequence ( e.g., “Radar 1, Radar 2, etc.” ).

c. Original/Amendment. Enter “ORIG” for an original procedure or “AMDT” with the applicable amendment number/letter. The amendment number must be advanced or the alphabetical suffix added/advanced whenever the procedure is revised. The type of revision will d etermine whether an amendment may be made or whether the procedure must be canceled and an original established [see paragraph 8 - 3 - 4 ] .

d. City and State. Enter associated city name and state name as derived from NASR. Use the official two - letter state abbreviations.

e. Elevation. Enter the official airport/heliport/surface elevation as derived from NASR.

f. TDZE.

(1) Enter TDZE [as stated in the AIRNAV/ NASR database s , rounded to the nearest foot ] for the runway designated in the procedure title. Enter the sidestep runway and TDZE, if applicable, below the first entry TDZE : 28L 2854 TDZE : 28R 2858 (2) Leave the TDZE blank if straight - in minimums are not authorized or if the procedure is a Copter PinS procedure.

(3) For Copter PinS procedures noted to “proceed VFR” to the landing site, enter “Surface Elevation.” Then enter the highest terrain/surface elevation within a 5200 - foot radius of the MAP.

(4) For Copter PinS instrument approach procedures serving multiple heliports, enter the Airport/heliport LOCATION ID and list the corresponding information in the “Additional Flight Data Block” in accordance with p aragraph 8 - 6 - 11.k . Procedures serving multiple heliports are not authorized for “Proceed Visually” applications. For locations inside the contiguous United States, use only the official FAA location identifier (ID) as derived from NASR for (LOCATION ID). For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash ( LOCATION ID/ICAO ID ) .

8 - 38 Order 8260.19K g. Super s eded. Enter the identification of the superseded procedure .

h. Original/Amendment. If the procedure is original, enter “None”; otherwise, enter “Orig” or amendment number as appropriate.

i. Dated. If the procedure is original, leave blank ; otherwise, enter previous amendment date.

j. Magnetic V ariation . Except as provided in paragraph 8 - 2 - 3 , enter the magnetic variation value upon which the procedure design and documentation is based.

(1) For non - RNAV SIAPs, enter the officially assigned variation value of the facility providing final approach course guidance.

(2) For all RNAV SIAPs, see paragraph 2 - 5 - 3.g(2) .

k. Epoch Year. Enter the epoch year of the variation value as designated by Aeronautical Information Services [see paragraph 2 - 5 - 2 ] . Enter this value in four digits ( e.g., 2015 ) .

l. Facility. Enter facility identification. On procedures predicated on proposed facilities and when an identification has not been assigned, leave this space blank and Aeronautical Information Services will enter the identification. For RNAV, GLS, or FMS procedures, insert RNAV, GLS, or FMS as applicable. For radar procedures, enter the identifier of the controlling facility and the type of radar ( e.g., “COS ASR,” “TBN ASR/PAR.” ).

m. Coordinates of F acilities. When a facility is referred to on a procedure for the first time, enter the facility coordinates. The source data for the coordinates must be identified ( e.g., AF survey, ALP, OC, Map Study, Flight Program Operations , NOS, etc. ). If sufficient space is not available to list coordinates of all new facilities, the space under “Changes” must be used. Leave blank for RNAV procedures.

n. Actual E ffective D ate.

(1) Enter the AIRAC cycle date the procedure will become available for public use.

(2) The actual effective date of the Special procedure will be entered by the Flight Technologies and Procedures Division . The Flight Technologies and Procedures Division must coordinate this date with the affected ATC facility to ensure they have adequate time to train controllers and incorporate the procedure into electronic data systems prior to implementation.

Effective dates must be based on 28 - day AIRAC cycle dates (o r 56 - day AIRAC cycle dates if en route chart changes are required) as published in Order 8260.26. When the actual effective date of the special procedure is assigned, the Flight Technologies and Procedures Division representative will provide FAA Forms 8260 - 7A and 8260 - 7B to the service provider. This will allow maintenance to be completed as defined by paragraphs 2 - 8 - 2.b(1) and 2 - 8 - 2.b(2) .

o. Required E ffective D ate. The required effective date of the procedure will normally be entered by Aeronautical Information Services . Due to the heavy workload associated with the 56 - day airspace charting dates, Aeronautical Information Services will normally schedule routine 8 - 39 Order 8260.19K procedure amendments for charting dates commensurate with the Aeronautical Information Group and Instrument Flight Procedures Group workload. When an effective date is required which is earlier than can be routinely assigned by the Aeronautical Information Group , the Instrument Flight Procedures Group and Aeronautical Information Management Group (AIMG) must coordinate with Aeronautical Information Group to determine the appropriate course of action to expedite publication. This block will be left blank for Special procedures.

(1) Original procedures. The effective date of original procedures must be in accordance with Order 8260.26; except that the 28 - day change notice will not be published for Alaskan or Pacific procedures or for procedures that require en route charting changes.

(2) Routine amendments. Routine amendments to SIAPs are made effective based on the time required to process and distribute the SIAP, plus the time required for charting and distribution to subscribers. Procedures that contain an en route fix name change or re - identification must be made effective on the 56 - day cycle charting date, to coincide with the publication of en route charts. Amendments to procedures pending flight inspection /validation must be held by s ervice provider until the flight inspection /valida tion is complete.

p. Cancel/Suspend. If applicable, indicate if the procedure is being canceled, suspended, or reinstated.

8 - 6 - 3. Terminal Arrival Area (TAA).

a. Documenting the TAA. When the TAA box located at the top, left of the f orm is selected, the TAA se ction will appear on the Form. Enter a ll no r m al ter m inal route and TAA information on the appropriate 8260 - series FAA fo r m s. For TAA entries, the “Fro m ” and “To” e n tries do not describe routes of flight, but r a ther de s cri b e a volu m e of airspace within whi c h an aircraft will proceed in b ound from the 30 NM arc boundary toward an associated “T” IAF or IF / IAF . E n ter the data in the spe c i f ied s t andardized for m at detailed below to assi s t carto g raphers in d e veloping the desired publish e d display. Each entry must coincide with the corresponding entry on FAA Form 8260 - 9 to provide correlation bet w een t e rr a in/ o bsta c l e data and the m ini m u m altitu d e a sso ci ated with t h e approp r iate TAA area. Provide a graphic depiction of the TAA with a r eas de f ined and indi c ate the m ini m u m altitu d e associ a ted w ith e a ch ar ea /se c tor. Do not establish m ini m u m altitu d es th a t will require aircraft to cli m b while inbound toward the respective “T” IAF . Comply with existing instructions in this order relati v e to ter m inal routes [ also see paragraph 4 - 6 - 2.e n ote ] , except as noted below: (1) From . For TAA entries, begin at the outer m ost boundary and work inward toward the res p ecti v e “T” IAF . Enter an area/sector description beginning with the inbound magnetic course that is used as the s e ctor boundary between the right base and straight - in sectors and p r oceed in a clockwise d i rection. Enter the magnetic value of the straight - line boundary (or its extension) d e scribed “To” the associated “T” IAF , followed by the arc boundary distance ( N M ) for that point, and separate the entries by a “/” ( e.g., 090/30 ) . Then enter “ CW ” followed by a point along the same arc boundary intersected by the next straight - line boundary ( e.g., 270/30 ) . Thus, in a basic “T” configuration without s t epdown sectors, the straight - in “Fro m ” entry would appear as “ 090/30 CW 270/30 .” Enter data in a si m ilar m a nner to describe other areas and sectors.

8 - 40 Order 8260.19K (a) Sequentially number (1, 2, etc.) t h e first line e n try describing the area/sector f or which di ff erent m i nimum altitu d es are esta b l ished. I t is p ossible f or a n are a /se c tor to be ir r egul a rly shaped but have only one m inimum altitu d e. Enter the associated data for such an area tog e ther as a group of sequential line entries.

(b) Enter “ NoPT ” follo w i ng each line entry th a t c ontains the s peci f ic 30 - NM arc boundary for which that label is approp r iate. If a course reversal is required, m ake no entry regarding PT require m ents on the line entry describing the 30 - NM arc boundary.

(2) Fix Type. Enter the fix type as applicable ( e.g., IAF, NoPT, etc. ).

(3) To . Enter area/sector straight - line/arc boundary descriptions as above, which in combination with the associated ent r y in the “Fro m ” block, encloses the area being documented.

For example, the “To” stepdown arc entry associated with the “From” entry above for a basic “T” configuration without ste p down sectors would be the “T” IA F ; th e r e f ore, e nter the appropri a te fix name ( e.g., POPPS , MAACH , etc. ). If the area has been sectored, the “To” entry could be “ 090/22 C W 180/22.” (4) Fix Type. Enter the fix type as applicable ( e.g., IAF, NoPT, etc. ).

(5) Altitude . Enter the minimum altitude of the area/sector on each line.

b. FAA Form 8260 - 9, Standard Instrument Approach Procedure Data Record. Comply with instructions in paragraph 8 - 7 - 1.b for documenting controlling/terrain, coordinates, minimum altitudes, etc.

8 - 41 Order 8260.19K Figure 8 - 6 - 1 . Example #1 Figure 8 - 6 - 2 . Example #2 8 - 42 Order 8260.19K 8 - 6 - 4. Terminal R outes. Th is information is used to develop the planview of the instrument approach chart. D ocument all PBN segments including the final and missed approach . See paragraph 8 - 2 - 5 for guidance regarding the establishment of terminal routes.

a. From - Fix Type and To - Fix Type columns. List routes from fix to fix. Establish terminal routes that require a course reversal direct to the fix or facility from which the course reversal is authorized. Signify dual - use fixes (e.g., where hold - in - lieu - of - PT is established at the FAF or IF) as (FAF/IAF) or (IF/IAF).

(1) Enter IAF designations “(IAF)” in the “From,” “ Fix Type , ” column after each fix satisfying the requirements of the parenthetical initial approach fix [see paragraph 8 - 2 - 5.j ] .

(2) Enter intermediate fix designator “(IF)” in the “From,” “ Fix Type , ” column after the fix satisfying the requirements of the parenthetical intermediate fix [see paragraph 8 - 2 - 5.i(4) ] .

(3) Enter NoPT in the “To” “Fix Type,” column for initial segments that permit elimination of the procedure turn. Designate the intermediate segment NoPT only if necessary to clarify the procedure. Do not designate as NoPT a segment after a course reversal fix [see paragraph 8 - 2 - 5.g(2) ] .

(4) Enter CW for clockwise or CCW for counter - clockwise in the “From” column for arc segments. When entered, this information must precede the “(IAF)” as applicable. Enter the name of the fix to which an arc segment connects in the “To” column.

(5) Describe feeder or initial routes based on dogleg segments as fix - to - fix. For a dogleg to a fix on the extended FAC, enter the heading and FAC in the course/distance column. Specify each segment on a separate line. Establish common initial segment altitude s. Where not possible, establish separate procedures. The DR initial is one segment.

(6) For RNAV (GPS and RNP) IAPs, and ILS/LOC procedures containing PBN segments document: (a) The name of the “FROM” fix and its fix type, the name of the “TO” fix and its fix type (if MAP or NOPT), the RNAV leg type , and the waypoint type (FO or FB) for all approach as well as missed approach segments as appropriate.

(b) The RNP value for an y segment with R NP AR APCH or A - RNP NavSpec.

Use a leading zero for RNP values less than 1.00 ( e.g., 0.50 [see paragraph 4 - 6 - 10.f ] ) .

(c) The LTP, or for offset procedures, the FTP in the “TO” column (e.g., RW18R for the LTP, or a CNF for the FTP). Normally, the LTP/FTP will be designated as a fly - over waypoint (e.g., RW36R (MAP) (TF) (FO) or ( X FWTY) (MAP) (TF) (FO)). However, when RNP is required for the missed approach course and the RNP necessary is less than 1.00 [see Order 8260.58, c hapter 4], the LTP/FTP must be a fly - by waypoint (e.g., RW08R (MAP) (TF) (FB) or ( X FYWZ) (MAP) (TF) (FB)). For helicopter procedures, to other than runways, use MAP in lieu of LTP/FTP.

8 - 43 Order 8260.19K (d) Holding waypoint(s) and missed approach holding waypoint (clearance limit) as a FO waypoint.

Note: Although designated as a FO waypoint within this section of the form, a holding waypoint will normally be charted as a FB waypoint. It will be charted as a FO waypoint only if the same waypoint is designated as a FO waypoint in all other parts of the procedure (for example, the IAF or IF).

b. Course and Distance columns. Specify the course and distance for each route segment respectively, except for RNAV DF legs. For RNAV (GPS) final approach stepdown segments, use the final approach course as computed from the PFAF to LTP/FTP for the stepdown segment(s) course entry. Enter the actual magnetic course to the hundredth of a degree. Enter the distance to the hundredth of a nautical mile. Aeronautical Information Services or other charting authority will round for publication.

(1) Where course guidance is apparent (fix to facility, facility to a fix, or facility to facility): COURSE: 090.17 DISTANCE: 10.03 (2) Where course guidance must be specified (fix-to-fix): Specify NDB bearings “FROM” the facility.

COURSE: 090.44 (I-ABC) DISTANCE: 7.12 090.11 (ABC R-270) 8.20 090.34 (XXX BRG 090) 10.56 (3) Where there is a DR route defined from fix to fix via two segments (dogleg), and there is no altitude change between segments, the course, guidance, and distance, must be identified for each segment respectively.

COURSE: 130.49 (ABC R-130) & 185.01 (XYZ R-185) DISTANCE: 7.10 & 4.33 005.21 (HDG) & 296.36 (I-MSP) 3.16 & 4.82 130.28 (HDG) & 180.18 (ABC R-360) 4.12 & 7.45 (4) Enter the DME arc used in an arc segment in the course column. No arc distance is required.

COURSE: 14.00 DME ARC DISTANCE: _____ (5) When a lead radial or bearing is required, enter the data in parentheses immediately after the course data in (4), in a similar manner: 8 - 44 Order 8260.19K C OURSE : 14 .00 DME ARC (ABC LR - 300) 15.00 DME ARC (ABC LBRG 300) (6) For RF leg types, document the radius, direction (clockwise (CW) or counterclockwise (CCW) ), and the CNF point used to define this arc segment and the arc distance in the following manner: C OURSE : (4.72 NM RADIUS CW ( CF YUQ)) D ISTANCE 2.68 Note : The arc radius, direction, and CNF used to make up the RF leg are shown in parenthesis will not be published on the chart. This information is provided for database use only. Only the RF track distance and altitude will be published on an RF turn.

c. A ltitude column. Enter the altitude authorized for the route, except for an RNAV (GPS or RNP) missed approach segment from the MAP to a turn fix.

(1) When the routing requires a course reversal, the altitude authorized must not be lower than the course reversal altitude.

(2) The altitude authorized for any terminal route must be no lower than the altitude authorized for succeeding segments. Where more than one segment joins at a common fix, a common altitude should be selected.

(3) Where a localizer segment fix minimum altitude differs from that required for ILS, enter the ILS minimum altitude. Directly below this value, enter the LOC minimum altitude followed by the same attention symbol used in paragraph 8 - 6 - 7.d(1) so that both plan and profile views are identically annotated.

(4) When mandatory or maximum altitudes are an operational necessity, document the limitations in “Additional Flight Data” [see paragraph 8 - 6 - 10.n ] .

8 - 6 - 5. Radar T erminal A rea M aneuvering S ectors and A ltitudes . ( FAA Form 8260 - 4).

When an MVA chart for these areas has been approved for ATC use by Aeronautical Information Services , do not repeat this data on the FAA Form 8260 - 4. In such cases, enter a note describing the source of the data as follows: “As established by the current (facility name) ASR Minimum Vectoring Altitude Chart.” a. Where the MVA at the FAF is equal to/less than the FAF altitude, document the final segment on FAA Form 8260 - 9 [see also paragraph 8 - 6 - 10.s(1) ] .

b. Where the MVA at the FAF or at fixes preceding the FAF is greater than the FAF altitude, document those segments prior to the FAF on FAA Form 8260 - 9 [see also paragraph 8 - 6 - 10.s(2) ] .

8 - 6 - 6. Missed Approach .

a. General. The missed approach represents a critical phase of flight; therefore, the missed approach should be designed with a minimum of complexity. The instructions on the form must 8 - 45 Order 8260.19K reflect the actual design. The straight - ahead missed approach is the most desirable. Each non - radar missed approach must terminate at a clearance limit (fix or facility) and should terminate/connect to the en route structure.

Note : For helicopter procedures, it is recommended that the missed approach terminate/connect to the en route structure, but it is not required.

b. Clearance limit altitudes specified in missed approach instructions may be rounded to nearest 100 - foot increments, provided Required Obstacle Clearance (ROC) is maintained. Other altitudes used in the missed approach should also use 100 - foot increments. If this causes SIAP construction difficulties, use of 50 - foot increments is the preferred alternative, with use of 20 - foot increments the last resort.

c. Missed approach point. On vertically guided procedures the DA establishes the MAP. On non - precision approach procedures, the MAP is established at a specified fix or at a specified distance from the FAF/PFAF. For ILS combined with LOC procedures, identify both the ILS and LOC MAPs.

(1) FAA Form 8260 - 3/7A . For the precision portion of the ILS procedure, enter: “ILS : DA.” For RNAV (GPS) enter as appropriate: “LPV : DA,” “LNAV/VNAV : DA,” “LP: (Fix Name),” “LP : RWXX,” “LNAV: (Fix Name),” “LNAV : RWXX.” For RNAV (RNP) enter “RNP : DA.” Designate the LOC MAP as a specific distance after the FAF/PFAF, or at a fix/facility.

When FAF to MAP timing is used, specify the distance to the nearest 0.01 NM. In addition to FAF to MAP timing, DME (if available) should be used as an additional me ans to identify the MAP only if the DME source is associated with the localizer (i.e., LOC/DME facility). Specify the DME value to the nearest 0.01 NM : “ LOC : X.XX NM AFTER (FAF NAME/fix makeup) OR AT I - XXX X.XX DME” (2) FAA Forms 8260 - 4/5 . In the box, titled “MAP,” identify the missed approach point as a distance after the FAF/PFAF or at a fix/facility,” as appropriate. If FAF to MAP timing is used, DME (if available) should be provided as an additional means to identify the MAP, provided the DME source is the same as the final approach course facility. Specify the DME value to the nearest 0.01 NM. “MAP: X. XX NM AFTER (FAF NAME/fix makeup) OR AT XXX X.XX DME.” (3) RNAV . Do not list MAP coordinates for GPS . Enter the name of the MAP WP as follows: BONLI (MAP not at threshold) RW16L (MAP at threshold) d. Missed approach instructions.

(1) Where possible, develop missed approach procedures (except radar) using the same type of navigation guidance utilized for the final approach segment.

(2) Normally, a missed approach course/heading should be specified. If no course/heading is specified, the aircraft is expected to maintain the last established course/heading.

8 - 46 Order 8260.19K Do not use the terminology “Climb runway heading” or “Climb straight ahead” ( e.g., use Climb to 2800...” ). For turning missed approach procedures, specify the direction of turn ( e.g., “Climb to 3100 then left turn direct XYZ VOR/DME and hold.” ).

Note 1 : To standardize and clarify altitudes and the meaning of “and” or “then” when used as connecting words between segments of the missed approach instructions , “and” means a continuous climb to the stated altitude; “then” means the altitude condition must be reached at the point prior to the connecting word “then”, and either is maintained through the remaining missed approach, or a second altitude will be stated.

Note 2 : When using the word “direct” in the missed approach instructions, ensure that all categories of aircraft are evaluated ( i.e., CAT A is not encompassed in CAT D missed approach area and vice versa ) . On RNAV procedures, use the term “direct” only when design incorporates a DF leg.

(3) Where the missed approach course differs from the final course : “ Climb to 2800 on ABC R - 180 to ABC VORTAC and hold.” (4) When the missed approach point is also the missed approach holding fix and straight - ahead climb is not practical : “ Climbing right turn to 2500 in ABC VOR holding pattern.” In some cases, a straight - ahead climb, or climb via a specified course/heading to an altitude, prior to returning to the holding fix, may be necessary for aircraft with larger turning radii. When thi s occurs, use the terminology in paragraph 8 - 6 - 6 . d ( 5) .

(5) When obstacles in a turning missed approach area require an initial straight - ahead climb : “ Climb to 3100 then climbing left turn to 4000 direct ABC VOR and hold” or “Climb to 3100 on ABC R - 180 then climbing left turn to 4000 direct ABC VOR and hold.” (6) When circumstances (terrain, obstructions, special use airspace, etc.) require an immediate turn: “Immediate climbing right turn to 4000 direct ABC VOR” or “Immediate climbing right turn to 4000 on heading 070 then direct ABC VOR and hold.” Note : The word “immediate” is an emotion - laden word and should only be used when deemed absolutely necessary by the procedure designer and/or flight inspection /validation pilot to enhance safety . If used, document FAA Form 8260 - 9 with reason this was used.

(7) Missed approach procedures requiring a turn of more than 15 degrees (except for helicopter procedures ; RNAV procedures , see Order 8260.58 ) must specify an altitude that is at least 400 feet above the TDZE prior to commencing a turn. Round the resulting altitude to the next higher 100 - foot increment: “Climb to 1200 then climbing left turn to 3100 on heading 070 and ABC R - 167 to ABC VOR and hold.” Alternatively, a specific point (fix, waypoint, etc.) that will allow sufficient distance, at an assumed 200 ft/ NM (400 ft / NM for helicopters ) or specified gradient rate of climb to reach 40 0 feet above TDZE may be used: “Climb on ABC R - 090 to 9 DME, then climbing left turn to 5000 direct XYZ VORTAC and hold.” See also paragraph 8 - 6 - 6 . b for rounding guidance.

(8) If the procedure serves VOR as well as TACAN equipped aircraft, address TACAN requirements also: “ CLIMB TO 5500 ON ABC R - 111 THEN CLIMBING RIGHT TURN TO 8 - 47 Order 8260.19K 6000 DIRECT ABC VORTAC AND HOLD (TACAN AIRCRAFT CONTINUE ON ABC R - 280 TO CAROL 10 DME AND HOLD W, LT, 100 INBOUND.) ” (9) LOC courses are specified in compass points, and NDB courses as “courses to” or “bearings from:” “Climb to 3000 on I - ABC Localizer NE course (030) and course 350 to DEF NDB and hold.” (10) When the missed approach requires no specific direction of turn: “Climb to 7000 on ABC R - 197 then direct ABC VOR and hold.” (11) Detailed RNAV missed approach instructions may not be required when the missed approach being depicted in the planview of approach chart clearly conveys what is coded in the database loaded into the aircraft’s navigation system. However, the procedure spec ialist may, elect to publish detailed RNAV missed approach instructions when deemed necessary to ensure turning and/or altitude limitations are clearly understood by the pilot. When doing so, those instructions must convey the intended wording to the emplo yed leg type. For example, the word “course” reflects a CF leg design; “track” reflects a TF leg design; “direct” indicates DF leg. However, when an RF leg is used, specify only the direction of the turn, (i.e., do not use “radius” as part of the instructi ons). Include speed restrictions, if required, at the beginning of the missed approach text to include the name of the fix where the speed restriction ends [see paragraph 4 - 6 - 10.g ] .

Examples: “ CLIMB TO 5000 ON THE RNAV MISSED APPROACH ROUTE TO LVD VOR AND HOLD” OR, “CLIMB TO 8000 ON THE RNAV MISSED APPROACH ROUTE TO JAGUR AND HOLD, CONTINUE CLIMB - IN - HOLD TO 8000” OR, “CLIMB TO 5000 ON TRACK 080.22 TO SANDY AND TRACK 104.56 TO GINGR AND HOLD” OR, “CLIMBING LEFT TURN TO 5000 DIRECT CHERL AND HOLD” OR, “CLIMB ON COURSE 098.32 TO JARID, THEN CLIMBING RIGHT TURN TO 6000 DIRECT BOYCA AND HOLD,” OR, “(DO NOT EXCEED 240 KIAS UNTIL WODVU) CLIMB TO 4000 ON TRACK 281.06 TO FIKOG, RIGHT TURN TO WODVU, THEN TRACK 011.23 TO BTG VORTAC AND HOLD” OR, “CLIMB TO 2500 DIRECT CRAZY THEN CLIMBING RIGHT TURN TO 5000 DIRECT INSAN AND DIRECT LOONY AND HOLD.” (12) RNAV (RNP) missed approach procedures require a note that informs the pilot when the missed approach segment requires the use of RNP less than 1.0 0 [ see paragraph 8 - 6 - 8 ] .

8 - 48 Order 8260.19K (13) RNAV (GPS) missed approach procedures req u ire a note that informs the pilot when the missed approach segment requires the alternative use of RNP lateral accuracy value of 0.30 (e.g., “MISSED APPROACH REQUIRES RNP < 1.00) [ see paragraph 8 - 6 - 8.d(4)(h) ] .

e. Radar missed approach point and missed approach instructions. A missed approach point and missed approach instructions must be provided for each runway authorized radar straight - in landing minimums. A missed approach point and missed approach instructions must also be provided when only circling minimums are authorized. This data must be included in the “Missed Approach” section of FAA Form 8260 - 4. When feasible, provide a non - radar missed approach procedure. Radar missed approach instructions are issued to the pilot by ATC and will not be charted.

f. Missed approach climb gradient (CG). When missed approach climb gradient in excess of 200 f t/ NM (400 f t/ NM for helicopters ) has been established, the following items must be accomplished: (1) The required gradient must be published on the chart. Immediately following the missed approach instructions, enter the required gradient as follows : “ *Missed Approach requires minimum climb of (number) feet per NM to (altitude).” Note : An asterisk (*) or other attention symbol, as appropriate, will be used to indicate which line of minima requires the use of the climb gradient greater than the minimum standard.

Examples: LPV DA* LNAV/VNAV DA** LPV DA LNAV/VNAV DA RNP 0.15 DA@ RNP 0.22 DA@@ (2) In addition to the lower minima that require the use of the climb gradient greater than the minimum standard, minima will be published to support the minimum standard climb gradient for the same type of minima [see examples above]. It is preferred that bot h minima be placed on the same chart; however, an alternative is to publish a second chart containing the same type minima as the first chart that will permit the use of a standard missed approach climb gradient. If the “second chart” method will be used, reference to the alternative must be placed on the chart containing the climb gradient greater than the minimum standard, referring to the procedure with the standard climb gradient. In addition to the text specified in paragraph 8 - 6 - 6 . f ( 1) , add at the end : “; if unable to meet climb gradient, see < procedure name > .” (3) Do not establish a greater than standard climb gradient for Circling minimums.

g. Missed A pproach H olding. Holding must be established at the clearance limit. When holding is specified as part of the missed approach instructions, include holding details under “Additional Flight Data.” Do not enter holding details under “Additional Flight Data” when the missed approach is to the FAF or IF where a holding pattern is used in lieu of PT. When charting of the missed approach holding pattern is not required by ATC, include the e valuated holding 8 - 49 Order 8260.19K pattern information in the “Additional Flight Data” with the note “Do Not Chart.” Additionally, document on the FAA Form 8260 - 9 a reason for not charting.

(1) When a missed approach climb - in - holding is required, include this information in the missed approach instructions : “ Climb to 8000 on course 015 to DIXIE and hold, continue climb - in - hold to 8000.” If the 200/230 KIAS climb - in - hold speed has been applied for holding patterns restricted to 175 KIAS [see paragraph 8 - 5 - 2.h(7) note], include that speed restriction in the missed approach instructions : “Climb to 8000 on course 015 to DIXIE and hold, do not exceed 230 KIAS when continuing climb - in - hold to 8000.” (2) When a missed approach holding altitude has been established that does not permit a return to the IAF or allow for en route flight, include in the missed approach instructions the altitude that can be climbed to in the holding pattern to reach the en route structure : “ Climb to 4000 on course 270 to BONZO and hold, continue climb - in - hold to 9000.” Note 1 : Adequate communication and radar coverage must be considered when climb - in - hold is dependent on ATC authorization.

Note 2 : Climb - in - holding guidance also applies when the missed approach holding is collocated with a “hold - in - lieu” approach segment.

(3) Where a holding pattern is established at a final approach fix in lieu of a conventional procedure turn, the minimum holding altitude must meet the altitude limitation requirements of Order 8260.3.

Note : Holding in - lieu - of PT at the FAF is not authorized for RNAV procedures.

(4) Where a holding pattern is established at an intermediate fix in lieu of a conventional procedure turn, the rate of descent to the final approach fix must meet the descent gradient requirements of Order 8260.3.

(5) Where a holding pattern is established for the missed approach at an intermediate or final approach fix, and a holding pattern is used in lieu of a procedure turn, the MHA for the missed approach must conform to the altitude or descent gradient requirement s of paragraph 8 - 6 - 6 . g ( 1) or 8 - 6 - 6 . g ( 2) . Missed approach holding must not be established at the FAF for RNAV procedures.

(6) Where a holding pattern is established for the missed approach at an intermediate or final approach fix, and a holding pattern is not used in lieu of a procedure turn, establish a conventional procedure turn to permit pilot flexibility in executing a course reversal and descent to final approach fix altitude. The missed approach holding pattern must be situated on the maneuvering side o f the procedure turn to permit this to occur. This paragraph is not applicable to RNAV procedures.

h. Alternate M issed A pproach.

(1) Establish alternate missed approach procedures (when possible) when the instrument procedure navigation facility for the final and missed approach course differ. Additionally, 8 - 50 Order 8260.19K alternate missed approach procedures may be established when requested by Air Traffic. Do not establish RNAV alternate missed approach instructions for an y instrument flight procedure .

Alternate missed approach instructions must not be charted and will either be issued by ATC or specified by NOTAM. When alternate missed approach instructions are established, they immediately follow the primary missed approach instructions as a separate entry.

ALTERNATE M ISSED A PPROACH INSTRUCTIONS (DO NOT CHART): CLIMB TO 3000 THEN TURN RIGHT DIRECT DD LOM AND HOLD.

(2) The alternate missed approach termination facility/fix and holding pattern must be charted in the planview. If the alternate missed approach termination facility/fix and holding pattern is not already used in the procedure, then add a note in “Additional F light Data.” Examples: Chart in planview: (FACILITY/FIX NAME) .

Chart in planview: ALTERNATE MA HOLDING, HOLD SW DD LOM, RT, 051 INBOUND.

i. NAVAID O utages. When temporary NAVAID outages (planned or unplanned) prohibit the use of the primary missed approach for a procedure, the s ervice p rovider has the responsibility to ensure an IFR missed approach procedure is published, either on the chart or by NOTAM in the event of lost communications. This does not preclude Air Traffic from issuing alternate climb - out instructions.

8 - 6 - 7. Profile - Lines 1 through 8.

a. Line 1.

(1) Enter PT side of course as left or right of the outbound course ( i.e., the large side of the template ) . Enter the outbound course to the hundredths of a degree, procedure turn altitude, procedure turn distance, and name of fix from which the procedure turn is authorized as follows: PT L SIDE OF COURSE 018.13 OUTBOUND 2300 FT WITHIN 10 NM OF MELIS INT (IAF) (2) When an obstacle in the PT entry zone precludes early descent to PT altitude, enter the altitude restriction in Additional Flight Data as “Chart (altitude) prior to (PT Fix) in profile.” (3) Leave line 1 blank when there is no PT, or where hold - in - lieu - of - PT or a teardrop course reversal maneuver is established.

b. Line 2.

(1) Where a SIAP requires a teardrop course reversal maneuver, enter the data in accordance with the following examples: (a) Collocated facility : Teardrop R - 160 outbound, R - 180 inbound, 4300 within 15 NM of ABC VORTAC (IAF).

8 - 51 Order 8260.19K (b) Non - collocated facility : Teardrop R - 160 (ABC VORTAC) (IAF) outbound to NIXON/19.00 DME, 355.00 (I - XYZ) inbound, 3000 to KENNY OM/INT.

(c) Non - collocated facility, altitude at turn point or high - altitude teardrop: Teardrop R - 220 (ABC VORTAC) (IAF) outbound to NIXON/19.00 DME, 5000, 257.28 (I - XYZ) inbound, 4500 to KENNY OM/INT.

(d) Non - collocated NAVAID – IAF after NAVAID – altitude at turn point or high - altitude teardrop - IAF after NAVAID : Teardrop R - 220 (ABC VORTAC) START/7.00 DME (IAF) outbound to NIXON/19.00 DME, 5000, 257.28 (I - XYZ) inbound, 4500 to KENNY OM/INT.

(e) Non - collocated NAVAID – IAF at NAVAID – altitude at turn point – stepdown fix(es) or high - altitude teardrop - IAF at NAVAID - stepdown fix(es) (example with three stepdown fixes in outbound segment of the teardrop) : Teardrop R - 220 (ABC VORTAC) (IAF) outbound, MANNY INT 10000 MOOEE INT 9200, JACCK INT 7500 feet to PEEPP INT 6800, R - 257 (ABC VORTAC) inbound, 6000 to BOYZS INT.

(f) Non - collocated NAVAID – IAF after NAVAID – altitude at turn point – stepdown fix(es) or high - altitude teardrop - IAF after NAVAID - stepdown fix(es) (example with three stepdown fixes in outbound segment of the teardrop) : Teardrop R - 220 (ABC VORTAC) CARRS/7.00 DME (IAF) outbound, MANNY INT 10000, MOOEE INT 9200, JACCK INT 7500 to PEEPP INT 6800, R - 257 (ABC VORTAC) inbound, 6000 to BOYZS INT.

(2) Where a n IAP requires a holding pattern in - lieu - of - PT [see Order 8260.3, c hapter 2, s ection 2 - 4 ], establish the direction of holding based on the inbound course as shown in table 8 - 6 - 1 . Information will also include the minimum and maximum holding altitudes. Enter holding data in accordance with the following examples: (a) Hold SE OMEGA LOM, RT, 313.09 inbound, 1600 in lieu of PT (IAF) , Max 4000 .

(b) Hold W FIXXR, LT, 103.28 inbound, 3000 in lieu of PT (IAF) , Max 8000 .

Table 8 - 6 - 1 . Holding Pattern Directions Magnetic Course Magnetic Course (Inbound) (Based on Inbound Course) 338 - 022 S 023 - 067 SW 068 - 112 W 113 - 157 NW 158 - 202 N 203 - 247 NE 248 - 292 E 293 - 337 SE (3) On procedures that do not authorize a PT or a hold - in - lieu of PT at the PFAF, enter the fix/facility at which the profile view is to start.

8 - 52 Order 8260.19K (a) For procedures with a single IF, the profile must include the IF. If required for clarity, the profile view may be extended to depict any fix outside the IF provided the intermediate fix and preceding fixes are located on the final approach course extended.

Profile starts at STING (b) For procedures with multiple intermediate fixes (applicable only to RNAV (RNP) AR procedures), the profile starts at the first common fix encountered inbound between the IF and PFAF; otherwise, the profile starts at the PFAF. In addition, use the following note: “ CHART PROFILE NOTE : SEE PLANVIEW FOR MULTIPLE IF LOCATIONS .” c. Line 3.

(1) Enter the FAC on all procedures. Enter the exact electronic course to a hundredth of a degree. Aeronautical Information Services will chart to the nearest whole radial/course for publication. The FAC is determined as follows: (a) ILS, LOC, S implified D irectional F acility , and LDA procedures - enter the official course alignment based on antenna location and orientation.

(b) RNAV procedures - enter the course established by the s ervice p rovider ’s computation. For RNAV procedures that contain RF turns in the final segment, place an asterisk here. An asterisk will then be placed prior to the fix names that make up the final approach segment in the terminal routes “To” block.

(c) NDB, VOR, and TACAN procedures – enter the computed magnetic radial/course/bearing or reciprocal unless flight inspection establishes otherwise [see paragraph 8 - 6 - 11.h ] . If other than the computed value, enter both values in the “Part C : General Remarks:” section of the FAA Form 8260 - 9 [see paragraph 8 - 7 - 1.c(8) ] .

(2) Select FAF for all procedures, except those procedures without a FAF that use on - airport facilities, or ILS procedures that do not authorize LOC/AZ - only or circling.

Note 1 : For ILS procedures that do not contain localizer minima select P FAF.

Note 2 : For RNP, LPV and LNAV/VNAV procedures that do not contain LNAV minima, select P FAF . ” (a) Vertically guided procedures will normally have the PFAF collocated or within 1 NM of the FAF; however, when the PFAF is 1 NM or greater from the FAF, a separate named PFAF is required. Document this foll owing the FAF name as follows: FAF : SKIPI LOM PFAF : NACON Note : The PFAF distance to the FAF will be calculated and charted.

(3) Enter the distance from the FAF to the MAP in nautical miles and hundredths. For all non - RNAV procedures, leave blank when the time/distance table is not required for determination 8 - 53 Order 8260.19K of the MAP, such as when the MAP is a facility or fix. All RNAV procedures must have the FAF to MAP distance specified (a time/distance table will not be published on RNAV procedures).

Note : It may be necessary to define MAP with a time/distance table when criteria do not permit use of DME to define the MAP (e.g., DME satisfactory to define FAF but MAP signal source exceeds 23 degrees angular divergence).

(4) Enter the distance from the FAF to the LTP/FTP if straight - in minimums are authorized, to the nearest hundredth of a NM. Leave blank for circling - only and on - airport No - FAF SIAPs, Copter point - in - space approaches, and vertically guided procedures that do n ot incorporate a non - vertically guided procedure FAF ( e.g., ILS without a LOC procedure or RNAV procedures that do not have LNAV minimums ) .

d. Line 4. Enter fixes and minimum altitudes that are to be depicted on the profile view. On procedures that do not authorize a procedure turn or holding pattern, the facility or fix designated as the start of the profile in line two must be the first fix/fac ility entered on line four [see paragraph 8 - 2 - 5.i(3) ] . Where radar vectors are required for procedure entry, ensure the relevant minimum altitude shown is no lower than the MVA at the IF.

(1) Do not establish altitude restrictions at fixes located between the PFAF and RWT on vertically guided approach procedures unless they are applicable to a non - vertically guided procedure publi shed on the same approach chart. ( Example : ILS chart with a localizer procedure that requires publication of a stepdown fix) .

(2) If a stepdown fix is required on a chart with LNAV and LP minimums, the stepdown fix applies to both LNAV and LP. Do not establish a stepdown fix applicable only to LNAV or only to LP.

(3) Enter all fixes and minimum altitudes after completion of procedure turn, including any fixes associated with the procedure turn or intermediate segment, and including the FAF and any final stepdown fixes. Enter the IAF and minimum altitude when required f or obstruction clearance in the PT entry zone [see paragraph 8 - 6 - 5 . b ] .

Note : Do not enter a fix on line 4 that is positioned on the profile prior to the procedure turn or holding point unless the fix is required for obstacle clearance or noise abatement after completion of the PT.

(4) Make no entry on line 4 for on - airport facilities with a single set of minimums and no stepdown fix, except as noted in paragraph 8 - 6 - 5 . d (2) , since the minimum altitude over the facility is determined by the MDA.

(5) For procedures with a FAF, an entry on line 4 is required for the FAF and the stepdown fix(es), if established.

(6) For procedures with a final segment stepdown fix, when a secondary remote altimeter setting is available and an MDA adjustment is necessary, either: (a) Include the necessary altitude adjustment within the stepdown fix altitude, or 8 - 54 Order 8260.19K (b) Annotate the stepdown fix altitude t o reflect the necessary altitude adjustment as follows: MIN ALT: PAULA 1420* *1540 when using < location ID > altimeter setting.

e. Line 5. ( FAA Form 8260 - 3). Enter distance s in nautical miles and hundredths from the PFAF or MM or IM to the LTP/FTP as applicable. If not applicable or specified in line 3 , leave blank.

(1) On SA CAT I procedures, enter the distance in feet to the threshold from the 150 - foot HAT point.

(2) On CAT II and III procedures, enter distance in feet to the threshold from the inner marker (IM) and 100 - foot HAT points (as applicable).

(3) RNP, LPV, and LNAV/VNAV. Specify the distance to threshold from the lowest DA. Enter the HAT value and distance to threshold.

(4) On CAT I, II, III procedures, enter distance in feet from the threshold to the MM (if installed) and to a point abeam the glide slope (GS) antenna (for ILS). This entry will not appear on RNAV procedures.

f. Line 6. ( FAA Form 8260 - 3). Applicable to vertically guided procedures only.

(1) Enter minimum glide slope/glide path (GS/GP) intercept altitude. The GS/GP intercept point is considered to be the PFAF for vertically guided procedures.

(2) For RNAV (RNP) procedures that contain RF turn fixes located between the PFAF and LTP/FTP, enter the computed glidepath altitude at each fix.

Example: NUDCI 1716 (3) If a fix or facility is located on the final approach course between the precise FAF (GS/GP intercept) and the non - precision FAF (no OM/LOM installed), enter the name of the fix or facility and the GS/GP elevation in feet. Where non - precision minimums are not published, establish a fix, and associated GS/GP altitude.

(4) Enter the altitude of the GS/GP in feet at the OM/PFAF. For procedures where the OM exists but no longer serves as the LOC FAF (moved to coincide with PFAF), an ILS “gross error” check altitude will still be depicted at the OM. When this situation occurs, in the “Additional Flight Data” block, enter “Chart OM in half - tone.” (5) Enter the altitude of the GS in feet at the MM, and the IM for ILS procedures only. If not installed, leave blank.

Note : GS/GP altitude computations contained in Order 8260.3, c hapter 10 include earth curvature (EC) values.

8 - 55 Order 8260.19K g. Line 7. ( FAA Form 8260 - 3).

(1) Enter the computed VNAV angle, LPV angle, or the commissioned ILS angle (as appropriate) to the nearest hundredth of a degree. This angle must be used to make calculations entered in lines 5, 6, and 7.

Note : For charting, use “GS” for ILS procedures and “GP” for RNP, GLS, LPV, and LNAV/VNAV procedures.

(2) Enter the threshold crossing height (TCH) to the nearest tenth (.1) of a foot. When a threshold is displaced, enter the TCH over the displaced threshold, but do not identify it as such. If the TCH over the displaced threshold is below the minimum value spe cified in Order 8260.3 t able 10 - 1 - 1 , enter the TCH values at the displaced threshold and runway end as shown in the following: Example: TCH 32.4 at displaced THLD; 67 at runway end.

Note : Flight inspection /validation , as well as instrument procedure databases, must be based upon the same GP orientation elevation. Use AIRNAV as the official data source.

(3) For RNAV “straight in” procedures, annotate whether or not the 34:1 and 20:1 are clear.

(a) Annotate whether clear or not based on evaluation of the OIS assessment s of the visual areas [see Order 8260.3, c hapter 3] . Annotate as appropriate; “ 34:1 is clear ” or “ 34:1 is not clear ” ; “ 20:1 is clear ” or “ 20:1 is not clear ” . If the 34:1 and 20:1 surface are not clear, those obstacles will be identified on FAA Form 8260 - 9.

(b) Enter “34:1 is not clear” if flight validation has determined that a VDA/TCH must not be specified on the chart. This entry is required even if the 34:1 OIS associated with the visual area is clear. The purpose of this entry is to prevent charting of a stipple when the profile view of the procedure is annotated with a “Visual Segment – Obstacles” note. See also paragraph 8 - 6 - 11.o(2) .

h. Line 8.

(1) Enter the identification and type of facility from which the MSA is computed. Leave blank for procedures that contain a TAA. On ILS and LOC procedures, an NDB or VOR facility located on the localizer course must be used to provide MSA information when available. If an omni - directional NAVAID is not available on the LOC course, the primary omni - directional NAVAID serving that area must be used. If there are none, the AR P may be used when all other options have been exhausted. For RNAV, enter the named MAP waypoint, or, if at threshold, the appropriate identifier ( e.g., RW16 or RW16R ) . For an MSA based on an ARP, use the A irport Location I dentifier (ID) followed by the mi nimum altitude.

MSA from : “ (Airport location ID) 4000 ” 8 - 56 Order 8260.19K (2) Enter the MSA information clockwise by sectors, if used. Do not establish sectors for MSAs on RNAV procedures or MSAs based on an ARP. Sectors are referenced to bearings from the primary omni - directional NAVAID as follows: MSA from OAK VORTAC 360 - 170 4900, 170 - 360 3700.

(3) Provide a single MSA only when the altitude difference between all sectors does not exceed 300 feet as follows: MSA from XYZ VORTAC 7700.

MSA from RW16R 7700.

MSA from WGNUT 7700.

(4) Enter the radius of the sector if more than 25 NM; and when the facility - to - airport distance exceeds 25 NM, use a radius of up to 30 NM maximum to include the airport landing surfaces as follows: MSA from ABC VORTAC 060 - 150 2300, 150 - 240 30 00, 240 - 330 3600, 330 - 060 4200 (28 NM).

(5) Where more than one procedure for an airport is established on the same facility, the MSA sector divisions and altitudes must be identical for each procedure.

8 - 6 - 8. PBN R equirements N otes .

a. PBN approaches require PBN R equirements N otes be published on the chart. The PBN Requirements Notes will be in a rea ( or box) that users can determine PBN requirements easily separated from other procedural and non - procedural notes/information .

b. Annotate conventional approach procedures to indicate any PBN requirements needed in addition to FAC guidance. If a PBN Requirem e nts b ox is required, a dd the PBN Requirements Notes section to the form . Annotate PBN approach procedures to indicate PBN NavSpec , Sensor, Function, and any R emark (s) . Conventional procedure s that incorporate PBN segments must be annotated with PBN Requirements . PBN requirements must appear on the approach chart in an area (or box) specific to the “ PBN R equirements N otes . ” c. Determine the need for PBN requir e ments notes after evaluating all IFP segments including procedure entry and missed approach. There may be multiple or a combination of notes necessary to support varying requirements. When appropriate, state the particular portion(s) of the IFP to which th e PBN requirement applies in an easy - to - understand format .

d. Specify PBN requirements notes in the following format: “NavSpec – Sensor, Function.

Remark s .” When the note does not contain Function and Remark, place the “period” after the Sensor (e.g. , “RNP 1 – GPS.”). When the note does contain a Remark, place the “period” in the Remark after the NavSpec or Sensor and Remark (e.g. , “RNAV 1 – GPS. FROM BUFLO: RNP 1.” Or “RNP 1 – GPS. FROM BILLL: A - RNP, MIN RNP 0.30. AP/FD”).

8 - 57 Order 8260.19K (1) NavSpec: The NavSpecs are defined in Order 8260.58 as RNP APCH, A - RNP, RNP AR APCH , and RNP 0.3 . RNAV 1 may be used with ILS: feeder only . When a NavSpec is only applicable to a specific leg(s) of an IAP, identify this as a “Remark” by stating the waypoint where the NavSpec begins followed by NavSpec - Sensor, Function (e.g. , “RNP APCH - GPS. FROM BUFLO: A - RNP – GPS, RF”) .

(2) Sensor: The required sensor is applicable to the NavSpec.

(a) When RNAV 1 is used on an RNAV to eligible conventional IAP s from a feeder to the IAF and the IAF is not a waypoint, document as RNAV 1. DME screening must be assessed for RNAV 1. If DME screening results are satisfactory and radar monitoring is provided authorize DME navigation and the sensor is DME/DME/IRU OR GPS . If result is not satisfactory or monitoring is not provided, the sensor is GPS.

(b) RNP APCH, A - RNP, and RNP AR APCH: The only authorized sensor for any RNP NavSpec is GPS. No ATC monitoring is required on RNP routes (do not annotate “RADAR REQUIRED”) .

(3) Function: Common functions are RF turns and MIN RNP values. These functions can only be used with RNP NavSpecs. They can be applicable to the entire IAP (applicable to ILS procedures with PBN legs) or only to a specific leg(s).

(a) RF turns applicable to all leg(s) of the IAP: Identify this as the function (e.g. , RF turn in missed or all initial/intermediate then “RNP APCH – GPS, RF . ”).

(b) RF turn applicable only to a specific leg(s) of an IAP: Identify this as a “Remark” by stating the waypoint where the RF turn(s) begin(s) followed by NavSpec - Sensor, Function. Remark. (e.g. , “RNP APCH - GPS. FROM BUFLO: A - RNP - GPS, RF.” or “RNP APCH - GPS. FROM BUFLO OR BILLL: A - RNP - GPS, RF . ”).

(c) Lateral Accuracy Function: A - RNP has lateral accuracy values of 1.00 or 0.30.

RNP AR APCH has lateral accuracy values from 1.00 to 0.10. Document A - RNP or RNP AR APCH lateral accuracy function when the lateral accuracy value is < 1.00. (e.g. , “A - RNP - GPS, MIN RNP 0.30. AP/FD.” or “RNP AR APCH – GPS, MIN RNP 0.20. AUTHORIZATION REQUIRED . ”).

(4) Remark : A common remark is Autopilot/Flight Director (AP/FD) and Authorization Required. When a NavSpec or Function is only applicable to a specific leg(s) document as a remark (applicable to ILS procedures with PBN legs) .

(a) A - RNP requires Autopilot/Flight Director (AP/ F D); document “AP/FD” as a remark.

(b) RNP AR APCH procedures require authorization; document the remark “AUTHORIZATION REQUIRED” when using RNP AR APCH NavSpec. T he “Authorization Required” for all RNAV (RNP) approach procedures identifies that Flight Director (FD) or Auto Pilot (AP) is a requirement for the authorization, therefore there is no need to chart an AP/FD note on an RNAV (RNP) approach.

8 - 58 Order 8260.19K (c) When the NavSpec does not change but a Function (RF/Lateral Accuracy value < 1.00) is only applicable to a specific leg(s) then do not repeat the NavSpec. (e.g. , “RNP APCH – GPS. FROM BUFLO: RF.” or “A - RNP – GPS . AP/FD . FROM BILLL: RF, MIN RNP 0.30. ”).

(d) When the NavSpec does not change but a Remark (AP/FD or AUTHORIZATION REQUIRED) is only applicable to a specific runway transition(s) or leg(s) then do not repeat the NavSpec or Remark . (e.g. , “A - RNP – GPS. AP/FD. FROM BUFLO: RF, MIN RNP 0.30”).

(e) When the Sensor does not change but a NavSpec, Function, or Remark is only applicable to a specific runway transition(s) or leg(s) then do not repeat the Sensor. (e.g. , “RNP 1 – GPS. FROM BUFLO: A - RNP, RF”).

(f) When more than two waypoints are listed use a comma between waypoints and “OR” prior to the last waypoint (e.g. , “FROM BUFLO, BILLL, FANNN, OR FEVER: RF” ) .

(g) RNAV (RNP) missed approach procedures require a remark that informs the pilot when the missed approach segment requires the use of RNP lateral accuracy value < 1.00 (e.g. , “MISSED APPROACH REQUIRES RNP < 1.00 ”).

(h) RNAV (GPS) using A - RNP missed approach requires a remark that informs the pilot when the missed approach segment requires the use of RNP lateral accuracy value 0.30 (e.g., “MISSED APPROACH REQUIRES RNP 0.30 . ”).

(i) R NP 0.3 require s AP; document AP as the Remark, “RNP 0.3 – GPS. AP.” o r “RNP 0.3 – GPS, RF. AP.” (5) Common PBN Requirements Notes (a) RNAV (GPS) or GLS IAPs (applicable to ILS procedures with PBN legs ) : 1. RNP APCH ( n o RF turns): “RNP APCH – GPS.” 2. RNP APCH with RF turns or specific RF turns: “RNP APCH – GPS, RF.” or “RNP APCH – GPS. FROM BUFLO: RF.” 3. RNP APCH with specific A - RNP lateral accuracy of 1.00 (other than final) applicable to entire IAP and no RF turns: “A - RNP – GPS . AP/FD.” 4. RNP APCH with specific A - RNP lateral accuracy < 1.00 (other than final) applicable to entire IAP and no RF turns: “A - RNP – GPS, MIN 0.30. AP/FD.” 5. RNP APCH with specific A - RNP lateral accuracy < 1.00 (other than final) not applicable to the entire IAP and no RF turns: “RNP APCH – GPS. FROM BUFLO: A - RNP – GPS, MIN RNP 0.30. AP/FD.” 6. RNP APCH with specific A - RNP lateral accuracy < 1.00 for missed approach applicable to missed approach: “RNP APCH – GPS. FROM RW01: A - RNP, MIN 8 - 59 Order 8260.19K RNP 0.30. AP/FD, MISSED APPROACH REQUIRES RNP < 1.00.” or “A - RNP - GPS, MIN RNP 0.30. AP/FD, MISSED APPROACH REQUIRES RNP < 1.00.” 7. RNP APCH with specific A - RNP lateral accuracy < 1.00 (other than final) not applicable to the entire IAP and with RF turns or specific RF turns): “RNP APCH – GPS, RF.” or “RNP APCH – GPS, RF. FROM BUFLO: A - RNP – GPS, RF, MIN RNP 0.30. AP/FD.” or “RNP APCH – GPS. FROM BUFLO: A - RNP – GPS, RF, MIN RNP 0.30. AP/FD.” (b) RNAV (RNP) IAPs.

1. RNP AR APCH no RF turns: “RNP AR APCH – GPS.

AUTHORIZATION REQUIRED.” 2. RNP APCH with RF turns or specific RF turns: “RNP AR APCH – GPS, RF. AUTHORIZATION REQUIRED” or “RNP AR APCH – GPS. AUTHORIZATION REQUIRED. FROM BUFLO: RF.” 3. RNP AR APCH with specific RNP AR APCH lateral accuracy < 1.00 other than final or missed approach applicable to entire IAP and no RF turns: “RNP AR APCH – GPS, MIN RNP 0.30. AUTHORIZATION REQUIRED.” 4. RNP AR APCH with specific RNP AR APCH lateral accuracy < 1.00 other than final or missed approach applicable to entire IAP and with RF turns or specific RF turns: “RNP AR APCH – GPS, RF, MIN RNP 0.30. AUTHORIZATION REQUIRED” or “RNP AR APCH – GPS, MIN RNP 0.30. AUTHORIZATION REQUIRED. FROM BILLL: RF.” 5. RNP AR APCH with specific RNP AR APCH lateral accuracy < 1.00 other than final or missed approach not applicable to the entire IAP and no RF turns: “RNP AR APCH – GPS. FROM BUFLO: MIN RNP 0.20. AUTHORIZATION REQUIRED.” 6. RNP AR APCH with specific RNP AR APCH lateral accuracy < 1.00 other than final or missed approach not applicable to the entire IAP and with RF turns or specific RF turns: “RNP AR APCH – GPS, RF. AUTHORIZATION REQUIRED. FROM BUFLO: MIN RNP 0.20 . ” or “RNP AR APCH – GPS. AUTHORIZATION REQUIRED. FROM BUFLO: RF, MIN RNP 0.20.” 7. RNP AR APCH with specific RNP AR APCH lateral accuracy <1.00 for missed approach applicable to missed approach: “RNP AR APCH – GPS. AUTHORIZATION REQUIRED, MISSED APPROACH REQUIRES RNP <1.00 . ” 8 - 6 - 9. Equipment Requirements Notes a. Conventional approaches. Determine the need for equipment notes after evaluating all SIAP segments, including procedure entry and missed approach. There may be multiple or a combination of notes necessary to support varying requirements . When appropriate, state the particular portion(s) of the instrument procedure to which the equipment requirement applies in an easy - to - understand format. The following are several examples that are not all inclusive of options available that can be used depending on each ci rcumstance. These notes will appear on 8 - 60 Order 8260.19K the approach chart in a portion dedicated specifically for additional equipment required to conduct the p rocedure or portions thereof.

Note : To avoid proliferation of equipment requirement notes, all IFR aircraft are assumed to have at least one VOR receiver. Therefore, the note “VOR required” is not appropriate.

(1) In addition to what is specified in paragraph 8 - 6 - 10.g , where Radar systems may provide assistance in conducting an instrument approach, other equipment may be used with those Radar systems, or individually, for procedure entry from the en route environment : (a) “ ADF R EQUIRED F OR P ROCEDURE E NTRY ;” or (b) “ DME REQUIRED F OR PROCEDURE E NTRY ;” or, (c) “ ADF OR DME REQUIRED F OR PROCEDURE ENTRY ;” or (d) “ RADAR OR DME R EQUIRED F OR PROCEDURE E NTRY ;” or (2) Where other navigation equipment is required to complete the approach, including missed approach ( e.g., VOR, ILS, or other non - ADF approaches requiring ADF or DME for the intermediate and/or missed approach segments ) : (a) “ DME R EQUIRED ” ( i.e. , DME is required for the intermediate segment or both the intermediate an d missed approach segments), or (b) “ ADF REQUIRED ” (i.e., ADF is required for the intermediate segment or both the intermediate an d missed approach segments), or (c) “DME REQUIRED F OR LOC ONLY ” (i.e., LOC procedure published on the same chart with an ILS and DME is required for defining the FAF).

(3) When an ATC surveillance system is also available for vectoring an aircraft to a segment o f an instrument approach : (a) “ ADF OR R ADAR REQUIRED FOR < segment of approach > ” (i.e., if ADF is required for the segment of the app roach and/or Radar is available ) or (b) “ ADF OR DME OR R ADAR REQUIRED FOR < segment of approach >” (i.e., if ADF or DME is required for the segment of the approa ch and/or Radar is available).

(4) Where radar is the only method of determining or defining a terminal fix, enter equipment require ments note : “ R ADAR R EQUIRED T O D EFINE < fix name(s) > .” (5) Equipment required within the final, missed, or intermediate segment are basic equipment requirements to fly the approach and should not be duplicated when applicable to other segments. For example, if ADF is required for the missed approach segment, and either ADF or DME is required to identify the PFAF, then only enter equipment re quirements note : “ADF REQUIRED . ” In this case, it is not necessary to identify a DME equipment requirement to identify the PFAF since ADF is a basic requirement. Likewise, if DME is required to identify the missed 8 - 61 Order 8260.19K approach clearance limit, and DME or Radar is required for procedure entry, then only enter equipment requirement note: “DME REQUIRED . ” 8 - 6 - 10. Notes.

Note : See also paragraphs 2 - 9 - 3 , 4 - 1 - 5 , 8 - 2 - 4.b , 8 - 2 - 5.f , 8 - 6 - 12.b , 8 - 6 - 12.k , 8 - 6 - 12.m , 8 - 6 - 12.n , 8 - 6 - 12.o(1) , through 8 - 6 - 12.o(13) , 8 - 6 - 6.e , and 8 - 6 - 10 . s .

a. General.

(1) Data entered in this section of Forms 8260 - 3/4/5/7A are items that should appear on the published procedure chart as a note ( e.g., notes pertaining to conditional use of a procedure, notes restricting the use of a procedure, and other notes requir ed for procedure clarification ) .

(2) Unless dictated by IAC specifications or specified as “Chart planview note” or “Chart profile note,” all notes will be charted the briefing strip, “Notes” s ection, of the procedure chart.

(3) When multiple notes are required, they may be combined under a single heading ( e.g., “Chart planview notes,” “Chart profile notes,” or “Chart notes ” ) followed by the actual notes.

(4) When a note on a chart applies only to a particular navigation system or line of minima, that specific information may be added to precede any type of chart note, as applicable ( e.g., “ CHART NOTE : LOC ONLY : < CONDITION > ” or “ CHART NOTE : LNAV ONLY : < CONDITION > ” ).

(5) When documenting multiple approaches (e.g., CAT II/III) on a single 8260 - series form that will be charted separately, notes that do not pertain to all procedures must indicate which procedure it is to be charted on ( e.g., “ CAT I CHART NOTE : CIRCLING NA NORTH OF RWY 10L - 28R” or “ CAT II CHART NOTE : RVR 1000 AUTHORIZED WITH SPECIFIC OPSPEC, MSPEC, OR LOA APPROVAL AND USE OF AUTOLAND OR HUD TO TOUCHDOWN .” ).

Note : For “Special” procedures that are charted by the proponent or agent hired by the proponent, placement of chart notes may be left up to the procedure development authority.

However, chart note placement may be determined unacceptable by the Flight Standards PRB and require different placement or compliance with what is specified in this order.

b. Note restriction. Except as specified in paragraph 8 - 6 - 12.o(7) , SIAPs must not contain notes that may be construed as regulating traffic or providing traffic advisory service. Notes containing text such as “… WHEN ASSIGNED BY ATC …” are considered to be regulating traffic and must not be used. Notes such as “ VFR PRACTICE APPROACHES NA ,” “ PARACHUTE OPERATIONS SOUTHWEST OF AIRPORT ,” “ GLIDER ACTIVITY NEAR AIRPORT ,” etc. if required, should be in the “Airport Remarks” section of the Chart Supplement . Notes regarding delays due to traffic also belong in the Chart Supplement .

c. Avoid caution notes about obstacles. Notes such as : “ HIGH TERRAIN ALL QUADRANTS;” “STEEPLY RISING TERRAIN TO 5300, 4 NM SW OF APPROACH COURSE; ” or “ 50 FEET UNLIGHTED TREES SOUTH OF RWY 9 THLD ” are not appropriate.

8 - 62 Order 8260.19K d. Avoid listing specific times in notes whenever possible, since a change in hours of operation would require amended procedures. Instead, refer to the situation directly relating to the cause. Use “ CHART NOTE : WHEN CONTROL TOWER CLOSED” OR “AT NIGHT. ” When there is no alternative , times may be used if the airport operator provides assurance that the hours will not change. Most operators adjust UTC hours of operation so that local hours remain the same whether or not daylight - saving time is in effect. In such cases, it is appropriate to use local time in notes.

e. When a local altimeter setting is available at an uncontrolled airport , including those with part - time towers, the setting will be obtained on the established CTAF for that airport whenever possible. Aeronautical Information Services is responsible for designating and publishing the CTAF [see AIM c hapter 4]. In such cases, a note may be required. Some operators provide approved weather reporting services, full - time or part - time, to their own company aircraft or on a contract basis to others. Conditi ons that require notes and the associated entry for the “Notes” section are as follows: Note : The phrase “except for operators with approved weather reporting service” is used only when such service is available.

(1) At airports with a part - time tower and an FSS, the CTAF will be a tower frequency and will be monitored by the FSS whenever the tower is closed. No note should be needed if full - time altimeter setting service is provided.

(2) At airports with an FSS and no tower, the CTAF is an FSS frequency. No note is needed for a full - time FSS. For a part - time FSS, use “ CHART NOTE : OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING AND INCREASE ALL MDAS 80 FEET, AND ALL VISIBILITIES ½ SM. ” (a) For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>.

(b) Where appropriate, define application to DA and/or MDA, or address when visibility is not affected in all categories, within the standard note [see paragraphs 8 - 6 - 12.n(1)(a) 1 and 8 - 6 - 12.n(1)(a) 2 ]. If a remote altimeter source cannot be approved, end the note : “ ... WHEN NOT RECEIVED, PROCEDURE NA .” Example: Inside contiguous U.S. : CHART NOTE : OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE JHW ALTIMETER SETTING AND INCREASE ALL MDAS 80 FEET, AND ALL VISIBILITIES ½ SM 8 - 63 Order 8260.19K Outside contiguous U.S. : CHART NOTE : OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE ANC/PANC ALTIMETER SETTING AND INCREASE ALL MDAS 80 FEET, AND ALL VISIBILITIES ½ SM (3) At airports with a part - time tower and no FSS, the CTAF will be a tower frequency even when the only altimeter source is UNICOM. In such cases use of UNICOM is authorized provided the note gives an alternate course of action if UNICOM is not contacted. In this instance, use “ CHART NOTE : WHEN CONTROL TOWER CLOSED, OBTAIN LOCAL ALTIMETER SETTING ON UNICOM; WHEN NOT RECEIVED, < ALTERNATE ACTION > . ” Note : Automated UNICOM (AUNICOM) systems do not qualify as a weather reporting system, nor can they be used as an altimeter source when using instrument flight procedures. AUNICO Ms are “advisory” systems only.

(4) At airports with no tower or FSS, with the altimeter setting available on UNICOM, the CTAF is UNICOM. An alternate course of action is required. Use “ CHART NOTE : OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, < ALTERNATE ACTION > .” (5) At airports with no tower, part - time FSS and UNICOM are not available, use the following when the FSS is shut down : “ CHART NOTE : OBTAIN LOCAL ALTIMETER SETTING FROM ATC; WHEN NOT AVAILABLE, PROCEDURE NA. ” (6) When using remote CTAF altimeter, use “ CHART NOTE : OBTAIN < LOCATION ID > ALTIMETER SETTING ON CTAF (122.8); WHEN NOT RECEIVED, (ALTERNATE ACTION) .” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and the n the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : CHART NOTE : OBTAIN XS44 ALTIMETER SETTING ON CTAF (122.8); WHEN NOT RECEIVED, CONTACT ALBUQUERQUE CENTER Outside contiguous U.S. : CHART NOTE : OBTAIN BGQ/PAGQ ALTIMETER SETTING ON CTAF (122.8); WHEN NOT RECEIVED, CONTACT ANCHORAGE CENTER (7) Multiple altimeter sources must not result in more than two sets of minimums. If the chosen combination of local and/or remote sources does not provide full - time coverage, deny use of the procedure when no altimeter setting is available. Use the following : “ CHART NOTE : WHEN CONTROL TOWER CLOSED, OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING AND INCREASE ALL MDAS 140 FEET, AND ALL VISIBILITIES ½ SM; WHEN NEITHER RECEIVED, PROCEDURE NA ” . Where appropriate, define application to DA and/or MDA, or address when 8 - 64 Order 8260.19K visibility is not affected in all categories, within the standard note [see paragraphs 8 - 6 - 12.n(1)(a) 1 and 8 - 6 - 12.n(1)(a) 2 ]. For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : CHART NOTE : WHEN CONTROL TOWER CLOSED, OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE S KF ALTIMETER SETTING AND INCREASE ALL MDAS 140 FEET, AND ALL VISIBILITIES ½ SM; WHEN NEITHER RECEIVED, PROCEDURE NA Outside contiguous U.S. : CHART NOTE : WHEN CONTROL TOWER CLOSED, OBTAIN LOCAL ALTIMETER SETTING ON CTAF; WHEN NOT RECEIVED, USE BGQ/PAGQ ALTIMETER SETTING AND INCREASE ALL MDAS 140 FEET, AND ALL VISIBILITIES ½ SM; WHEN NEITHER RECEIVED, PROCEDURE NA (8) When LNAV/VNAV minimums are based on remote altimeter setting and/or there is precipitous terrain in the final segment, Baro - VNAV is not authorized. Where a remote altimeter setting is primary and/or there is precipitous terrain in the final segment, use “ CHART NOTE : BARO - VNAV NA .” Where the remote altimeter setting is secondary, use “ CHART NOTE : BARO - VNAV NA WHEN USING < LOCATION ID > ALTIMETER SETTING . ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and the n the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : CHART NOTE : BARO - VNAV NA WHEN USING JHW ALTIMETER SETTING Outside contiguous U.S. : CHART NOTE : BARO - VNAV NA WHEN USING ANC/PANC ALTIMETER SETTING (9) When a VDP has been established and a back - up remote altimeter source is provided, use “ CHART NOTE : VDP NA WHEN USING < LOCATION ID > ALTIMETER SETTING. ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>.

Example: Inside contiguous U.S. : CHART NOTE : VDP NA WHEN USING JHW ALTIMETER SETTING 8 - 65 Order 8260.19K Outside contiguous U.S. : CHART NOTE : VDP NA WHEN USING BGQ/PAGQ ALTIMETER SETTING f. Automated Surface Observing System (ASOS); Automated Weather Observing System (AWOS).

(1) Automated Surface Observing System (ASOS) are automated surface weather observing stations developed through joint FAA /National Weather Service (NWS)/ D o D agreement. ASOS are installed at designated airports and are maintained by the NWS to meet FAA requirements. ASOS report altimeter setting, wind, visibility, precipitation type/intensity (present weather), cloud/ceiling data, temperature, dew point, and precipitation accumulation. Some ASOS can also report freezing rain, thunderstorms, and/or lightning inf ormation. ASOS use commercial telephone access, may have a discrete VHF air - to - ground frequency, and are connected to the Weather Message Switching Center Replacement (WMSCR) for further dissemination.

(2) Automated Weather Observing System (AWOS) are automated surface weather observing stations certified and commissioned by the FAA. AWOS are in service, owned either by FAA, or by non - Federal ( non - Fed ) operating authorities (State, local, tribal Governments and private entities). Non - Fed AWOS used for aviation must be certified and commissioned by the FAA in accordance with AC 150/5220 - 16 , Automated Weather Observing Systems (AWOS) for Non - Federal Applications . There are many types of AWOS used throughout the Advisory Circular and recognized in other FAA orders.

(a) AWOS - A measures and reports altimeter setting only.

(b) AWOS - 1 measures and reports wind (speed, direction, and gusts), temperature, dew point, altimeter setting and density altitude.

(c) AWOS - 2 measures and reports all the parameters of AWOS - 1 system plus visibility.

(d) AWOS - 3 measures and reports all the parameters of AWOS - 2 system plus precipitation accumulation (rain gauge) and cloud height . Some AWOS - 3 are equipped with optional sensors for precipitation type/intensity (present weather) “P ,” or a thunderstorm / lightning sensor “T,” or both . AWOS - 3 enhanced configurations include “AWOS - 3 P,” “AWOS - 3 T,” and “AWOS - 3 P/T.” (e) AWOS - 4 measures and reports all AWOS - 3 P/T parameters plus freezing rain (Z) and/or runway surface condition (R). The addition of optional sensors changes the designation to “AWOS - 4 Z,” “AWOS - 4 R,” or “AWOS - 4 Z/R.” Note 1 : FAA owned and maintained AWOS stations will meet at least AWOS - 3 , AWOS - 3 P, or AWOS - 3 P/T level service. Weather and altimeter information is forwarded to the pilot via a discrete VHF radio frequency, or on a NAVAID, and may be available via commercial telephone access. All FAA AWOS are connected to the Weather Message Switching Center Replacement (WMSCR) wea ther distribution network for further dissemination.

8 - 66 Order 8260.19K Note 2 : Some Non - Fed AWOS have a frequency and phone number only and do not go directly into the WMSCR. However, weather from many non - Fed AWOS - 3 (or better) are put on WMSCR by commercial providers per an agreement with the FAA.

(3) ASOS/AWOS/Non - Fed AWOS that transmit to WMSCR, do not require a published backup altimeter source. No notes are required on the procedure. However, a suitable backup source must be determined, and adjustment computed for contingency purposes; annotate this data in “Part C : General Remarks” on FAA Form 8260 - 9. Each OSG FPT must determine if a procedure requires a full - time remote altimeter setting note to be published, based on reliability of the ASOS or AWOS.

Note: When OSG FPT determines a given l ocation has a n additional reliable backup source (redundant) , a n other suitable backup source is not required. Indicate this in Part C Gener al Remark s .

(4) Backup altimeter sources are required for Non - Federal AWOS that do not transmit to WMSCR. Do not publish backup altimeter source information as a second set of minimums for the AWOS backup altimeter source. Instead, use “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING AND INCREASE ALL MDAS 100 FEET AND ALL VISIBILITIES ½ SM. ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID > . Where appropriate, define application to DA and/or MDA within the standard note [see paragraphs 8 - 6 - 12.n(1)(a) 1 and 8 - 6 - 12.n(1)(a) 2 ] . If a suitable backup altimeter source is not available, deny use of the SIAP via the following note : “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, PROCEDURE NA. ” Use these standard notes where AWOS is broadcast.

Example: Inside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE JHW ALTIMETER SETTING AND INCREASE ALL MDAS 100 FEET AND ALL VISIBILITIES ½ SM.

Outside contiguous U.S .: CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE ANC/PANC ALTIMETER SETTING AND INCREASE ALL MDAS 100 FEET AND ALL VISIBILITIES ½ SM.

(5) AWOS may be used as a remote secondary altimeter source when data is available to FSS specialists and ATC facilities through WMSCR.

(6) ASOS/AW O S at a remote location may be used as a primary altimeter source for an airport. In this instance, use “ CHART NOTE : USE < LOCATION ID > ALTIMETER SETTING. ” However, Non - Federal AWOS not transmitted to WMSCR still require backup altimeter setting sources. In these cases, use “ CHART NOTE : USE < LOCATION ID > ALTIMETER SETTING; 8 - 67 Order 8260.19K WHEN NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING AND INCREASE ALL MDAS 100 FEET AND ALL VISIBILITIES ½ SM .” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>. Where appropriate, define application to DA and/or MDA within the standard note [see paragraphs 8 - 6 - 12.n(1)(a) 1 and 8 - 6 - 12.n(1)(a) 2 ]. When an airport uses a remote AWOS/ASOS/AWSS that is not available from a FSS to be used as a primary altimeter source, flight inspection ensures AWOS/ASOS/AWSS/non - Federal AWOS discrete frequency reception at the IAFs of that airport.

Example: Inside contiguous U.S : CHART NOTE : USE CVB ALTIMETER SETTING CHART NOTE : USE CVB ALTIMETER SETTING; WHEN NOT RECEIVED, USE SKF ALTIMETER SETTING AND INCREASE ALL MDAS 6 0 FEET AND ALL VISIBILITIES ½ SM.

Outside contiguous U.S. : CHART NOTE : USE SXQ ALTIMETER SETTING CHART NOTE : USE SXQ/PASX ALTIMETER SETTING; WHEN NOT RECEIVED, USE ENA/PAEN ALTIMETER SETTING AND INCREASE ALL MDAS 100 FEET AND ALL VISIBILITIES ½ SM.

(7) ASOS/AW O S - 3 (or better) may be used as a remote secondary altimeter source and to support alternate minimums at an airport when t heir data are available to FSS specialists and ATC through WMSCR for flight planning purposes.

(8) When the A S OS/A W OS information is transmitted over a discrete frequency (not CTAF) or the voice portion of a local NDB or VOR, AWOS is receivable within 25 NM of the AWOS site, at or above 3000 feet and below 10000 feet AGL. If A S OS/A W OS is located on the voice portion of a NAVAID, flight inspection checks for interference. This check is performed prior to test transmissions.

g. Where use of Radar is the only acceptable method for procedure entry from the en route environment, enter EQUIPMENT REQUIREMENTS NOTE : RADAR REQUIRED FOR PROCEDURE ENTRY .” See paragraph 8 - 6 - 9 , for additional equipment that may be used in addition to, or in - lieu - of Radar.

Note : This note does not apply to GLS, RNAV (GPS) , and RNAV (RNP) procedures. This paragraph also does not apply to ILS and/or LOC procedures where RN AV is used for procedure entry.

h. Approach light plane penetrations. Do not publish notes advising of approach light plane penetrations. When there are penetrations of the approach light plane, the responsible Air Traffic Service Center and regional Office of A irports must jointly take action to either remove the obstacle or modify the system to accommodate the obstacle. If this is not possible, the 8 - 68 Order 8260.19K appropriate Technical Operations office processes an installation waiver. Exis ting notes referring to approac h light penetrations must be removed from the approach procedure when an appropriate waiver has been approved.

i. The use of notes to prohibit a final approach from a holding pattern has been discontinued [see paragraph 8 - 6 - 6.g(3) ] .

j. When the “Fly Visual” from MAP to landing area provisions of Order 8260.3, c hapter 3, have been applied, annotate the chart as stated in the Flight Technologies and Procedures Division ’s approval documentation.

k. DME frequencies are paired with the frequencies of the VOR or localizer. When a non - paired DME is used in a VOR or LOC procedure, simultaneous reception of both facilities must be assured. This requires a note indicating the DME location and the identification of both facilities : “ CHART NOTE : DME FROM XYZ VORTAC. DME USE REQUIRES S IMULTANEOUS RECEPTION OF I - ABC AND XYZ DME . ” DME frequencies are not paired with NDBs; and DME antennas may or may not be collocated with the NDB. For NDB SIAPs, use “ CHART NOTE : SIMULTANEOUS RECEPTION OF ABC NDB AND XYZ DME REQUIRED. ” See paragraphs 8 - 2 - 6.c , and 8 - 6 - 12.n(1)(a) 1 .

l. Copter procedures require notes relating to missed approach instructions, as well as airspeed limitations on certain segments. See paragraph 8 - 6 - 10 . l ( 4) .

(1) For PinS “Proceed VFR” approach procedures, use : “ CHART PLANVIEW NOTE : PROCEED VFR FROM (MAP) OR CONDUCT THE SPECIFIED MISSED APPROACH .” (2) For PinS “Proceed Visually” approach procedures, use : “ CHART PLANVIEW NOTE : PROCEED VISUALLY FROM (MAP) OR CONDUCT THE SPECIFIED MISSED APPROACH .” (3) Use the following note or combine only the desired segments as needed for speed limitations , for feeder , initial, intermediate , missed approach segment speed restrictions : “ CHART PLANVIEW NOTE : LIMIT BUFLO FEEDER, BILLS INTERMEDIATE , SPEED TO ( XX ) KIAS ( MIN/MAX ) . ” Choose only the segments requiring the limitation. See paragraph 8 - 6 - 10 . l ( 4) .

Note : Helicopter final approach segments developed using less than 90 KIAS enter the following note stating the actual speed limitation : “CHART PLANVIEW NOTE: LIMIT FINAL APPROACH SPEED TO MAX < XX > KIAS.” (4) Use the following note for missed approach segment speed restrictions , as required, see paragraph 8 - 6 - 6.d(11) . Example : “ CHART P LANVIEW N OTE : DO NOT EXCEED < XX > KIAS UNTIL < XXXXX > . ” This airspeed is normally 90 KIAS unless a lower airspeed is utilized for minimization of the missed approach segment(s).

Note : These speeds are left to the discretion of the procedure developer based on the predominant helicopter model that will use this procedure and/or as limited by the criteria standards used for procedure development.

8 - 69 Order 8260.19K (5) Holding airspeed is also restricted for containment based on the unique wind effect when holding at slow airspeeds. This requires the airspeed to be increased upon reaching the missed approach altitude. When the chart note in paragraph 8 - 6 - 10 . l ( 4) is applied and missed approach holding has been established, use the following note s as appropriate : “ CHART PLANVIEW NOTE : INCREASE TO DESIRED AIRSPEED MINIMUM 90 KIAS UPON REACHING THE MISSED APPROACH ALTITUDE ” .

m. VGSI and IAP glidepath angles/vertical descent angles should be coincidental (angles within 0.2 0 degrees and TCH values within three feet). See Order 8260.3, s ection 2 - 6, for conditions that require approval from the Flight Technologies and Procedures Division .

Whenever a published glidepath/ descent angle or TCH is not coincident with the VGSI angle for a runway, use the applicable note below.

(1) Where precision/APV approach (ILS, or RNAV) glidepath angles and/or TCH values are not coincident with published VGSI values, use “ CHART PROFILE NOTE : VGSI AND (ILS/RNAV AS APPROPRIATE) GLIDEPATH NOT COINCIDENT (VGSI ANGLE {ANGLE}/TCH {FEET}) .” (2) Where non - precision vertical descent angles (VDAs) and/or TCH values are not coincident with published VGSI values, use “ CHART PROFILE NOTE : VGSI AND DESCENT ANGLES NOT COINCIDENT (VGSI ANGLE {ANGLE}/TCH {FEET} ).” Note : Do not enter the VGSI angle/TCH numerical values; this information will be obtained by chart producers from the applicable source.

n. LDA instrument procedures with a glide slope must be identified as such with note in the planview, use “ CHART PLANVIEW NOTE : LDA/GLIDE SLOPE .” o. Instrument approach procedures with “PRM” in the title (e.g., ILS PRM RWY 12R, LDA PRM RWY 22L, RNAV (GPS) PRM RWY 18R, etc.). The procedure must have an accompanying “Attention All Users Page (AAUP)” [see s ection 8 - 9 ] and must contain an instructional note that reads as follows: “ CHART NOTE : SIMULTANEOUS APPROACH AUTHORIZED. USE OF FD OR AP REQUIRED DURING SIMULTANEOUS OPERATIONS. DUAL VHF COMM REQUIRED.

SEE ADDITIONAL REQUIREMENTS ON AAUP .” p. Simultaneous Offset Instrument Approach (SOIA) procedures with “PRM” in the title (e.g., ILS PRM RWY 12R, LDA PRM RWY 22L, RNAV (GPS) RWY 28R, etc.) the following applies in addition to what is required in paragraph 8 - 6 - 10 . o : (1) Do not include non - vertically guided procedure minimums on SOIA procedures.

(2) Specify the distance between centerlines of the adjacent runway, use the following: “ CHART NOTE : RWY < NUMBER > AND < NUMBER > SEPARATED BY < NUMBER > FEET CENTERLINE TO CENTERLINE .” 8 - 70 Order 8260.19K (3) Specify “Radar and DME REQUIRED ” on LDA PRM approach plate : “ CHART NOTE : RADAR AND DME REQUIRED .” (4) For the offset course procedures, aircraft database coding of SOIA RNAV, GLS, and LDA approach procedures are different than other RNAV, GLS, and LDA approach coding. The charted MAP and the database coded MAP (FTP) are not collocated. The charted approach must identify the MAP as determined by the SOIA design tool. The approach coding must identify the FTP as the MAP, so that vertical guidance is available to the runway threshold. Notes on the charted approach plate and on the AAUP must describe the proced ures to be followed based on this database coding necessity.

(5) When the offset course procedure has been evaluated for a go - around that could be executed after passing DA and it would require a climb gradient that is greater than 200 ft / NM, a minimum climb gradient must be published as a chart note. Use “ CHART NOTE : IF GO - AROUND EXECUTED AFTER PASSING < FIX NAME > , GO - AROUND REQUIRES MINIMUM CLIMB OF XXX FEET PER NM TO < ALTITUDE > .” q. Helicopter approach procedures identification.

(1) For documentation purposes, consider Copter approaches to be grouped into three categories: (a) Approach to a runway. COPTER RNAV (GPS) RWY 16, COPTER ILS or LOC RWY 18, or COPTER VOR RWY 22 approach procedure, not associated with a heliport.

(b) PinS Approach to a heliport . (Proceed Visually or Proceed VFR) COPTER RNAV (GPS) 040, COPTER ILS or LOC 040, or COPTER VOR 040 approach procedures constructed using PinS criteria or noted see paragraph 8-6-10. l, CHART PLANVIEW NOTE: “ PROCEED VISUALLY … ” OR “ PROCEED VFR …;” (i.e., visual or VFR segment begins at the MAP/DA). When the procedure has been evaluated to permit both “PROCEED VISUALLY” and “PROCEED VFR” operations, “Proceed Visually” will be published on the chart and the option to use “Proceed VFR” may be implemented via NOTAM, when required. Document this information in Part C Remarks on FAA Form 8260-9 (for contingency use) in the following format: “Proceed VFR” area evaluated and may be initiated by NOTAM when required.” Absence of this note indicates “ Proceed VFR ” area is not evaluated/maintained and not authorized by NOTAM. Presence of this note indicates that each time the procedure is reevaluated, both the Proceed Visually visual segment and the “Proceed VFR” area are evaluated, see paragraph 8-6-11.l.

(c) Approach to a heliport. Document only one destination airport/heliport ID on FAA Form 8260-3/5/7A for approaches to a runway, and approaches to a heliport, or a PinS approach to a heliport noted “PROCEED VISUALLY.” PinS approach procedures noted “PROCEED VFR” may serve more than one destination.

1. The visual segment is based on the premise that the pilot will maintain level flight at the MDA or (DA minus 50 ft), until the helicopter is in a position to initiate a descent to the helipoint. When obstacles preclude an immediate descent at the MAP or (DA minus 50 ft) to the final approach and takeoff area (FATO), use the following: “ CHART 8 - 71 Order 8260.19K PROFILE NOTE : MAINTAIN < MDA OR ( DA - 50’ ) > UNTIL < DISTANCE > NM AFTER < MAP FIX NAME > . ” On procedures with two lines of minima publish both notes if appropriate .

Examples: For one line of minima: “CHART PROFILE NOTE : MAINTAIN 1420 UNTIL 1.0 1 NM AFTER BUFLO. ” For two applicable lines of minima , name the line of minima for each note: “ CHART PROFILE NOTE: LPV MAINTAIN 1360 UNTIL 0.41 NM AFTER BUFLO.

LNAV MAINTAIN 1420 UNTIL 0.3 1 NM AFTER BUFLO . ” 2. For Proceed VFR procedures with obstacle penetration(s) to the VFR t ransition a rea , the obstacles identified in O rder 8260.3 paragraph 12 - 2 - 4.c(1) must be charted .

Document per paragraph 8 - 6 - 11.l .

r. B aro - VNAV critical temperatures. For RNAV (GPS) procedures, use “ CHART NOTE : FOR UNCOMPENSATED BARO - VNAV SYSTEMS, LNAV/VNAV NA BELOW ____° C OR ABOVE____° C .” For RNAV (RNP) procedures, use “ CHART NOTE : FOR UNCOMPENSATED BARO - VNAV SYSTEMS, PROCEDURE NA BELOW ____°C OR ABOVE____°C. ” See paragraph 8 - 7 - 1.c(10) for Form 8260 - 9 documentation requirements.

s. Radar notes ( FAA Form 8260 - 4). These notes will not be charted except where annotated with “Chart Note” specified prior to the note : (1) Establish a FAF, minimum altitude (glidepath intercept altitude for PAR), and final approach course for each runway for which radar procedures are established. Runway designation may be omitted if only one runway has a radar approach.

(2) For ASR, provide recommended altitudes for each mile on final, but not below the lowest MDA.

Example FAA Form 8260 - 4 entry: “RWY 17 : FAF 7.8 NM FROM THRESHOLD (AT LACKI OM), MINIMUM ALTITUDE 9000; MINIMUM ALTITUDE 3 NM FIX 7300; FINAL APPROACH COURSE 168.

RECOMMENDED ALTITUDE : 7 NM 8720; 6 NM 8360; 5 NM 8000; 4 NM 7660; 3 NM 7300; 2 NM 6920.” (3) When segments prior to the FAF are required, establish the fixes and minimum altitudes in a note preceding the note cited above : “ 9.4 NM FROM THRESHOLD, MINIMUM ALTITUDE 9000. ” (4) Define the final approach course in the “Notes” section when circling is the only minimum authorized : “FAF 6 NM from runway intersection, minimum altitude 8000; final approach course 060 aligned to intersection of Runways 2 and 15.” 8 - 72 Order 8260.19K (5) If radar availability is limited, use standard note : “ CHART NOTE : WHEN CONTROL TOWER CLOSED, ASR NA .” (This is a radar SIAP note only - not to be used on other SIAP types.)

(6) Lost communications instructions must be entered as follows : “As directed by ATC on initial contact.” t. Limitation notes required on the use of Special procedures.

(1) Where a special procedure requires the use of private facilities ( e.g., landing area or navigational facility ) , the following statement must be added to the FAA Form 8260 - 7A restricting the use of that procedure; use : “ CHART NOTE : USE OF [NAME OF PRIVATE FACILITY] REQUIRES PERMISSION OF THE OWNER; USE OF THIS PROCEDURE REQUIRES SPECIFIC AUTHORIZATION BY FAA FLIGHT STANDARDS .” (2) Where there are no private aspects to a special instrument procedure, the following statement must be added to the FAA Form 8260 - 7A restricting the use of that procedure; use : “ CHART NOTE : USE OF THIS PROCEDURE REQUIRES SPECIFIC AUTHORIZATION BY FAA FLIGHT STANDARDS .” (3) Proceed VFR procedures to a site that is not an established airport used intermittently [ locations not marked ( i.e. , field, road, intersection, etc.) are unique and situational ]. T herefore , each case must be processed as a s pecial procedure requiring F light S tandards approval .

8 - 6 - 11. Additional F light D ata. When additional information or data is essential to clarify the charting of a procedure or when the procedures specialist wants information charted but does not want it to appear on the chart as a note, the necessary information/data must be entered in the “Additional Flight Data” section. Preface specific items to be charted with the term “Chart” Specific instructions to chart data must be held to a minimum [see also paragraphs 8 - 2 - 4.b and 8 - 6 - 6.g ] .

Note : Do not document takeoff obstacles on FAA Form 8260 - 9 or in “Additional Flight Data.” a. Items such as holding information, restricted area data, final approach course alignment, primary remote automated altimeter setting source, etc., must be retained when amending a procedure.

b. Enter holding Instructions as follows: (1) When primary missed approach instructions provide for holding, enter additional flight data as follows : “ Hold SE, RT, 313.09 inbound” [see paragraph 8 - 6 - 6.g ] .

(2) Where alternate missed approach holding is established, enter the description as described in paragraph 8 - 6 - 6.h(2) .

(3) Where arrival holding is operationally advantageous, enter : “ Chart arrival holding at PUGGY : Hold SE, RT, 313.09 inbound, 4000.” 8 - 73 Order 8260.19K (4) Do not request both time and distance leg lengths for charting on the same holding pattern.

c. The non - precision controlling obstacle in the primary and/or secondary area of the FAS must be shown as the FAS Obstacle. In the event a stepdown fix is used in the final approach segment, the controlling obstacle between the stepdown fix and the runway must be shown as the FAS obstacle. If there is more than one FAS obstacle (e.g., LNAV and LP) list both. Enter the obstacle description, elevation in Mean Sea Level (MSL), obstacle ID, and location to the nearest second. For a single FAS obstacle or two that are the same, list the obstacle(s) as : “ CHART FAS O BST : 317 Tower ( 12 - 123455 ) 364227 .21 N/ 0891523 .31 W.” For multiple FAS obstacles, list the obstacles as : “ CHART FAS O BST : 317 Tower ( 14 - 123456 ) 364227 .11 N/ 0891523 .00 W, 143 Trees ( 16 - 234567 ) 364210 .11 N/0891501 .01 W.” Note : When the FAS Obstacle is an AAO, do not chart it. Enter the data as follows : “FAS OBST : 529 AAO 365029 .03 N/0871234 .11 W.” d. To identify certain significant obstacles, other than AAOs, in or near the instrument approach area, include MSL height, Type, Obstacle ID , and coordinates in additional flight data.

If, in the opinion of the procedure specialist, these obstacles could be critical to flight safety, they should be prefaced by the word “Chart.” However, if the data is being furnished only as information, it must not be prefaced by the word “Chart.” Charting agencies will chart any item marked “Chart.” Any item listed without indicating “Chart” will be reviewed by the charting agencies and will be charted if it meets their charting specifications. List obstacles as fo llows: “ CHART 2674 ANTENNA ( KSUN0092 ) 372219 .02 N/0941657 .03 W” or “2674 ANTENNA ( 23 - 456789 ) 372219 .11 N/0941657 .03 W.” e. Obstacles close to a final approach or stepdown fix , considered under Order 8260.3 c hapter 2 , must be accomplished as follows: (1) When c hapter 2 is applied to multiple obstacles, document only the most significant (or primary equivalent if secondary) obstacle in the 7:1 (3.5:1 for helicopter procedures) area.

(2) List the obstacle under “Additional Flight Data” as : “ C HART 374 ANTENNA ( 12 - 56789 ) 352416 .02 N/ 0881253 .20 W.” Do not list or chart if the obstacle is an AAO .

Additionally, make an entry in “Part C : General Remarks” of the FAA Form 8260 - 9: “ ORDER 8260.3 C HAPTER 2 APPLIED TO 374 ANTENNA ( 13 - 456890 ) 352416 .03 N/0881253 .31 W ” as applicable.

Note : When documenting a secondary obstacle, use the obstacle’s actual MSL height.

f. Installed visual aids will be shown on the aerodrome sketch. NASR is the source for this information, which will be obtained and maintained by Aeronautical Information Services for TPP airport sketch charting purposes. Changes are published in the NFDD.

g. Final approach course alignment, when required, is specified in “Additional Flight Data” as follows: 8 - 74 Order 8260.19K (1) For offset (ILS, LOC, LDA, LDA w/GS, RNP, LPV, LNAV, and LNAV/VNAV) approaches document the amount of offset of the final approach course relative to the runway centerline extended as follows: “ CHART PLANVIEW NOTE : LOC OFFSET X.XX DEGREES ” or “ CHART PLANVIEW NOTE : FINAL APPROACH COURSE OFFSET X.XX DEGREES .” Note : Apply facility notes on procedures where the facility course is offset (i.e. , LOC) .

(a) For conventional procedures, compute the amount of offset to the nearest hundredth of a degree (0.01) by measuring the difference between the true bearing of the FAC and the landing runway true bearing. True bearing values are as recorded in the “Facility Data Record.” (b) For RNAV (GPS) or RNAV (RNP) procedures, compute the amount of offset as specified in Order 8260.58, c hapter 1.

(2) To assist charting agencies in the final approach depiction, for approach procedures not aligned on the runway centerline (+/ - 0.03 degrees), document the final approach course alignment relative to the runway centerline as follows: “FAC crosses RWY C/L extended 3180 feet from THLD”; or “FAC 450 feet L of RWY C/L extended 3000 feet from THLD.” (Left or right as used in the latter case is as viewed by the pilot.)

(3) For circling approaches, document the final approach course alignment relative to the on - airport facility, or to the airport reference point. If the facility is off - airport, enter the point where the FAC crosses the landing surface as follows: “FAC crosses intersection of RWYs 9 - 27 and 18 - 36” or “FAC crosses midpoint of RWY 13 - 31.” h. When a flight inspection value is used for the final approach course instead of the plotted radial/course/bearing, add the following : “FAC is a flight inspection value” [see also paragraph 8 - 6 - 7.c(1)(c) ] .

i. When a procedure planview area encompasses Special Use Airspace (SUA), use the following note as deemed necessary : “Chart P - 56.” j. RNAV data. Publish the following data for RNAV procedures: (1) For LPV and LP, enter the WAAS channel number, and reference path identifier (approach ID) using the following example.

WAAS CHANNEL #43210 REFERENCE PATH ID : W17A (2) For LP, LNAV/VNAV. Enter “Chart WAAS Symbol” when it has been determined that a WAAS signal may be unreliable for vertical navigation use.

8 - 75 Order 8260.19K (3) For WAAS/GBAS procedures, document the height above ellipsoid (HAE) and the reference datum used in calculations [see paragraph 2 - 11 - 6.b ] .

(4) For GBAS procedures, enter the GBAS channel number, and reference path identifier (approach ID) using the following example [see paragraph 4 - 6 - 10 ] .

GBAS CHANNEL #20662 REFERENCE PATH ID : GSTU k. For Copter PinS procedures: (1) List the airport /heliport location ID <LOCATION ID > , landing area elevation, the courses in hundredths of a degree from MAP to heliport, and the distance in hundredths of a nautical mile from MAP to heliport . For locations inside the contiguous U.S., use only the official FAA airport location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA airport location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>.

as follows: Example: Inside the contiguous U.S. : MN33, 860, 193.00/0.86 Outside the contiguous U.S. : SXQ/PASX, 091.23/1.23 (2) For procedures noted to “Proceed VFR” that serve more than one landing area, list each landing area number after the location ID in paragraph 8 - 6 - 11 . k ( 1) as follows: 6N5, 10, 257.02/13.81 JRB, 7, 246.03/15.51 l. For Copter PinS procedures that have obstacle penetrations identified in the VFR transition area surface evaluation, those obstacle penetrations identified in paragraph 8 - 6 - 10.q(1)(c) 1 , must be annotated on the chart ( e.g., “Chart 2674 antenna 372219 .11 N/0941657 .22 W ; 319 Tower (12 - 034567) 3722.19.01N/0941657.11W ” ) .

m. Where a VDP is established on a SIAP, identify the distance of the VDP as follows : (1) N on - RNAV : Specify the VDP DME fix and distance to threshold.

Chart VDP at DME; Distance VDP to THLD ____NM.

(2) RNAV : Indicate the VDP distance to MAP.

Chart VDP at NM to RW16.

Chart VDP at NM to SUSIE.

8 - 76 Order 8260.19K n. Enter charting instructions for maximum , mandatory or block altitudes ( e.g., “Chart mandatory 5000 at DAVID , ” or “Chart at or below 14000 and at or above 12000 at CATTS.” ).

(1) Maximum or mandatory altitudes should be avoided where possible, especially in the final approach segment. Maximum, mandatory, or block altitudes in the intermediate, final and/or missed approach segment requires Flight Standards approval from the Flight Technologies and Procedures Division , prior to forwarding for publication .

(2) Until such time formal obstacle clearance criteria has been established to address maximum, mandatory, or block altitudes, a waiver will also be required when applying this to the missed approach segment.

o. Vertical descent angle (VDA)/TCH.

(1) For straight - in aligned non - precision SIAPs (except for procedures that already have a GS/GP angle established for the vertically guided procedure on the same chart and surveillance (ASR) approach procedures), enter the descent angle for the appropriate fix in the final approach segm ent, and the appropriate TCH : NIXON to RW15 : 3.26/55. Where straight - in minimums are not authorized due to an excessive descent angle, enter the straight - in descent angle (may exceed maximum when compliant with circling de scent angle). Where the VDA values are not coincident with published VGSI values, see paragraph 8 - 6 - 10.m . Only one angle and TCH will be published on the chart.

(2) When a flight inspection/validation has determined that a VDA/TCH must not be specified on the chart , a redesign must be attempted per O rder 8260.3, paragraph 2 - 6 - 4. a .(2). If the highest VDA is still unacceptable, then place a note in the profile view of the chart; use “Chart profile note : Visual Segment – Obstacles.” (a) Document the results of the redesign efforts in “Part C : General Remarks” of the FAA Form 8260 - 9.

p. Visual S egment D escent A ngle (VSDA).

(1) If publication deadlines preclude a timely redesign of the procedure, then the procedure may be published with the VDA/TCH removed and with the addition of the above profile note; however, the procedure must be scheduled for an amendment to incorporate a higher VDA and/or TCH.

(2) For Copter PinS procedures, except those annotated “proceed VFR…” enter the V S DA (to the hundredth of a degree) from the specified descent point (MAP or ATD after MAP) to a specified hover height (20 - foot maximum) which is known and documented as a heliport crossing height (HCH). Data entry format: (MAP Name) TO HELIPORT : 7.30/5 feet HCH or 0.2 NM after (MAP Name) TO HELIPORT : 7.50/20 feet HCH.

Note : Except for Copter procedures to a runway, do not publish vertical descent angle data from FAF to MAP.

8 - 77 Order 8260.19K q. Computer navigation fixes (CNF). Enter charting instructions for CNFs ( e.g., “ CHART ( CF ABC) at < location > .” Example : CHART (CFABC) at MAP r. Arc IAFs. Enter the radial that defines the beginning of the arc initial segment ( e.g., “ CHART ABC R - 060 at WERNR.” ).

s. DME facility. When a DME is used and is not associated with the facility providing final course guidance and station passage occurs within the final segment, the facility must be shown in the profile view ( e.g., “Chart in profile view : I - XYZ DME antenna” or “Chart in profile view : ABC VOR/DME.” ).

t. Secondary airports. When there is another airport(s) in the vicinity of the final approach course that may be confused with the airport to which the approach is designed, request the airport be depicted in the plan view of the procedure chart ( e.g., “Chart (airport four - letter ID) in planview.” ).

u. Non - FAA service provider instrument procedures. Document “ Non - FAA Procedure” when a 14 CFR part 97 procedure is developed by a non - FAA service provider .

v. Radar procedures.

(1) Enter the TDZE in the preprinted area for each runway authorized straight - in minimums.

(2) Enter the GS angle, TCH, and distance from RWT to RPI in feet for PAR approach procedures.

8 - 6 - 12. Minimums.

a. Takeoff . Takeoff minimums will be documented on FAA Form 8260 - 15A in accordance with Order 8260.46.

b. Alternate. See Order 8260.3, c hapter 3. Additionally: (1) Chapter 2 of this order defines facility monitoring categories (1, 2, 3, and 4) and utilization of these categories. Alternate minimums must not be denied on precision SIAPs if the OM or authorized substitute does not have a remote status indicator. This is because the ILS is monitored, and the GS/GP provides intercept and descent guidance. However, this does not apply to non - precision SIAPs or the LOC portion of an ILS SIAP ( i.e., deny alternate minimums on a non - precision SIAP if the facility is not monitored ) .

(2) Enter alternate minimums in the space provided.

(3) Alternate minimums are authorized on RNAV (GPS) and RNAV (RNP) SIAPs.

However, procedures that only contain LPV minimums cannot be used for determining an Alternate; therefore, an “X” must be placed in the “NA” box.

8 - 78 Order 8260.19K (4) When alternate minimums are standard, enter the word “Standard”; when not authorized, place an “X” in the “NA” box. When part - time, or higher than standard for some categories, enter “Standard” and annotate the appropriate condition by separate standard no te : “NA when control tower closed; CAT D 1000 - 3 ; NA WHEN LOCAL WEATHER NOT AVAILABLE . ” (5) When alternate minimums are non - standard ( e.g., higher than standard for each category available for certain users, etc. ) , do not place an X in the NA box. Enter the appropriate condition by separate standard note : “ NA EXCEPT STANDARD FOR OPERATORS WITH APP ROVED WEATHER REPORTING SERVICE; CAT A, B 900 - 2, CAT C 900 - 2 1/2, CAT D 1000 - 3 .” (6) Make separate entries for the complete ILS and for the LOC on the FAA Form 8260 - 3 . Use standard note: “ ILS : CAT A, B, C 800 - 2, CAT D 800 - 2 ½ ; LOC : CAT D 800 - 2 ½ . ” c. Minimums boxes. Enter straight - in minimums starting at the top with the precision line s of minima on the first line followed in sequence by the next lowest HAT /DA line of minima and so forth then the approved circling minimums. For PBN procedures, where present, the LPV line of minima will be placed bef ore any LNAV/VNAV line of minima and then LNAV line of minima. C ircling minima will appear as the last line of minima when approved circling exists at the airport . For RNAV (RNP) approaches the lowest RNP value will be the first line of minima followed in sequence by the next lowest RNP value line of minima as appropriate. A maximum of six lines (maximum five lines where dual minimums are published) of any combination of authorized minima may be published on a single chart. Enter “NA” in the applicable box(s) when a specific aircraft category(s) is not authorized, except as noted in paragraph 8 - 6 - 12 . h . Make no entry in the minima blocks when minimums are not authorized for all aircraft categories. Do not deny or cancel straight - in minimums in order to circumvent grant agreements that have been established under airport development programs. If criteria do es not permit straight - in minimums, publish circling minimums only. Do not a dd circling minimums to Copter only procedures.

Examples: LPV LNAV / VNAV LNAV CIRCLING OR RNP 0.10 DA 5257 - 1 ¼ 421 (400 - 1 ¼) RNP 0.30 DA 5369 - 1 ½ 533 (600 - 1 ½) OR ILS LOC CIRCLING 8 - 79 Order 8260.19K d. When a 10 - NM procedure turn (or greater) is established, CAT A, B, C and D minimums may be authorized.

e. When a procedure turn less than 10 NM is established, only CAT A minimums are authorized; enter NA in the VIS column for CAT B, C, and D aircraft. For Copter procedures, delete the letter “A” and insert the word “Copter,” and leave B, C, and D blank.

f. When specific minimums are not authorized, enter NA in the VIS column for the appropriate category.

g. See Order 8260.3, c hapter 3, for guidance to use when determining what categories to evaluate for and chart.

h. Make no entry in the CAT E boxes , except where a valid requirement exists.

i. Final Type. Enter the types of minimums on FAA Forms 8260 - 3/4/5/7A as follows: (1) For non - RNAV instrument procedures, enter “S - (Runway No.) for VOR and NDB procedures straight - in to a runway. For other straight - in procedures, enter as “S - (ILS; LOC; LDA; LDA/GS; as applicable) (Runway No.)”, “Circling” for circling minimums, and “Sides tep (Runway No.)” for sidestep minimums.

(2) For Copter procedures, enter “H - (Runway No.) for VOR and NDB procedures straight - in to a runway. For other Copter procedures straight - in to a runway,” enter “H - (ILS; LOC; LDA; LDA/GS; as applicable) (Runway No.).” For all other Copter procedures, enter “H - (numerical identification of the final approach course).” For COPTER RNAV (GPS) procedures, apply paragraph 8 - 6 - 12 . i ( 3) .

(3) For RNAV (GPS) procedures, document minimums for LPV, LP, LNAV/VNAV, and LNAV and Circling, as applicable. LP must never be published on the same chart as LPV or LNAV/VNAV. Insert the term “DA” after the labels LPV and LNAV/VNAV. Insert the term “MDA” afte r the labels LP, and LNAV. “Circling” for circling minimums, and “Sidestep (Runway No.)” for sidestep minimums .

Note : When “LPV DA ” or “LP MDA ” has been entered, the “FAS Data Block Information” portion will appear at the end of the f orm.

(4) For RNAV (RNP) procedures, use the minima blocks normally reserved for dual minimums and enter “A UTHORIZATION R EQUIRED ” in the title line. Attempt to e stablish minimums for RNP 0.30 as specified in Order 8260.58, c hapter 4. A maximum of four lines of minima may be established. The lowest DA will be the top (first) line of minima followed by the next lowest DA (second line) and so on, in sequential order. There could be cases where an RNP value appears out of sequence ( e.g., “RNP 0.15 DA” [ first line; climb gradient allows for lower DA ] , “RNP 0.30 DA” [ second line; lesser climb gradient ] , “RNP 0.15 DA” [ third line; lesser climb gradient ] , and “RNP 0.30 DA” [ fourth line, no climb gradient ]) . Non - precision (e.g., circling and sidestep minimums) are not published on RNAV (RNP) procedures.

8 - 80 Order 8260.19K Note 1 : There may be situations where an RNP 0.3 0 cannot be achieved due to Special Use Airspace avoidance, environmental requirements, terrain constraints , excessively high landing minimums, etc. In these cases, it is permissible to omit an RNP 0.30 line of minimums, however the reason for doing so must be documented in the “Part C : General Remarks” of FAA Form 8260 - 9.

Note 2 : Only the largest RNP value will be coded into the database.

(5) For GLS procedures, establish only one line of minimums. Insert the term “DA” after GLS.

(6) For radar procedures, specify the runway numbers. PAR w/out glidepath (GP) minimums may be established where necessary.

j. DA/MDA. Enter the DA or MDA authorized by criteria as an MSL value in each of the appropriate DA/MDA boxes by category of aircraft.

k. VIS. Enter the visibilities authorized by Order 8260.3, c hapter 3. RVR authorized on runways to which straight - in minimums are published must be entered in feet ( e.g., 4000; 2400; 1800, etc. ). Procedures located in a foreign country where Meters is the value used for visibility, enter an “m” following the number ( e.g., 1200m; 800m; 550m; etc. ).

(1) See Order 8400.13. When it has been determined that a procedure qualifies for 1800 RVR under the guidelines in this order, place in the “Notes” section of the 8260 - series FAA form : “ CHART NOTE: < INSERT ATTENTION SYMBOL > RVR 1800 AUTHORIZED WITH USE OF FD OR AP OR HUD TO DA ” See the example below. This chart note must be referenced to the straight in minima it applies to. If the note applies to the entire line of minima, the attention symbol must be placed following the minima type (i.e., S - ILS 19L*). If the note applies only to certain aircraft ca tegories, the attention symbol must be associated with the numerical DH/MDA value (i.e., 502*) for those categories. RVR 1800 is not authorized with a secondary altimeter ; therefore , use the following note when applicable: “ CHART NO TE: < INSERT ATTENTION SYMBOL> RVR 1800 AUTHORIZED WITH USE OF FD OR AP OR HUD TO DA (NA WHEN USING < LOCATION ID > ALTIMETER SETTING) ” For procedures with autopilot restrictions (see paragraph 8 - 6 - 12 . o(7) ), the note must read "CHART NOTE: <INSERT ATTENTION SYMBOL> RVR 1800 AUTHORIZED WITH USE OF FD OR HUD TO DA" or "CHART NOTE: <INSERT ATTENTION SYMBOL> RVR 1800 AUTHORIZED WITH USE OF FD OR HUD TO DA (NA WHEN USING <LOCATION ID> ALTIMETER SETTING)" as appropriate . See the example below and paragraph 4 - 1 - 5 of this order for guidance on using RVR on adjacent runways.

Note : For <INSERT ATTENTION SYMBOL> use the examples to demonstrate the appropriate use of inserting the applicable symbol associated with the appropriate line of minimum or DH/MDA value. For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

8 - 81 Order 8260.19K Example: CHART NOTE: *RVR 1800 AUTHORIZED WITH USE OF FD OR AP OR HUD TO DA CHART NOTE: #RVR 1800 AUTHORIZED WITH USE OF FD OR HUD TO D A.

Inside contiguous U.S. : CHART NOTE: #RVR 1800 AUTHORIZED WITH USE OF FD OR AP OR HUD TO DA (NA WHEN USING BUF ALTIMETER SETTING) CHART NOTE: #RVR 1800 AUTHORIZED WITH USE OF FD OR HUD TO DA ( NA WHEN USING MKT ALTIMETER .

Outside contiguous U.S. : CHART NOTE: @RVR 1800 AUTHORIZED WITH USE OF FD OR AP OR HUD TO DA (NA WHEN USING ANC/PANC ALTIMETER SETTING) CHART NOTE: #RVR 1800 AUTHORIZED WITH USE OF FD OR HUD TO DA (NA WHEN USING HNL/PHNL ALTIMETER (2) A note is required to prevent helicopters from reducing straight - in CAT A visibility ( for procedures other than “copter - only” ) when the straight - in or offset (as appropriate) visual area is penetrated. For 20:1 penetrations, specify the runway to which the FAC is aligned to and use : “ CHART NOTE : RWY XX HELICOPTER VISIBILITY REDUCTION BELOW 1 SM < OR RVR 5000 AS APPLICABLE> NOT AUTHORIZED. ” If only the 34:1 surface is penetrated, then specify the runway to which the FAC is aligned to and use “ CHART NOTE : RWY XX HELICOPTER VISIBILITY REDUCTION BELOW 3/4 SM (OR RVR 4000 AS APPROPRIATE) NOT AUTHORIZED. ” Do not apply this note to RNAV (RNP) “Authorization Required” approach procedures. For c ircling o nly procedures (i.e., VOR - A), specify the runway number and restriction as appropriate. “ CHART NOTE : RWY XX, XX, AND XX HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED .” Note : The applicable note is not required if the visibility reduction allowed by 14 CFR part 97.3 results in a visibility greater than 1 SM/5000 RVR if the 20:1 visual surface is penetrated, or 3/4 SM/4000 RVR if the 34:1 visual surface is penetrated.

l. HAT/HAA.

(1) HAT. Enter height above touchdown zone elevation (TDZE) when straight - in minimums to a runway (including Copter) are authorized. For Copter straight - in and point - in - space (PinS) SIAPs noted to “proceed visually” to the landing site, enter “HAL.” For Copter PinS IAPs noted to “proceed VFR” to the landing site, enter “HAS” [see paragraphs 8 - 6 - 2 and 8 - 6 - 11.l ] .

When evaluating foreign terminal instrument procedures and the threshold elevation is not available, use airport elevation.

Note : Helicopter procedures to elevated heliports (e.g., heliport on the roof of a hospital) and point - in - space (proceed VFR) procedures pose unique circumstances when calculating weather minimums. Consideration must be given to the elevation of the source providing the ceiling information. For example, if the weather source providing the ceiling information is considerably lower than the heliport on t op of the building, a much higher ceiling value must be established when the HAL value is provided.

8 - 82 Order 8260.19K (2) HAA. Enter height above airport elevation for circling minimums.

m. ILS CAT II/III or Special Authorization CAT I/II ILS. When applicable, enter CAT II/III or SA CAT I/II ILS minimums in the “Notes” section immediately below the minimum’s boxes.

SA CAT I is an option at runways with standard CAT II or III, at runways with SA CAT II, or at CAT I runways. Establish only one set of either SA CAT II minimums or (standard) CAT II minimums in the 100 - foot to 199 - foot range with the applicable ra dio altimeter (RA) and RVR established by TERPS criteria (i.e., SA CAT II must not be published if there is a standard CAT II or III.). CAT II RVR may be reduced to as low as 1000 where authorized by Flight Standards per Order 8400.13 and documented in the “Notes” section. At locations where ILS CAT II procedures have been established, a se parate Copter ILS CAT II procedure may be developed that contains a HAT less than 200 feet but no lower than 100 feet above touchdown zone elevation. A RA height must also be provided for publication with the DA. Enter these items as follows: (1) For SA CAT I : SA CAT I ILS - Special Aircrew and Aircraft Certification Required ; S - ILS 32L : CAT A, B, C, D, RA 154, RVR 1400, HAT 150, DA 806 MSL.” Note : A SA CAT I with a HAT not lower than 150 feet may be developed under Order 8400.13.

The following entry must be made in the “Notes” section for publication on the approach chart: “ SA CAT I CHART NOTE : REQUIRES SPECIFIC OPSPEC, MSPEC, OR LOA APPROVAL .” (2) For SA CAT II : “SA CAT II ILS - Special Aircrew and Aircraft Certification Required; S - ILS 32L : CAT A, B, C, D, RA 104, RVR 1200, HAT 100, DA 756 MSL” or “SA CAT II ILS - Special Aircrew and Aircraft Certification Required; S - ILS 32L : CAT A, B, RA 104, RVR 1200, HAT 100, DA 756 MSL; CAT C, D, RA 124, RVR 1400, HAT 120, DA 776 MSL.” Note : The SA CAT II procedure is developed under Order 8400.13, at a location that is lacking ALSF and/or TDZ/CL lighting systems and/or other limiting requirements, and the following entry must be made in the “Notes” section for publication on the approach char t: “ SA CAT II CHART NOTE : REQUIRES SPECIFIC OPSPEC, MSPEC, OR LOA APPROVAL . ” (3) “CAT II ILS - Special Aircrew and Aircraft Certification Required; S - ILS 32L : CAT A, B, C, D, RA 104, RVR 1200, HAT 100, DA 756 MSL” or “CAT II ILS - Special Aircrew and Aircraft Certification Required; S - ILS 32L : CAT A, B, RA 104, RVR 1200, HAT 100, DA 756 MSL; CAT C, D, RA 124, RVR 1400, HAT120, DA 776 MSL.” Note : CAT II procedures to a minimum of 1000 RVR using autoland or HUD to touchdown may be authorized under Order 8400.13. The following entry must be made in the “Notes” section for publication on the approach chart: “ CAT II RVR 1000 CHART NOTE : RVR 1000 AUTHORIZED WITH SPECIFIC OPSPEC, MSPEC, OR LOA APPROVAL AND USE OF AUTOLAND OR HUD TO TOUCHDOWN .” 8 - 83 Order 8260.19K (4) “Copter CAT II ILS - COPTER CAT II ILS – Special Aircrew and Aircraft Certification Required; S - ILS 32L: COPTER. RA 104. RVR 1200, HAT 100, DA 756 MSL. ” (5) “CAT III ILS - Special Aircrew and Aircraft Certification Required; S - ILS 32L : CAT III CAT A, B, C, D, RVR.” (Insert the lowest RVR value from CAT II/III checklist; see paragraph 4 - 3 - 2.a . ) (6) If the ATCT does not provide continuous service, publish a note on the chart indicating the applicable procedure is not authorized when the control tower is closed; for example, use : “ CAT II/III CHART NOTE : PROCEDURE NA WHEN TOWER CLOSED. ” (7) When informed that the CAT III procedure facility is identified as having class III/D/3 performance, a chart note is required to inform the pilot that the localizer cannot be used for rollout guidance. Use “C HAR T NOTE : LOCALIZER NOT SUITABLE FOR ELECTRONIC ROLLOUT GUIDANCE .” n. Dual minimums . Enter dual minimums, when authorized. Do not publish dual minimums unless a 60 - foot operational advantage is obtained or a reduction in visibility can be achieved. To avoid proliferation of dual minimums, all IFR aircraft are assumed to have at least one VOR receiver. Dual minimums based on a stepdown fix combined with local and remote altimeter settings could result in four sets of minimums. When two remote sources are used, treat the source resulting in lower minimums as the “Local” altimet er setting source in the following paragraphs. Document only two sets of minimums. The combinations authorized are minimums with and without a stepdown fix, or minimums with local and remote altimeter settings.

(1) When authorizing minimums with and without a stepdown fix and which also require local and remote altimeter settings enter the minimums with and without the stepdown fix based on the Local altimeter in the two sets of minimums boxes. Address the minimums w ith and without the stepdown fix based on the Remote altimeter setting source in a note and include the applicable visibility increases. Establish the required visibility as stated in paragraph 4 - 1 - 5 .

Note : Normally an airport with an ILS does not have a remote altimeter setting. But where this does occur, the MDA adjustment might not be suitable for DA adjustment ( i.e., the adjustment might be too great, and the visibility adjustments might differ ) .

(a) Compare visibilities to determine note format: 1. W here precision and non - precision visibility adjustment is the same, enter the following in the “Notes” section: “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE <LOCATION ID> ALTIMETER SETTING AND INCREASE ALL DAs/MDAs 60 FEET , AND ALL VISIBILITIES ½ SM.” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>. Use this note also when visibility is affected in all categories; apply the greatest visibility increase.

8 - 84 Order 8260.19K Example: Inside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE SKF ALTIMETER SETTING AND INCREASE ALL DAs/MDAs 60 FEET, AND ALL VISIBILITIES ½ SM.

Outside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE PAQ/PAAQ ALTIMETER SETTING AND INCREASE ALL DAs/MDAs 80 FEET, AND ALL VISIBILITIES 1 SM .

2. Where precision and non - precision visibility adjustments differ and visibility is affected in all categories, apply the greatest visibility increase to all categories and define application as follows in the “Notes” section: “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING : INCREASE DA TO 287 FEET AND ALL VISIBILITIES 1/4 SM; INCREASE ALL MDAS 60 FEET AND ALL VISIBILITIES ½ SM. ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE SKF ALTIMETER SETTING : INCREASE DA TO 287 FEET AND ALL VISIBILITIES 1/4 SM; INCREASE ALL MDAS 60 FEET AND ALL VISIBILITIES ½ SM.

Outside contiguous U.S . : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE ANC/PANC ALTIMETER SETTING : INCREASE DA TO 287 FEET AND ALL VISIBILITIES 1/4 SM; INCREASE ALL MDAS 160 FEET AND ALL VISIBILITIES 1 SM.

3. Where precision and non - precision visibility adjustments differ and visibility is not affected in all categories, apply the greatest visibility increase only to those categories which are affected and define application as follows in the “Notes” section : “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING : INCREASE DA TO 287 FEET AND VISIBILITY CAT D ¼ SM INCREASE ALL MDAS 60 FEET AND VISIBILITY CATS C AND D ½ SM .” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : 8 - 85 Order 8260.19K CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE SKF ALTIMETER SETTING : INCREASE DA TO 287 FEET AND VISIBILITY CAT D ¼ SM; INCREASE ALL MDAS 60 FEET AND VISIBILITY CATS C AND D ½ SM.

Outside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE PAQ/PAAQ ALTIMETER SETTING : INCREASE DA TO 1247 FEET AND VISIBILITY CAT D ¼ SM; INCREASE ALL MDAS 80 FEET AND VISIBILITY CATS C AND D 1 SM.

Note : CAT A is not affected until the HAT is more than 880 feet; CAT B is not affected until the HAT is more than 740 feet.

(2) When dual minimums are appropriate with local and remote altimeter settings, enter the title : “ < LOCATION ID > ALTIMETER SETTING MINIMUMS” over the second set. For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : EWR ALTIMETER SETTING MINIMUMS Outside contiguous U.S. : PAQ/PAAQ ALTIMETER SETTING MINIMUMS (a) When a procedure does contain a stepdown fix but has only local or only remote altimeter setting minimums, enter the straight - in and circling minimums required without the stepdown fix in the first set of boxes. Enter the straight - in and circling minimums required with the stepdown fix in the second set of boxes.

(b) When a procedure does not contain a stepdown fix, but has both local and remote altimeter setting minimums, enter the local altimeter setting minimums in the first set of boxes and the remote altimeter setting minimums in the second set of boxes. Use the following note: “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE < LOCATION ID > ALTIMETER SETTING. ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID>.

Example: Inside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE ONM ALTIMETER SETTING 8 - 86 Order 8260.19K Outside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, USE ANC/PANC ALTIMETER SETTING Note : When the situation in paragraph 8 - 6 - 12 . n ( 1)(a) 1 applies, a note is preferable to a second set of minimums 8 - 6 - 12 . o(14) .

(c) When a procedure does not contain a stepdown fix but has two sets of part - time remote altimeter setting minimums, enter the lower minimums in the first set of boxes, and the higher minimums in the second.

(3) Stepdown fixes.

(a) On procedures where the course guidance and stepdown fix are obtained from different VOR facilities, publish two sets of minimums.

(b) On procedures where the course guidance and stepdown fix are obtained from different NDB facilities, publish two sets of minimums.

(c) Where paired DME is used, use the fix name in the title : “NIXON FIX MINIMUMS.” (d) Where non - paired DME is used, as above, place an attention symbol (*) next to the title (e.g., NIXON FIX MIMIMUMS*), and enter the following in Additional Flight Data : “*DME from XYZ VORTAC.” (e) On procedures where the course guidance and the stepdown fix are obtained from facilities, which are of different types [except as noted in Order 8260.3], publish two sets of minimums. Use one of the following titles to identify the dual minimums: 1. On procedures where the fix is predicated on DME only : “ DME MINIMUMS.

2. On procedures where a fan marker is used for the stepdown fix : “ FM MINIMUMS.” 3. On procedures where the stepdown fix is identified by radar only : “ RADAR MINIMUMS.” Note : When radar fixes are specified, ATC must agree to provide the radar service on a continuous basis and the fix must be identified on the video map or map overlay.

(f) On procedures where course guidance and a stepdown fix use the same type of receiver, annotate in the minimums box that dual receivers are required ( e.g., “AGNES FIX MINIMUMS (Dual VOR receivers required)” or “AGNES FIX MINIMUMS (Dual VOR receivers or DME required)” ).

8 - 87 Order 8260.19K o. Landing minimums limitations. Minimums are affected by a number of different circumstances and conditions. Examples are enumerated below indicating the appropriate action to be taken.

(1) Day and night minimums. The authorized minimums apply to both day and night conditions unless otherwise restricted. Aeronautical Information Services in cooperation with Flight Program Operations must determine the availability of all lighting aids prior to permitting night minimums. Permanently installed runway edge lights (including threshold/runway end lights), defining the lateral and longitudinal boundaries of the runway, must be operating to support night minimums [see AC 150/5340 - 30 , Design and Installation Details for Airport Visual Aids ].

Airport or runway boundary lights are not adequate for night landing minimums unless the entire area between such lighting is suitable for landing. In special cases, portable runway lights may be used tempor arily as described in AC 150/5345 - 50 , Specification for Portable Runway and Taxiway Lights .

Note : Lighting and infrastructure requirements for night minim um s are not applicable to helicopter Pin S Proceed VFR IAPs.

(2) Restriction of night minimums. When night minimums are not authorized or are higher than day minimums, a restriction must be entered in the “Notes” section to deny night minimums or to specify increased night minimums.

(a) If unable to authorize night minimums (e.g., when both straight - in and circling minimums are not authorized at night), use: “ CHART NOTE : PROCEDURE NA AT NIGHT. ” [s ee paragraph 8 - 6 - 12 . o ( 14) ].

(b) If increased night visibility is required by environmental conditions, such as extraneous lighting, use: “ CHART NOTE : NIGHT VISIBILITY MINIMUM _ SM .” For helicopter PinS procedur e s , see Order 8260.3 paragra ph 12 - 3 - 3.c.

(c) When straight - in minimums are published to an unlighted runway, but another runway is lighted, use: “ CHART NOTE : STRAIGHT - IN MINIMUMS NA AT NIGHT. ” (d) When only circling minimums are published and at least one runway is lighted, a note is not required for non - lighted runways. When no runways are lighted, use: “ CHART NOTE : PROCEDURE NA AT NIGHT .” (e) At an airport with multiple runways where straight - in minimums are authorized to a lighted runway, but the other runway(s) is/are unlighted, a note is not required for the unlighted runways.

(f) When only circling minimums are published and circling is not authorized at night, use: “ CHART NOTE : PROCEDURE NA AT NIGHT .” (g) When aircraft are prohibited from circling to a runway at night, use one of the following options: “ CHART NOTE : CIRCLING NA AT NIGHT ” or “ CHART NOTE : CIRCLING RWY X, XX NA AT NIGHT .” 8 - 88 Order 8260.19K (h) When the Flight Technologies and Procedures Division has approved use of the VGSI in lieu of obstruction lighting, use the following: “ CHART NOTE : STRAIGHT - IN RWY XX AT NIGHT, OPERATIONAL VGSI REQUIRED, REMAIN ON OR ABOVE VGSI GLIDEPATH UNTIL THRESHOLD ” or “ CHART NOTE : WHEN CIRCLING TO RWY X, XX AT NIGHT, OPERATIONAL VGSI REQUIRED, REMAIN ON OR ABOVE VGSI GLIDEPATH UNTIL THRESHOLD .” Note : A combination of paragraphs 8 - 6 - 12 . o ( 2) ( c) and/or 8 - 6 - 12 . o ( 2) ( g) and/or 8 - 6 - 12 . o ( 2) ( h) can be used when applicable and may appear as : “ CHART NOTE : STRAIGHT - IN RWY XX NA AT NIGHT, CIRCLING RWY X, XX NA AT NIGHT, CIRCLING RWY X, XX AT NIGHT, OPERATIONAL VGSI REQUIRED, REMAIN ON OR ABOVE VGSI GLIDEPATH UNTIL THRESHOLD .” (i) For h eliports and u nmarked l anding a reas without lights , “ CHART N OTE : PROCEDURE NA AT N IGHT . ” See paragraph 7 - 9 - 1 .

(3) Inoperative components and visual aids. The inoperative components and visual aids table informs the pilot how much to increase published minimums when certain components or visual aids are known to be inoperative. When the inoperative table adjustment is not compatible with the credit that has been authorized, add notes to the procedure specifying the necessary adjustment. Enter one of the following in the “Notes” section: (a) When credit has not been given to a visual aid to reduce visibility, use : “ CHART NOTE : INOPERATIVE TABLE DOES NOT APPLY TO ALS RWY 30. ” (b) In many instances, reference to a particular component or visual aid is not necessary as no portion of the inoperative table is applicable. In this case, use : “ CHART NOTE : INOPERATIVE TABLE DOES NOT APPLY .” (c) When the inoperative table applies only to a few cases, use : “C HART NOTE : INOPERATIVE TABLE DOES NOT APPLY TO CAT D; ” or “ CHART NOTE: INOPERATIVE TABLE DOES NOT APPLY TO S - LOC - 31 CAT A AND B. ” (d) The inoperative table, in certain circumstances, does not provide a sufficient increase to minimums. When this situation occurs, use: “ CHART NOTE: FOR INOPERATIVE ALS, INCREASE S - 7 CAT D VISIBILITY TO 1¾ ;” or “ CHART NOTE : FOR INOPERATIVE ALS, INCREASE S - LOC - 7 CAT D VISIBILITY TO RVR 5000, AND CAT E TO RVR 6000 .” (e) Where two sets of minimums are published, specify the applicable minimums affected. For example, on a VOR approach with DME minimums published as the second set, use : “ CHART NOTE : VOR MINIMUMS : INOPERATIVE TABLE DOES NOT APPLY TO S - 30 CATS C AND D. DME MINIMUMS : FOR INOPERATIVE ALS, INCREASE S - 30 CAT D VISIBILITY TO 1¼ SM .” Where the note applies equally to both sets of minimums, do not specify the minimums.

(f) Where a heliport approach lighting system is installed and credit for lights has been taken, annotate the procedure to indicate the minimum no - light visibility applicable if the 8 - 89 Order 8260.19K ALS become inoperative ( e.g., “ CHART NOTE : FOR INOPERATIVE ALS, INCREASE VISIBILITY TO 1 SM ” ).

(4) Weather reporting/altimeter setting.

(a) In accordance with Order 8260.3, an altimeter setting (local or remote) is required to authorize landing minimums. Terminal weather observation and reporting facilities (in addition to remote facility status monitoring) must be available for the airport to serve as an alternate airport. Some airports do not have any weather reporting while others provide this service on a part - time basis. A number of airports have the capability to report altimeter settings only on a full - time or part - time basis. Some opera tors provide approved weather reporting services, full - time or part - time, to their own company aircraft or on a contract basis to others.

Evaluate these factors to determine the type of notation that may be required to support landing and/or alternate mini mums. Enter these restrictions in the “Notes” section.

Note : The phrase “except for operators with approved weather reporting service” is used only when such service is available.

(b) When a remote altimeter setting source is available on a 24 - hour basis, use of a remote altimeter setting on a part - time basis will normally coincide with the loss of the local altimeter source ( e.g., control tower closed, FSS closed, local weather office closed, etc. ). In these instances, use : “ CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, EXCEPT FOR OPERATORS WITH APPROVED WEATHER REPORTING SERVICE, USE < LOCATION ID > ALTIMETER SETTING AND INCREASE ALL MDAS 120 FEET, AND ALL VISIBILITIES ½ SM .” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> . Where appropriate, define application to DA and/or MDA, or address when visibility is not affected in all categories, within the standard note [see paragraphs 8 - 6 - 12 . n(1)(a) 1 and 8 - 6 - 12 . n(1)(a) 2 ].

Example: Inside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, EXCEPT FOR OPERATORS WITH APPROVED WEATHER REPORTING SERVICE, USE HDO ALTIMETER SETTING AND INCREASE ALL MDAS 120 FEET, AND ALL VISIBILITIES ½ SM .

Outside contiguous U.S. : CHART NOTE : WHEN LOCAL ALTIMETER SETTING NOT RECEIVED, EXCEPT FOR OPERATORS WITH APPROVED WEATHER REPORTING SERVICE, USE PAQ/PAAQ ALTIMETER SETTING AND INCREASE ALL MDAS 120 FEET, AND ALL VISIBILITIES 1 SM .

(c) When an altimeter setting is provided at uncontrolled airports, use standard notes described in paragraph 8 - 6 - 10.e .

8 - 90 Order 8260.19K (d) When use of remote altimeter setting cannot be authorized, use : “ CHART NOTE : WHEN < LOCATION ID > ALTIMETER SETTING NOT RECEIVED, PROCEDURE NA. ” For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for <LOCATION ID>. For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash <LOCATION ID/ICAO ID> .

Example: Inside contiguous U.S. : CHART NOTE : WHEN ALM ALTIMETER SETTING NOT RECEIVED, PROCEDURE NA Outside contiguous U.S. : CHART NOTE : WHEN MRI/PAMR ALTIMETER SETTING NOT RECEIVED, PROCEDURE NA (e) The adjustment for a remote altimeter setting source is cumulative ( i.e., it is additional to any inoperative component adjustment, terminal segment MRA adjustment, or altitude increase to ensure communication reception ) .

(f) When an MDA adjustment is published by note, the adjustment value is the difference between the MDA values based on primary and secondary sources. For example, if the MDA for primary altimeter is 660 and the MDA for secondary altimeter is 720, specify to increase all MDAs by 60 feet (720 - 660=60).

Note : Descent angle/gradient is calculated using values based on primary altimeter only.

(5) Circling conditions and restrictions. Publish one circling MDA (CMDA) for each aircraft category. Where obstructions/terrain would yield excessively high CMDAs or environmental concerns would prohibit over - flight of specified areas, portions of the circlin g obstruction evaluation area may be eliminated through sectorization if instructions clearly define the areas where circling maneuvering is not allowed. Identify sectors by reference to runway centerlines by entering the applicable restriction in the “Not es” section as follows: (a) When a 180 - degree sector is defined by restricting circling from one side of a runway, use “ CHART NOTE : CIRCLING NA E OF RWY 17 - 35 .” (b) When a sector less than 180 degrees is defined by restricting circling between two runways, use “ CHART NOTE : CIRCLING NA NW OF RWYS 9 AND 18 .” (c) When a sector of more than 180 degrees is defined by restricting circling from one side of each of two runways, use : “ CHART NOTE : CIRCLING NA E OF RWY 18 AND SW OF RWY 12 .” (d) When Circling minimums are restricted by aircraft category and runway combinations, use : “ CHART NOTE : CIRCLING NA FOR CATS C AND D NW OF RWY 6 - 24 .” 8 - 91 Order 8260.19K (e) When Circling to a specific runway is restricted, use : “ CHART NOTE : CIRCLING NA TO RWYS 18 AND 12 .” (6) Parallel taxiway requirement . When a runway does not have a full - length parallel taxiway, and visibility less than one SM is published based on the presence of a part - time control tower, the procedure must be annotated to increase visibility to one SM (or RVR 5000) when the control towe r is closed. Use note : “ CHART NOTE : WHEN CONTROL TOWER CLOSE D, INCREASE VISIBILITY TO 1 SM ” (i.e., S - LOC 12, S - 30) or “ CHART NOTE : WHEN CONTROL TOWER CLOSED, INCREASE CATS A AND B VISIBILITY TO 1 SM. ” (7) ILS/GLS restrictions. For GLS approaches, pending further evaluation by the FAA, autoland using GBAS is prohibited; use “ CHART NOTE : AUTOPILOT COUPLED APPROACH NA BELOW (DECISION ALTITUDE) .” Where flight inspection /validation or Aircraft Certification Services establishes a restriction to the ILS/GLS approach, a NOTAM will be issued, and the restriction will be published in the Chart Supplement . Where the restriction affects landing minimums or the MAP, issue an appropriate NOTAM. Publish a note using the same wording as stated in the flight inspection /validation report ( e.g., “ CHART PROFILE NOTE : ILS UNUSABLE INSIDE DA ” ). No note is required for an unusable LOC back course, or for a LOC lateral coverage restriction with no terminal route through the restricted area.

(a) If the LOC will not provide adequate course guidance in the area between the MM and runway threshold, use: “ CHART PROFILE NOTE : ILS UNUSABLE FROM MM INBOUND .” Where an MM is not installed, flight inspection /validation authority may provide a NM distance from threshold, or altitude, at which the ILS is not usable.

(b) When the GS will not provide satisfactory vertical guidance, restrict its use above or below a specific altitude. Use: “ CHART PROFILE NOTE: GS UNUSABLE BELOW/ABOVE (ALTITUDE). ” (c) When GS indications can be received on a LOC back course approach, use “ CHART PROFILE NOTE: DISREGARD GS INDICATIONS .” (d) When the rate of reversal in the GS exceeds the tolerances of Order 8200.1 establish a restriction for autopilot coupled approach 50 feet above the point (MSL) where the out - of - tolerance condition exists. Use : “ CHART NOTE : AUTOPILOT COUPLED APPROACH NA BELOW ( A LTITUDE SPECIFIED BY FLIGHT INSPECTION /VALIDATION ).” Flight inspection /validation may also determine and request that an autopilot coupled approach not be allowed at all. If that is the case, use: “ CHART NOTE: AUTOPILOT COUPLED APPROACH NA .” (e) When terrain, obstacles, descent gradient, etc., do not allow the use of a LOC procedure associated with the ILS when the GS is not used, place NA in the visibility column for each LOC category affected. If, in such an instance, another procedure must be u sed instead, enter the following in the “Notes” section : “ CHART PLANVIEW NOTE : WHEN GS NOT U SED, USE LOC RWY 26 PROCEDURE .” 8 - 92 Order 8260.19K (f) When informed that a radar altimeter (RA) height is NA for CAT II operations, document “RA NA” for the RA value to be charted [see paragraph 8 - 6 - 12 . m ]. See Order 6750.24 for RVR restrictions.

(8) Simultaneous dependent and independent approach operations. When ATC has determined that certain instrument approach procedures meet the requirements to support either of these operations, the chart must be annotated to indicate that the approach is author ized to be conducted simultaneously with another runway.

(a) When informed by an ATC facility that simultaneous approach operations will be conducted with another runway, the approach chart must be annotated to indicate that simultaneous approach operations are authorized. Enter in the “Notes” section : “ CHART NOTE : SIMULTANEOUS APPROACH AUTHORIZED .” (b) When informed by an ATC facility that simultaneous operations will be conducted using the provisions in Order JO 7110.308, Simultaneous Dependent Approaches to Closely Spaced Parallel Runways , use of vertical guidance is required. In the “Notes” section enter : “ CHART NOTE : SIMULTANEOUS APPROACH AUTHORIZED. SIMULTANEOUS OPERATIONS REQUIRE USE OF VERTICAL GUIDANCE; MAINTAIN LAST ASSIGNED ALTITUDE UNTIL ESTABLISHED ON GLIDESLOPE (FOR RNAV PROCEDURES USE ‘GLIDEPATH’). ” In unique cases where ATC has determined a runway can be used simultaneously with multiple parallel runways, one of which qualifies for Order JO 7110.308 procedures and the other runway(s) qualify for basic simultaneous operations, in the “Notes section enter : “ CHART NOTE : SIMULTANEOUS APPROACH AUTHORIZED WITH RWY (NUMBER). SIMULTANEOUS APPROACH AUTHORIZED WITH ILS RWY (NUMBER) REQUIRES USE OF VERTICAL GUIDANCE; MAINTAIN LAST ASSIGNED ALTITUDE UNTIL ESTABLISHED ON GLIDESLOPE/GLIDEPATH. ” (c) For RNAV (GPS) procedures with LNAV minima published on the same chart with LPV or LNAV/VNAV minima, include the following in the “Notes” section : “ CHART NOTE : LNAV PROCEDURE NA DURING SIMULTANEOUS OPERATIONS .” (d) For GLS and RNAV (GPS) procedures used for simultaneous approach operations, enter the following in the “Notes” section : “ CHART NOTE : USE OF FD OR AP REQUIRED DURING SIMULTANEOUS OPERATIONS .” This chart note may be required on ILS procedures under certain conditions specified in Order 8260.3 and ATO Directives, based on the type of ATC operations being conducted. The ATC facility and/or the applicable OSG will provide this information, when required, to the applicable procedure development specialist.

There is no need to chart this note on an RNAV (RNP) procedure used for simultaneous approach operations, as the “Authorization Required” for all RNAV (RNP) approach procedures identifies that F light Director (FD) or Auto Pilot (AP) is a requirement for the authorization.

Note : Document the applicable chart notes in paragraphs 8 - 6 - 12 . o ( 7)(a) through 8 - 6 - 12 . o ( 7)(c) in the order they appear above to ensure they are placed in that sequence on the chart.

(9) Simultaneous converging approach operations. When ATC has determined that simultaneous converging approach operations will be conducted, a note must be placed on the 8 - 93 Order 8260.19K chart to indicate authorization. In the “Notes” section enter : “ CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED. ” (10) Radio controlled lights. At many locations, lighting aids are radio controlled by the pilot. The standard keying system to activate the lights is described in AC 150/534 0 - 30 and common traffic advisory frequencies (CTAF) to be used at uncontrolled airports including those with part - time towers. Radio control of airport lighting systems from aircraft should be used only at airports where ATC facilities are not in operation. Existi ng systems that use frequencies other than the CTAF may continue to be used.

(11) PCL note charting. Pilot control lighting (PCL) is depicted on Aeronautical Information Services SIAP charts by the use of negative symbology. Aeronautical Information Services obtains information for adding the symbology to SIAPs from the NFDD. Aeronautical Information Services must review each published procedure to ensure that PCL charting is correct.

(12) All Special IAPs at locations that have PCL must have light activation notes documented on Form 8260 - 7A. Use “ CHART NOTE : ACTIVATE MALSR RWY 25, MIRL RWY 7 - 25 (AS APPROPRIATE) - CTAF ” (or designated frequency).

(13) Lights by prior arrangement. When the operation of lights must be arranged for before flight, enter the following in the “Notes” section : “ CHART NOTE : PROCEDURE NA AT NIGHT EXCEPT BY PRIOR ARRANGEMENT FOR RUNWAY LIGHTS. ” (14) Lights on request. When lights are only available by radio contact with an FBO, airport manager, etc. use “ CHART NOTE : REQUEST MIRL RWY 7/22, AND VASI RWY 22 - CTAF ” (or appropriate frequency if other than CTAF).

(15) Night landing minimums must not be authorized unless the requirements of AC 150/5340 - 30 are met. See also paragraphs 8 - 6 - 12 . o ( 1) and 8 - 6 - 12 . o ( 2) . Use : “ CHART NOTE : PROCEDURE NA AT NIGHT. ” 8 - 6 - 13. Changes and Reasons. The purpose of these entries is to keep charting agencies and coordinating offices advised of major procedural changes. The listing of changes must include all revisions (except clerical) and the reasons should contain sufficient details so that the cause for the procedural amendment will be clear to the reviewing offices. Also ensure changes made to the FAS Data Block are specified.

8 - 6 - 14. Coordinated With. In order to avoid conflicts and protect the rights of all airspace users, coordinate all original processing and revisions to public instrument approach and departure procedures with appropriate civil aviation organizations [ e.g., Aircraft Owners and Pilots Association (AOPA) and the National Business Aviation Association (NBAA) ] , affected military and civil ATC facilities, and the airport owner or sponsor .

Note 1 : A ffected military and civil ATC facilities not only include the IFR controlling facility, but also include s those facilities where the instrumen t procedure enters airport traffic areas at airports with a control tower.

8 - 94 Order 8260.19K Note 2 : Th ese paragraph s also appl y to all public departure procedures; see Order 8260.46, Departure Procedure (DP) Program , latest edition.

a. Coordinate with a ppropriate FSDO according to the type of operations conducted at the airport. Coordinate with other interested organizations as necessary. A copy of the graphic sketch required by paragraph 8 - 7 - 1.e must be included in all procedure packages that are submitted for coordination. Coordinate procedures with Airlines for America (A4A) if the airport is served by scheduled air carriers. Coordinate all 14 CFR part 97 SIAPs and all DPs [ see Order 8260.46 ] with the Air Line Pilots Association (ALPA). Coordinate with Allied Pilots Association (APA) for procedures at airports used by American Airlines. Coordinate helicopter procedures with Helicopter Association International (HAI).

b. This coordination action is required to provide advance notice to the user organizations that a change to an instrument approach or departure procedure is being initiated. These instrument procedures will be posted on Aeronautical Information Services web site . Civil aviation organizations that are requested to coordinate on these procedures will receive an e - mail alerting them of the procedure posting. Those receiving this notification then have 20 working days in which to review the procedures and respond to the indicated actions during the period that the procedure is being processed. Any substantive adverse user comments during this period permit sufficient time to amend or withdraw the paperwork prior to publication. Evaluation and disposition of user comme nts are the responsibility of; and all comments must be considered before the procedur e is forwarded for publication.

(1) Enter “X” in the appropriate aviation organization spaces.

(2) Designate additional organizations or offices if additional coordination is to be accomplished .

c. Coordination conflicts that cannot be resolved with the FAA organization responsible for IFP development will be submitted to the IFP Validation Team for resolution prior to submission of the procedure for publication [see also paragraph 4 - 2 - 2 ] . Make every effort to thoroughly evaluate the comments/objections, determine the validity and scope of each issue, and if necessary, determine the appropriate course of action to resolve the conflict.

8 - 6 - 15. Submitted B y. Enter the name, signature, company name, and date authorized by the non - governmental entity that designed the procedure. This block is only found on the FAA Form 8260 - 7A.

8 - 6 - 16. Flight Checked By. Enter the name of the airspace system inspection pilot (ASIP)/ validation pilot who conducted the flight inspection/validation and date flight inspection/ validation completed. The flight inspection/validation procedures control form must be maintained wi th the procedure package. The 8260 - series FAA forms supporting IFPs require the signature of the flight inspection/validation pilot or other authorized Flight Program Operations/ non - FAA service provider designated representative signifyi ng flight inspection/validation completion. If a flight inspection/validation is not required, enter “Flight inspection not required” and the name, title, and signature of the flight Inspection/validation official who makes that determination. Include the date of the most recent flight inspection/validation of the instrument procedure. Us e the word “pending” only if the procedure is submitted prior to flight inspection 8 - 95 Order 8260.19K under Order 8260.26 or if publication is required on a specific charting cycle date. An entry in this block indicates the procedure : a. Was flight inspected /validated in accordance with applicable directives and standards?

b. Is approved for further processing and publication ?

8 - 6 - 17. Developed By. Enter the name, office symbol, and signature of the person responsible for developing the IFP, and the date developed .

8 - 6 - 18. Recommended By. This section only appears on FAA Form 8260 - 7A and must be signed by Aeronautical Information Services/Division Manager or their designated representative. Forward the completed form to the Flight Technologies and Procedures Division for processing . See paragraph 8 - 6 - 20 for procedures developed by non - government sources .

8 - 6 - 19. Approved By.

a. Title 14 CFR p art 97 instrument procedures. Enter the name and signature of the Aeronautical Information Services manager, or their designated representative, and the date signed for instrument procedures developed by the FAA. Non - FAA service providers approved by the FAA have the approval authority for those procedures and must complete this block [see paragraph 8 - 6 - 11.u ] . Signature in this block certifies that the procedure: (1) Was developed in accordance with appropriate policies, directives, standards, and criteria.

(2) Is approved for further processing.

b. Special instrument procedures.

(1) For procedures developed by and quality reviewed by the FAA, the person who developed the procedure signs the original FAA Form 8260 - 7A in the “Developed by” section.

(2) For procedures developed by non - government sources, the person who developed the procedure signs the original FAA Form 8260 - 7A in the “Developed by” section. Additionally, see guidelines established in Order 8260.60.

8 - 6 - 20. FAS Data Block Information. When “ LPV DA ” or “ LP MDA ” is entered in the “Final Type” portion of the Form, or when “GLS” is selected as a procedure type, the “FAS Data Block Information” portion will appear. Guidance on entering the required information into this portion can be found in a ppendix K .

8 - 96

Order 8260.19K Section 8 - 7. Standard Instrument Approach Procedure Data Record, FAA Form 8260 - 9 8 - 7 - 1. Preparation of FAA Form 8260 - 9. The Standard Instrument Approach Procedure Data Record, FAA Form 8260 - 9, must be prepared in accordance with the instructions below for each instrument approach procedure developed by the s ervice p rovider . The form is designed as a supporting document for the approach procedure. It serves as a checklist for the procedure’s specialist, as a technical reference for the flight inspector, and provides a permanent record of data currently available at the time of procedural development. This form supports instrument approach procedures for both fixed - wing aircraft and he licopters. If the form will be used for helicopter procedures, in the upper left corner of the form, select those items that apply to the procedure. The appropriate header information will then automatically appear where applicable .

a. Airport and procedure data. Enter the location identifier (LOCATION ID) . For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for (LOCATION ID). For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identifier (ID) separated by a slash (LOCATION ID/ICAO ID). Enter the procedure name and if the procedure is an original, enter “ORIG” or if an amendment, enter “AMDT” with the applicable number. Enter the associated city name and state name derived from AIRNAV. Use the official two letter state abbreviation, followed by the airport elevation as specified in the Report Format FAA Form 8260 - 3/5/7A. For facility, enter identification and type . For RNAV or FMS procedures, insert RNAV or FMS as applicable.

b. Part A : Obstruction data segments .

(1) Segments. Identify each TAA, feeder, hold - in - lieu of procedure turn, initial, intermediate, and final segment, and stepdown fixes therein. If the segments are associated with an RNP, the RNP values must be included. Example : (RNP 0.15), (RNP 1.00), etc. If the IF is also an initial approach fix, identify the IF with “(IF/IAF)” in the “From” column. For precision approaches which have separate intermediate and final segments for the precision and non - precision approaches, identify all : Intermediate : ILS and Intermediate : LOC; Final : ILS and Final : LOC. Identify the primary missed approach segments (and alternate missed approach segments, when established).

(2) From/To. Enter segment start/end points, including stepdown segments, as listed in the “Terminal Routes” section of Report Format FAA Form 8260 - 3/5/7A. Enter the PT completion distance in the “From” column opposite the intermediate or final segment, as appropriate. Enter RWXXX ( fix name for copter PinS procedures) in the “To” column for the final/stepdown segments. Enter “GP Intcp” (or PFAF name if established) in the “From” column and “RWXXX” in the “To” column for vertically guided procedures (even though the missed approach begins at the DA). Enter the hold - in - li eu - of - PT facility/fix in the “From” column, and the holding template number from the controlling obstacle information of the FAA Form 8260 - 2 for the hold - in - lieu of PT facility/fix in the “To” column. Enter segmented RNP missed approach, when applicable.

(3) Enter the RNP value, when applicable.

8 - 97 Order 8260.19K (4) Distance. Enter the distance as listed in the “Terminal Routes” section of FAA Form 8260 - 3/5/7A.

(5) PAT. Enter holding template number for the hold - in - lieu of PT facility/fix.

(6) MAP/HAT or HAL/HMAS. When the final segment information is provided, entries will include the missed approach point location, height above touchdown, and the starting elevation of the missed approach surface. When a procedure contains multiple lines of min imums, list each final segment independently with the MAP/DA associated with the lowest minimums first. Enter the HAT or HAL followed by the starting elevation of the missed approach surface(s) (HMAS) for each listed MAP and/or DA (for vertically guided pr ocedures, the height of the FAS OCS at the end of Section 1A, except LNAV/VNAV, which is DA minus height loss).

Note : The HMAS value will only appear in the segment entry pertaining to the missed approach.

(7) Obstruction. Select the controlling obstruction as directed by s ection 2 - 11 . Enter controlling obstruction type (tower, trees, terrain, AAO, etc.) and state obstacle number, if available, within each approach segment on one line. Enter segment (except final) highest terrain data on the next line. Number obstruction entries sequen tially as they appear on the form. For obstructions or terrain common to other segments, the number from the “obstruction” column may be entered for each subsequent repetition and the “coordinates” column may be left blank, but remaining column entries. The numbering of obstruction entries is not necessary if maps (including digital overlays) submitted to flight inspection clearly identify the controlling obstacle height, description, and the affected segment.

(8) Coordinates. Enter coordinates in degrees, minutes, and seconds to the hundredth ( e.g., 411532.01N/0943028.09W ) .

(9) Elev. MSL.

(a) Enter the controlling obstacle/terrain MSL elevation.

(b) Enter the highest terrain elevation used for airspace evaluation to the nearest foot, followed in parentheses by that value rounded to the nearest 100 feet ( e.g., 249 (200) ) [ see paragraph 5 - 2 - 4.b ] . Do not assign an accuracy code to terrain used for airspace evaluation.

(10) Horizontal and vertical accuracy adjustments. Enter the appropriate values as derived from t able C - 1 and t able C - 2 , or the digital terrain elevation data (DTED) or digital elevation model (DEM) assigned accuracy ( e.g., 50 20 ) .

(11) Accuracy code (AC). Enter the accuracy code corresponding to the adjustment values derived from t able C - 1 and t able C - 2 , when applicable (i.e., do not document an accuracy code when using DTED or DEM assigned accuracy values).

(12) Enter ROC for each segment. For precision PA and APV approaches where the OCS is clear, enter “ASC” (All Surfaces Clear). Where the DA is based on an OCS penetration, enter the slope penetrated ( e.g., 34:1 ) . For LNAV/VNAV where the DA is based on the FAS level surface, enter the ROC applied .

8 - 98 Order 8260.19K (13) Climb gradient (CG). Enter the CG value, when applicable .

(14) Climb gradient termination altitude (CGTA). Enter the climb gradient termination altitude (raw value) , when applicable.

(15) Adjustments. Do not enter additives required for rounding purposes. State only the reason for and amount of adjustment, rounded to the next higher foot [see paragraphs 2 - 11 - 3.a and 2 - 11 - 3.b ] . The following codes should be used : RA - remote altimeter; AS - airspace; AT - air traffic; AC - accuracy code; CA - cardinal altitude; SI - straight - in minimums; XL - excessive length of final; PR - precipitous terrain; HAA - circling minimum HAA; MA - missed approach; MT – mountainous terrain; PT - procedure turn; DG - descent gradient; GS - glide slope; HT – minimum HAT; MEA - minimum en route IFR altitude; MAH - missed approach hold; SA - secondary area (also X/Y surfaces, transition areas) . Enter the adjustment amount for all codes except SI and HAA. Use XP to refer to the “ Segment Remarks” section for items not covered in this paragraph. For example: AC50, SA - 27, AS1500, etc. If necessary, explain the code used in “ Part C : General Remarks . ” For precision or APV approaches, where obstacles require a glide slope higher than three degrees, enter GS but exclude the amount of adjustment.

Note : When entering an adjustment for Airspace (AS) , use the required airspace adjustment (e.g., 1000 or 1500). Service providers may only use the projected floor of controlled airspace when procedures are submitted concurrent ly with the airspace docket action . Enter docket number in Segment Remarks.

(16) Minimum altitude. The obstruction elevation + ROC + altitude adjustment = minimum altitude (computed); OR high terrain elevation + airspace adjustment = minimum altitude (computed). Enter the appropriately rounded value. Make entries on the obstruction line as well as the airspace evaluation line. When possible, separate sets of segment entries with a blank l ine. The segment minimum altitude to be published must be the higher rounded value, and must match the respective altitudes shown on the corresponding report format FAA Form 8260 - 3/5/7A.

For part - time remote altimeters, make entries in the final/stepdown “Alt. Adj.” and “Min. Alt.” columns on a separate line just below the entries for full - time altimeter. The minimum altitude values for non - precision final/stepdown and circling must be rounded to the next higher 20 - foot increment.

Note : The airspace adjustment above high terrain, noted here, corresponds with the required airspace adjustment (1000/1500) calculated in paragraph 5 - 2 - 4 . The use of a ny adjustment less than required is not permitted , as i mproper airspace calculations will result .

(17) Distance to Vertical Error Budget (DVEB). Enter, when applicable, the distance from the LTP/FTP to the vertical error budget OCS origin.

(18) Vertical Error Budget (VEB) OCS. Enter, when applicable, the slope of the OCS.

(19) RF center or TF fix/distance. Enter, when applicable, the RF center fix name and distance.

(20) TF/RF calculations. The calculation values will be entered on this line for each and the variables used [Where ALT = altitude; DTA = distance to turn anticipation; KIAS = knots 8 - 99 Order 8260.19K indicated airspeed; KTAS = knots true airspeed; HAA = height above airport; VKTW = velocity knots tailwind; TR = turn radius (NM), and BA = bank angle].

Examples: RF Segment: ALT KIAS KTAS HAA VKTW TR BA DTA COURSE DVEB VEB RF CENTER CHANGE OCS FIX/DISTANCE 4000 250 270.21 3985.20 60.00 4.20 19.72 2417.35 20.99:1 (ZEXAX)/6.70NM TF Turn Fix: ALT KIAS KTAS HAA VKTW TR BA DTA COURSE DVEB VEB RF CENTER CHANGE OCS FIX/DISTANCE 4792 230 252.04 3543.20 55.43 4.25 18.00 4597.68 21.78 (21) Segment remarks. The portion can be used to describe such things as speed restrictions, coordinates for RF center points, etc.

(22) Missed approach. The MAP ( or DA for precision/APV approaches ) will be identified in the “FROM” column. Enter the clearance limit in the “To” column. When more than two lines of minimums are present, or when the missed approach consists of more than one segment, then list each segment of the missed approach separatel y. For example, a missed approach in the form of “Climb to 2000, then climbing left turn to 3000 heading 260 and PWA - 216 to JESKE and hold” consists of three segments which include (1) MAP to 200 0 MSL, (2) 2000 MSL to PWA R - 216, and (3) PWA R - 216 to JESKE. Annotate segments common to all lines of minimums only once.

Elaborate in Segment Remarks, if necessary. See paragraph 8 - 7 - 1 . b ( 1) thru 8 - 7 - 1 . b ( 20) for data entry fields.

(a) When there are multiple controlling obstacles in the missed approach segment (e.g., to support a missed approach climb gradient), specify all controlling obstacles by type, coordinates, elevation, and accuracy code. Document the controlling obstacles to include the obstacle requiring the highest climb gradient and the obstacle which controls the climb gradient termination altitude (if different). Document the highest obstacle (and adjustments) used to determine the preliminary missed approach altit ude. For multiple segments, document the highest obstacle/adjustments in the primary area, or highest equivalent obstacle/adjustments in the secondary area, for each segment of the missed approach. Document the highest terrain within the primary area for e ach segment of the missed approach.

(b) E nter “ASC” in the “ROC” column when the 40:1 OCS surface is not penetrated. If it is penetrated and a non - standard climb gradient has been applied, enter “CG” followed by the OCS slope (e.g., “CG/32:1”) in the OCS block . Enter the clearance limit altitude in the “MIN ALT” column. Enter any additional comments in “Segment Remarks,” if necessary.

(23) Circling. Enter the circling data for each category of aircraft authorized by the procedure. Enter controlling obstacle to include obstacle number, coordinates to the hundredth of a second. Document the variable turn radii values used to the nearest 0.01 N M. When establishing the HAA, the straight - in MDA, or the circling ROC may determine the minimum circling altitude.

When the minimum circling altitude has been determined, enter the resulting HAA in the “HAA” block. If two HAAs are available, enter both HA As separated by a “/.” Enter obstacle elevation 8 - 100 Order 8260.19K MSL followed by the horizontal and vertical accuracy then the appropriate accuracy code. Enter ROC to the nearest foot. When HAA controls the circling minimum altitude, enter “HAA” in the “Adjustments” column; when the straight - in MDA controls the circling minimum altitude, enter “SI.” Enter other adjustment codes and amounts as appropriate. Enter only the published minimum altitudes to the next higher 20 - foot increment. If use of a remote altimeter requires a higher minimum circling altitude, enter both va lues separated by a “/” (or only the remote altimeter value, if applicable). Enter circling remarks as needed.

(24) MSA. Identify the runway number (e.g., RW36) for RNAV procedures without a TAA; NAVAID or fix; or ARP used as the minimum sector altitude (MSA) “center” point; define the “sector” boundaries when permitted by criteria. If a “common safe altitude” is establ ished, define only one sector (360 degrees - 360 degrees) and only the one controlling obstacle. Identify obstructions by type (e.g., tower, trees, etc.), geographical coordinates, elevation MSL, their location by reference to bearing (magnetic value to th e nearest whole degree ) and distance (nearest 0.1 NM) from the center point for each sector required obstacle clearance, followed by the horizontal and vertical accuracy then the appropriate accuracy code, and ROC. Enter any adjustment and the resulting MSA in the “MIN ALT” block in hundreds of feet. Leave blank for RNAV procedures incorporating a TAA. Enter MSA remarks as needed.

c. Part B : Supplemental data.

(1) Communications with. Identify the facility or facilities providing approach control and terminal service to the airport. If no full - time or part - time control tower, include the associated FSS. Flight inspection reports are the source for the primary freque ncy bands in which satisfactory communications are provided. For clarity, facility identification should agree with those used in the Chart Supplement .

(2) Weather service/back - up weather service. Enter automatic weather reporting system(s) used to include level for AWOS. Enter the location(s) by airport identifier (LOCATION ID) , for the weather source(s). For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for (LOCATION ID). For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and the n the ICAO identifier (ID) separated by a slash (LOCAT ION ID/ICAO ID). Enter the hours of operation : [ if part time weather service , use numerical hours of operation ( e.g. , 0500 - 1800) ] .

(3) Altimeter source/back - up (B/U) altimeter source. Identify by airport location identifier ( LOCATION ID) the altimeter setting source(s). For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for (LOCATION ID). For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and the n the ICAO identifier (ID) separated by a slash (LOCATION ID/ICAO ID). If an altimeter setting is derived from a remote source, indicate the distance to 0.01 NM. Enter the number of clock hours of the altimeter source/s . Enter “Yes/No” whether the weather source is transmitted to WMSCR. Enter the resulting altitude adjustment (ROC increase) value rounded to the next higher whole foot increment. This value is used in the “Adjustments” column in part A, as appropriate. Enter in “ WX Remarks,” whether pressure patterns are the same, or not, the airport identifiers and field elevations when pressure patterns are the same, or high and 8 - 101 Order 8260.19K low terrain values when pressure patterns are not the same, and the raw remote altimeter adjustment.

Example: RASS pressure patterns the same OMA 984, MLE 1050 RA = 36.3 RASS pressure patterns not the same High Terrain 1634, Low Terrain 323 RA = 210.6 (4) Primary NAVAID/Secondary NAVAID. Identify the primary NAVAID (facility providing final approach guidance) and the location providing CAT 1 monitoring service. Enter the number of hours per day for CAT 1 monitoring service, and CAT 3 monitoring service at p art - time monitoring points. Leave blank for RNAV procedures.

(5) Approach and runway lighting. Identify all runways with the available approach, runway, and VGSI lighting used. Enter VGSI types ( i.e., VASI, PAPI, etc. Enter “(PCL)” when pilot - controlled lights are available ) .

(6) Runway markings. List all runways with serviceable/non - standard runway markings.

Place “BSC,” “PIR” and “NPI” in front on runway markings (e.g., PIR - G, NPI - Faded).

(7) Runway visual range. List each RVR systems.

(8) Glidepath angle/Elevation runway threshold/Threshold crossing height/Centerline elevation abeam glideslope/Distance from runway. Provide GS/GP information as indicated for all precision and APV procedures to the following accuracy: GS/GP angle – nearest .0 1 degree; elevation RWY THLD and abeam GS/GP Ant – nearest 0.1 foot.; TCH – nearest 0.1 foot.; distance THLD to GS/GP Ant – nearest foot; VASI – angle to the nearest .01 degree and TCH to the nearest 0.1 foot. These values must agree with the approved data base.

(9) Final approach course aiming/Threshold displaced. Identify the desired approach course aiming point as determined by the procedure construction. Normally this will be the runway threshold or a point on the runway centerline extended at a specified distance from the threshold.

Check either blocks on any precision or APV approach, or where the FAC is directly aligned to the runway threshold. For distances, from thresholds between 3000 feet and 5200 feet, enter the specific value. For those final approaches th at parallel the runway centerline extended or intersects the centerline more than 5200 feet from the threshold, specify the distance between the FAC and the RCL extended at a point 3000 feet from the LTP measured perpendicular to the RCL. For circling or p oint - in - space alignment, expla in in “Part C : General Remarks” including geographical coordinates.

(10) C ritical temperatures and remarks.

(a) Critical temperatures. For RNAV (GPS and RNP) Baro - VNAV procedures, enter the results of Critical Temperature computations [see paragraph 4 - 6 - 8 ] .

8 - 102 Order 8260.19K (b) Critical temperature remarks: 1. When Average Cold Temperature (ACT) is derived from historical temperature data, use standard entry “Average Cold Temperature based on (# years) – year history [ inclusive years ( e.g., 2004 – 2008 ) or individual years ( e.g., 2004, 2006, 2008). ] ” 2. When ACT is derived from a standard deviation value, use standard entry : “Average Cold Temperature based on standard (geographical deviation value) ISA deviation.” 3. Enter the basis for the CRITICAL LOW (NA Below) temperature (i.e., ACT or effective GPA).

4. Enter the descent rates in feet per minute (FPM) at standard and high temperature.

5. Enter additional remarks as needed.

Example: CRITICAL TEMPERATURES CRITICAL LOW CRITICAL HIGH ACT APT ISA - 17C +54C - 17C +14.13C CRITICAL TEMPERATURE REMARKS AVERAGE COLD TEMPERATURE DERIVED FROM 5 - YEAR HISTORY (2009 - 2013).

CRITICAL LOW TEMPERATURE BASED ON ACT.

DESCENT RATE (FPM): STANDARD TEMP 960 HIGH TEMP 1120.

Example: CRITICAL TEMPERATURES CRITICAL LOW CRITICAL HIGH ACT APT ISA - 25C +46C - 25C +4.04C CRITICAL TEMPERATURE REMARKS AVERAGE COLD TEMPERATURE DERIVED FROM STANDARD - 30C ISA DEVIATION.

CRITICAL LOW TEMPERATURE BASED ON ACT.

DESCENT RATE (FPM): STANDARD TEMP 1032 HIGH TEMP 1205.

Example: CRITICAL TEMPERATURES CRITICAL LOW CRITICAL HIGH ACT APT ISA - 19C +54C - 21C +13.66C CRITICAL TEMPERATURE REMARKS AVERAGE COLD TEMPERATURE DERIVED FROM 3 - YEAR HISTORY (2010, 2012, 2013).

CRITICAL LOW TEMPERATURE BASED ON EFFECTIVE GPA.

DESCENT RATE (FPM): STANDARD TEMP 963 HIGH TEMP 1124.

8 - 103 Order 8260.19K (11) Visual portion of final penetrations. Document Order 8260.3, Chapter 3, “Visual Portion of Final” penetrations. Document 20:1 penetrations first, followed by 34:1 penetrations as applicable. For an obstacle that penetrates the 20:1 surface, do not repeat the documentation process for the 34:1 surface (i.e., 20:1 penetratio ns automatically penetrate the 34:1 surface).

Include the obstacle MSL elevation, obstacle type and ID (if applicable), coordinates, and amount of penetration to the 0.01 of a foot, starti ng with the greatest penetration in descending order. For multiple final segments, if penetrations exist, document each segment ( e.g., LPV, LP, LNAV/VNAV, LNAV, and Circling runway(s) ) , as applicable. Use standard entry: “Visual Portion of Final” penetrations: RNP, LPV, and LNAV/VNAV: 20:1 5345 TREE (KSUN0092) 432931.65N/1141713.21W (43.57) 5342 TREE (KSUNT037) 432930.08N/1141710.91W (30.03) 34:1 5337 TREE (KSUN0081) 432927.26N/1141702.79W (27.89) LNAV: 20:1 5343 TREE (KSUN0091) 432932.65N/1141712.21W (42.57) 5340 TREE (KSUNT039) 432931.08N/1141711.91W (28.03) 34:1 5335 TREE (KSUN0081) 432928.26N/1141703.79W (25.89) CIRCLING RWY XX: 20:1 5345 TREE (KSUN0092) 432931.65N/1141713.21W (43.57) 5342 TREE (KSUNT037) 432930.08N/1141710.91W (30.03) (12) Document helicopter “Visual Portion of Final” or “Proceed VFR” penetrations.

Document “Visual Portion of Final” penetrations and/or “Proceed VFR” obstacle(s) that penetrate the 5280 - foot obstacle assessment area. Include the MSL elevation, nomenclature, obstacle ID (if applicable), coordinates, and amount of penetration to the 0.01 of a foot, starting with the greatest penetration in descending order. See paragraph 2 - 11 - 5.a for additives and exemptions. Use standard entries: Visual Portion of Final Penetrations: 5345 TREES (KSUN0092) 432931.65N/1141713.21W (43.57) 5342 TREE (KSUNT037) 432930.08N/1141710.91W (30.03) and/or 5280 - FOOT “PROCEED VFR” SEGMENT LEVEL SURFACE AREA PENETRATIONS: 5345 TREES (KSUN0092) 432931.65N/1141713.21W (43.57) 5342 TREE (KSUNT037) 432930.08N/1141710.91W (30.03) 5337 TREE (KSUN0081) 432927.26N/1141702.79W (27.89) .

8 - 104 Order 8260.19K d. Part C : General remarks. Use this space to amplify previous entries (state associated part number for reference), or to record essential data not considered elsewhere on the form. Also see paragraphs 8 - 6 - 7.c(1) (c) and 8 - 6 - 11.e . When remarks are segment specific, use segment remarks in lieu of general remarks unless procedurally applicable. Waivers will be a General R emark but may also be segment specific remark and both documented.

(1) List approved waivers and provide a brief description of each; preface with “Waiver . ” Also list any approvals by Flight Standards and provide a brief description of each; preface with “Approval Letter:” (2) Enter the amount of threshold displacement, if any.

(3) When flight inspection establishes a final FAC other than the plotted magnetic course, enter: (4) “Plotted FAC is 087.43 M.” (5) “Electronic flight inspected FAC is 089 M.” (6) Enter a reason when a VDP has not been established: ( e.g., “VDP NOT ESTABLISHED – Obstacles penetrate 20:1 surface ). ” Additionally, d ocument the data on which the procedure was built ( i.e. , “Flight inspection results do not warrant a VDA. Computed procedure VDA/TCH: 3.00/55.00, removed per flight inspection” ) .

(7) Enter a statement indicating the precipitous terrain evaluation has been completed : “PRECIPITOUS TERRAIN EVALUATION COMPLETED.” This will be done even if adjustments are required and entered in part A. Additionally, when the precipitous terrain is identified in a Feeder Segment located in designated mountainous terrain areas, ROC reductio ns [see Order 8260.3] are not authorized. Document as follows: (8) “ Feeder Segment (Fix Name) to (Fix Name) terrain identified as precipitous; ROC reductions not authorized/2000 - foot ROC r equired.” (9) Enter indicated airspeed(s) (IAS) used to calculate RF turn radius for RNP procedures if other than standard ( e.g., Max speed FONVI to JUBOL – 140 KIAS ) .

Note : When this speed is less than the maximum allowed by criteria, a note must be placed on the chart to inform the pilot. See paragraph 4 - 6 - 10.g for charting instructions .

(10) Document nonstandard tailwind component used in helicopter missed approach and departure calculations ( e.g., NONSTANDARD TAILWIND COMPONENT USED – 40 KNOTS ) .

(11) Document nonstandard bank angle used in helicopter calculations ( e.g., NONSTANDARD BANK ANGLE USED – 18 DEGREES ) .

8 - 105 Order 8260.19K (12) Document route width reductions used in helicopter GPS or WAAS procedures ( e.g., ROUTE WIDTH REDUCTION KLING TO GENNE – 1.5 NM PRIMARY; 0.5 NM SECONDARY ).

(13) Document the height above the heliport/airport or height above surface when a turn at an altitude for the missed approach is less than 400 feet. AGL ( e.g., MA TURN BEGINS 250 FT ABOVE HELIPORT (or SURFACE, or AIRPORT) ) .

(14) Document that Order 8260.3, c hapter 2, new circling criteria has been applied as follows : “Order 8260.3, Chapter 2, New Circling Criteria Applied.” (15) When Simultaneous Close Parallel (SCP) approaches have been authorized to conduct unique operations specified in a safety study, document a reference to the applicable report [ see Order 8260.3, s ection 16 - 2 ] .

(16) Heliport Evaluation details/results may be documented. For example, evaluation was conducted by an authorized PEP, reference to electronic Landing Area (eLAP) submission/NRA case number, revised heliport data, etc. Examples note entries : (a) Heliport Evaluation Conducted by Authorized PEP.

(b) Procedure - specific Heliport Evaluation Conducted by Authorized PEP.

(c) New Heliport Locations eLAP submitted : 2020 - ASO - 1234 - NRA.

(d) For existing locations : 412256.79N - 0894746.87W, 1421 MSL, Location verified/change submitted.

e. Part D : Airspace. Enter airspace data required by paragraph 5 - 2 - 4.k . Carry this information forward until amended. Alternatively, this information may be entered on any acceptable format for provision of airspace data to ATC. This form must document all the data requirements of paragraph 5 - 2 - 4.k .

f. Part E : Prepared by. Enter the name and title of the developer responsible for preparing the data record; the date prepared; and the originating office.

g. Instrument approach procedure graphic. A graphic sketch of the plan and profile views of the approach procedure and the operational minimums as envisioned by the procedures specialist must be depicted on a separate 8 ½” x 11” sheet. This graphic presentati on becomes part of Aeronautical Information Services file. It assists the cartographer and other evaluators in visualizing the desired IAP layout; and is required to test the validity of the narrative procedure and to uncover any potential charting problem s prior to formal publication.

h. Distribution . Retain completed copies of the FAA Form 8260 - 9 with the associated SIAP and distribute as defined in table 8 - 3 - 2 .

8 - 106

Order 8260.19K Section 8 - 8. Transmittal of Airways/Route Data Record, FAA Form 8260 - 16 8 - 8 - 1. P reparation of FAA Form 8260 - 16. This form serves as a transmittal sheet of en route procedural data for Air Traffic Service (ATS) routes, both non - regulated and those published under 14 CFR part 71 and Minimum IFR Altitudes published under 14 CFR part 95 . Part 71 ATS routes include Victor Airways, Jet Routes, RNAV “Q” (for FL 180 up to FL 450), “T” and “TK” Routes (below FL 180). The form documents current en route information. All airway/route changes/cancellations must be documented on FAA Form 8260 - 16 to ensure publication.

Document only one airway or route per FAA Form 8260 - 16. If airways overlap, document each on a separate form .

a. Airway No. or Route . Enter the airway number, “part 95 Direct,” or “Off - Airway Non - 95” as appropriate [ see also Order 8260.3 for designations ] . Use a separate form for each type of designated route.

Examples : For RNAV high altitude routes, Flight level (FL) 180 through FL450 – Q 502 For RNAV low altitude routes below FL180 – T204 For RNAV l ow altitude helicopter routes below FL180 – TK 503 For Jet routes FL180 through FL450 – J345 For Victor Airways – V123 L/MF (colored airways) oriented mainly east and west - Green “G” or Red “R” (even numbered) G122, R514 L/MF (colored airways) oriented mainly north and south - Amber “A” or Blue “B” (odd numbered) – A133, B411 b. Routine or Docket No. Enter the docket number when the request is associated with an airspace action. If processing is to be routine, leave blank.

c. From/Fly - By/Fly - Over/To/RNP/Leg Type. Each segment (fix to fix) must be listed, unless succeeding segments have been amended. Segments must be separated at facilities, changes of MEA, MOCA, MAA, all MCA flagged fixes, and MRA flagged fixes where the MRA is higher than the MEA for route of flight. All airways and routes terminate at the U.S.

control area boundary (route alignment may be explained in “Segment Remarks”).

(1) Route segments must be listed from West to East for even numbered ATS routes or South to North for odd numbered routes. When amending published routes, follow the order of listing in the annual consolidation of 14 CFR part 95 IFR altitudes.

(2) Facilities are identified by name, by the three letter ICAO identifier in parentheses, the facility type, and the two - letter state abbreviation and if a waypoint (include type for RNAV routes).

Examples: Airway/Jet Route: Charlotte (CLT), VOR/DME, NC RNAV Route: Charlotte (CLT), VOR/DME, NC (FB) 8 - 107 Order 8260.19K (3) Fixes are identified by name, the two - letter state abbreviation and if a waypoint (include type for RNAV routes).

Examples: Airway/Jet Route: JOTTA, NC RNAV Route: JOTTA, NC (FB) (4) In the “TO” block, document the leg type (path terminator) used for each segment of RNAV routes. Only track - to - fix (TF) leg types are used in RNAV routes.

Examples: Charlotte, (CLT), NC, VOR/DME, (FB) (TF) JOTTA, NC (FB) (TF) (5) RNAV “Q” routes can be flown using GNSS or DME/DME/IRU. In some cases, sufficient ground - based navigation sources are inadequate/unavailable to support DME/DME/IRU operations. All RNAV “Q” routes will be assessed using a DME/DME coverage prediction tool .

This screening will determine if DME/DME/IRU navigation is supported . However, the route may have passed the prediction tool’s screening, but f light i nspection may have determined that DME/DME/IRU navigation is not supported and not permitted .

(6) RNAV helicopter routes use RNAV 2 criteria as standard. RNAV helicopter routes may be developed using RNP 0.3 criteria from Order 8260.58. Annotate RNP 0.30 or RNP 2.0 0 in the RNP field of FAA Form 8260 - 16. All segments of a single route must be the same RNP value.

d. Controlling terrain/obstruction and coordinates. Document the highest terrain and the highest tree or man - made obstacle with the obstacle ID number , if the man - made obstacle is an AAO, the obstacle ID number does not apply . Enter coordinates in degrees, minutes, and seconds to the hundredth. Identify which obstacle controls the MEA, even though MRA may require a higher altitude by annotating under the “CONT OBST” block with a “Y” (YES) in either the obstacle or terrain line. Next enter the obstacle height, follow ed by the “AC” (accuracy code), then enter the requ ired obstacle clearance “ROC” for each segment. If the controlling obstacle is located in the secondary area, state only the reason for and amount of adjustment in the “Adjustments” block. No entry is required for high altitude (J or Q ) routes if terrain is not a factor. Enter reduction of mountainous obstacle clearance in the “Adjustments” block. Document the airspace floor and buffer used to evaluate the segment airspace requirements in the Segment Remarks portion.

e. MRA/MOCA. Enter both figures. To reduce chart clutter, MOCAs less than 500 feet below MEAs should not be published unless they allow use of a cardinal altitude within 25 NM of a facility. If a MOCA is not to be published, enter a “Y” or “N” in the “PUB” bl ock.

(1) Low altitude RNAV routes assume GPS/GNSS signal coverage MRA is adequate at the MOCA; therefore, enter the MOCA value in the MRA block. Increase the MRA value if required by flight inspection.

(2) For low altitude RNAV routes do not publish a MOCA that is less than 500 feet below the MEA unless the resulting MOCA will provide a cardinal altitude.

8 - 108 Order 8260.19K f. MAA/MEA. Enter both figures. When dual MEAs are used, indicate the altitudes in MEA (1) and MEA (2) then indicate the direction of flight in the “Direction” block for each MEA. When an MEA change occurs at a DME - only fix, dual MEAs are required since non - D ME aircraft cannot receive the fix. When minor MEA differences exist in adjacent segments, coordinate with ATC to establish a common altitude.

(1) For Low altitude RNAV “T” and “TK” routes enter the MRA value or minimum altitude based on airspace evaluation, whichever is higher. Increase the MRA value if required by flight inspection. The MEA block will be left blank.

(2) For high altitude RNAV “Q” routes : (a) When DME/DME/IRU navigation is permitted, document the D ME/DME/IRU MEA in the D/D/I block and in segment remarks list the required DME facility IDs used to support D/D/I navigation ( i.e., REQUIRED DME FACILITIES: <list facility ID s>. The MEA (1) block will be left blank ) .

Examples: D/D/I: 18000 Segment Remarks: REQUIRED DME FACILITES: EMI, HUO, RBV D/D/I: 24000 Segment Remarks: REQUIR ED DME FACILITES: E PH , CVV , HQM (b) When DME/DME/ IRU navigation is not permitted, leave the D/D/I block blank and in segment remarks document : “ CHART: GNSS REQUIRED . ” Examples : D/D/I : <blank> Segment Remarks: “CHART: GNSS REQUIRED” g. GNSS MEA. A GNSS MEA is required on all RNAV routes and may be established (when required) for low altitude Victor or colored airways. Do not establish a GNSS MEA on a Victor or colored airway unless it is at least 500 feet lower than the conventional MEA or achieve s a cardinal altitude. The GNSS MEA must be an altitude at or above the MOCA and provide communication capability as required in TERPS .

Note : These MEAs will be depicted on en route charts with a “G” suffix.

Example : 3500G h. Changeover point (not applicable for RNAV routes). Enter the changeover point in the segment where it lies. If midpoint, leave blank. If not midpoint, enter the mileage from and the identifier of the nearest facility. If a gap exists, the changeover point may be at the middle of the gap; however, leave blank. If a dogleg course change has been established, enter “DL.” When the dogleg point mee ts en route VHF intersection and/or DME fix criteria, establish a pronounceable named fix. When this is not possible , establish a CNF to identify the dogleg point.

i. MRA/MCA/MTA. Entries will be made in each associated block “FIX MRA” and “FIX MCA” with fix name and altitude. MCAs will include the direction of flight. The same information is required on FAA Form 8260 - 2 for the fix. When an MTA is applicable for the route outbound from the fix/facility , enter a “Y” in the MTA block, otherwise, leave the MTA 8 - 109 Order 8260.19K block blank . Document MTA information to be charted on FAA Form 8260 - 16 associated with the route inbound from the fix/facility. See examples below.

j. Segment remarks .

(1) Use this section for all pertinent supporting data. Typical entries include: Airspace floor Terrain clearance applied Dogleg radials for part 95 Direct and Off - Airway Non - 95 Routes Reason for MEA adjustment Reason for MAA reduction MEA gap Cancel segment (reason) DME facilities required for RNAV routes Airway restrictions Minimum Turning Altitude MCA = Flight Inspection MRA (2) When airway restrictions need to be identified on the chart, prior to the restriction indicate “chart.” Example: “Chart : ALB R - 067 UNUSABLE, USE CAM R - 248.” “CHART: GNSS REQUIRED.” “Chart: MTA V330 E TO V520 W 16000” (Document MTA on V330 FAA Form 8260 - 16) “Chart: MTA V465 NE TO V330 W OR V520 W 16000” (Document MTA on V465 FAA Form 8260 - 16) k. Changes - Reason. To assist charting agencies, when segments are amended or canceled, describe the changes in the “Changes - Reason” section.

Example: RAISED MEA TO MATCH OVERLYING V188 MEA.

DELETED DIRECTIONAL MEA l. Flight Inspection /Validation dates . Enter the date of the original flight inspection /validation , if available, or indicate “On File.” Use “Pending” for new/relocated facility dockets. If flight inspection /validation records are not available, leave blank. Use additional lines to log subsequent flight inspections /validations , periodic reviews, and amendments. When the form’s available spaces are filled, white - out the entries on manually completed forms, and start over. Regenerate electronic forms as necessary when available spaces are filled, deleting previously entered dates. Carry forward any manually entered dates.

m. Distribution. The approved FAA Form 8260 - 16 must be prepared and coordinated by the s ervice p rovider through Aeronautical Information Services and distributed as defined in table 8 - 3 - 2 .

8 - 110 Order 8260.19K n. Examples. Figure 8 - 8 - 1 through figure 8 - 8 - 6 contains a consolidated group of examples that can be used when completing FAA Form 8260 - 16.

o. Cancellation. Airways cancellation is accomplished through the rulemaking process.

Regions publish a NPRM , and upon publication of the final rule, Aeronautical Information Services removes the affected airways from 14 CFR part 95 . When cancelling a route segment place “Segment canceled” in the “SEGMENT REMARKS” section of FAA Form 8260 - 16 for each segment being canceled.

8 - 111 Order 8260.19K Image 8 - 8 - 1 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record 8 - 112 Order 8260.19K Figure 8 - 8 - 1 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 113 Order 8260.19K 8 - 114 Order 8260.19K 8 - 115 Order 8260.19K Figure 8 - 8 - 2 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 116 Order 8260.19K 8 - 117 Order 8260.19K Figure 8 - 8 - 3 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 118 Order 8260.19K Figure 8 - 8 - 4 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 119 Order 8260.19K Figure 8 - 8 - 5 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 120 Order 8260.19K 8 - 121 Order 8260.19K 8 - 122 Order 8260.19K 8 - 123 Order 8260.19K Figure 8 - 8 - 6 . FAA Form 8260 - 16, Transmittal of Airways/Route Data Record , Example 8 - 124 Order 8260.19K 8 - 125 Order 8260.19K 8 - 126 Order 8260.19K 8 - 127 Order 8260.19K 8 - 128 Order 8260.19K 8 - 129 Order 8260.19K 8 - 130 Order 8260.19K 8 - 131

Order 8260.19K Section 8 - 9. Simultaneous Close Parallel (SCP) and Simultaneous Offset Instrument Approach (SOIA) Procedure Attention All Users Page (AAUP) 8 - 9 - 1. At tention All Users Page. For SCP approach procedures (runways separated by less than 4300 feet), including SOIA, and for simultaneous RNAV departures, an AAUP must be published. The AAUP provides the flight crew with procedures that must be used when conducting these operations, in a form that may be reviewed prior to conducting the procedure.

Note : The flight crew will be notified when an AAUP is published via the following note, “See additional requirements on AAUP.” For an SCP approach, the note will appear in the associated IAP briefing strip. For an RNAV SID, the note will appear on the narrative page immediately beneath the Departure Route Description title.

8 - 9 - 2. Site Implementation Team (SIT). A SIT is normally established to address issues related to establishing the procedures. If no team is established , the FAA facility that provides ATC services for the airport at which the operations are to be conducted is responsible for the AAUP. The SIT is: a. Comprised of FAA and industry members with the team leadership designated by ATO.

b. Responsible for the development, among other things, of an AAUP.

8 - 9 - 3. AAUP P reparation. The AAUP must present the step - by - step procedures used to conduct the procedure. Develop the AAUP using the appropriate FAA Form 8260 - 18 and guidance provided in this section. See Order 8260.46 for Simultaneous RNAV Departure Operations.

Note : The A AUP example found in this section may not be the most current or not necessarily applicable to other locations. The example should be used as a developmental guideline. AAUPs must reflect the requirements of the specific procedure and airport for which the y are developed.

8 - 9 - 4. AAUP P rocessing. The SIT (or applicable ATC facility) must submit the draft AAUP to 9 - AWA - AFS400 - COORD@faa.gov . For AAUPs, include documentation of coordination with Air Traffic Mission Support Services, Mission Support Policy Directorate. Use the subject line “Approval Request : AAUP Simultaneous Arrival , ” as appropriate. Flight Operations Group will submit the approved AAUP and requested effective date to Aeronautical Information Services .

EXCEPTION : In the case of a Special Procedure requiring an AAUP, Flight Procedures and Airspace Group will coordinate the effective date with the appropriate parties.

8 - 9 - 5. AAUP P ublication. The originating organization will determine the required publication date, coordinate with Aeronautical Information Services as necessary. After receiving the AAUP from the Flight Technologies and Procedures Division , Aeronautical Information Services will: a. Verify the applicability of the publication date and assign that date for publication.

8 - 132 Order 8260.19K b. Coordinate with the Flight Technologies and Procedures Division, who will, in turn, contact the originating organization and Aeronautical Information Services should a change in the previously agreed upon date be required.

Note : When publishing a new AAUP in conjunction with a new or revised procedure, it is important that the AAUP be coordinated jointly between the originating organization, Aeronautical Information Services , and the Flight Technologies and Procedures Division to ensure its publication is concurrent with the procedure(s) for which the AAUP was developed.

c. Publish the AAUP for new, amended and canceled in the NFDD.

Note : The NFDD is the source for AAUP information for publication by all chart producers.

8 - 9 - 6. Forms P rocessing. This section provides procedural guidance for developing AAUPs utilized when independently conducting simultaneous close parallel approach operations to two or more runways. Use FAA Form 8260 - 18, Approach Procedure Attention All Users Page, to document an Approach Procedure AAUP. Instructions and samples for FAA Form 8260 - 18 are in this section. Use this form for AAUPs describing ILS PRM, LDA PRM, RNAV (GPS) PRM, or GLS PRM approaches.

Note : PRM is published as part of the IAP approach title along with the words “Close Parallel” to identify IAPs used to conduct SCP approaches, including SOIA. PRM typically identifies independent operations to runways or approach courses spaced less than 4300 f eet apart.

8 - 9 - 7. Title L ine. The title line consists of the following four elements and will be filled in as noted: a. City, State. Enter name of city and state abbreviation. For example : San Francisco, CA.

b. Airport I dentifier (I D ) . Enter A irport ID (LOCATION ID) as it is, or will be, published on the instrument approach procedure All capital letter), ( e.g., SFO or ANC/PANC ) . For locations inside the contiguous U.S., use only the official FAA location identifier (ID) as derived from NASR for ( LOCATION ID ) . For locations outside the contiguous U.S., use both the official FAA location identifier (ID) as derived from NASR and then the ICAO identi fier (ID) separated by a slash ( LOCATION ID/ICAO ID ).

Note : Aeronautical Information Services , as the official source of airport location IDs, will verify that the Location ID is correct.

c. Effective date. The effective date for original and amended AAUPs is normally concurrent with the 56 - day charting cycle and the date must be coordinated [see paragraphs 8 - 9 - 4 and 8 - 9 - 5 ] . If the AAUP publication date is associated with the publication date of an original procedure or a procedure amendment or cancelation , enter that procedure name.

Note : AAUPs must be canceled/amended on FAA Form 8260 - 18 and accompany the associated procedure forms so it can be published in the NFDD with the associated procedure(s) being processed .

8 - 133 Order 8260.19K Example: “Concurrent with ILS PRM RWY 1R (Orig).” or “Concurrent with RNAV (GPS) RWY 28L (Amdt 3)” or “Concurrent with Cancellation of ILS PRM RWY 2R (Amdt 5) . ” 8 - 9 - 8. Text. AAUPs must reflect the requirements of the specific procedure and airport for which they are developed. The AAUP first describes the pilot actions in the even the flight is unable to conduct a PRM approach. Next, the approved IAPs for conducting PRM approaches is provided. The remainder of the AAUP is divided into two sections, General and Runway Specific. To the greatest extent possible, the AAUP General Section comments should not be change d , in order to maintain commonality throughout the NAS. The re are no restrictions when developing the Runway Specific section, if needed. This section provides information under a separate title for each runway that is unique to that runway. Developers should make these comments as brief as possible. The two examp le AAUPs are an excellent beginning point for the development of a PRM AAUP.

Note 1 : Refer to the FAA’s PRM pilot training presentation for more detailed operational information.

Note 2 : The AAUP does not have to list the participation requirements because the AAUP is designed to remind the qualified pilot as to the procedures to be used when conducting the approach. Examples of reasons that pilots may not be able to participate include on - board equipment failure (no glideslope or no second communications receiver) or because they do not have the required training. Pilots determine whether they are qualified to conduct the approach through their OpSpecs for commercial operators o r through the AIM for general aviation (GA) pilots.

Note 3 : The monitor controller override of the final radar controller frequency (one for each runway) instead of the local control frequency is unique at SFO for SOIA. This procedure was implemented because SFO utilizes a single local control frequency. A SOIA implemented at an airport where there are different local control frequencies for each runway likely would utilize the customary communications of the monitor controllers overriding their runway local control frequ encies.

8 - 9 - 9. Administrative I nformation. Items below are for informational and administrative purposes only. These items are to be completed on the forms and not to be published on the AAUP. A blank FAA Form 8260 - 18 is available on the FAA website .

a. Developed by. Enter the name of the person responsible for producing the AAUP. This individual must sign in the “developed by” space, and enter the date signed. Enter the office or function of the person responsible, such as ATL TRACON or ATL SIT.

b. Approved by. Specify the office/organization that approved the AAUP.

c. Coordinated with. Specify the offices/organizations with which to coordinate the AAUP.

Always include the IFP Validation Team and the Flight Technologies and Procedures Division .

8 - 134 Order 8260.19K d. Changes (for revised AAUPs) /Reasons (for initial or revised and canceled AAUPs) . List changes and reasons relating to AAUP entries.

Image 8 - 9 - 1 . FAA Form 8260 - 18, Attention All Users Page (AAUP) 8 - 135 Order 8260.19K The following example assists in developing the proposed approach AAUP forms for coordination and publication.

Figure 8 - 9 - 1 . FAA Form 8260 - 18 , Attention All Users Page (AAUP), Example 8 - 136 Order 8260.19K 8 - 137

Order 8260.19K Appendix A. Administrative Information 1. Distribution. This order is distributed electronically only.

2. Terms and a cronyms. See Order 8260.3 for definitions. For the purpose of this order, flight procedures are identified as the functions for predetermining safe and practical methods of navigating aircraft that prescribe intended flight tracks, operational altitudes, and arrival/ departure minimums. Flight procedures are subdivided into six general categories as follows : departure procedure, en route, instrument approach, missed approach, holding, and fix descriptions. The following words have the meaning shown: a. May . A ction is permissible.

b. Must . A ction is mandatory.

c. Service p roviders. Any organization, company, or person who develops and/or maintains i nstrument f light p rocedures.

d. Should . A ction is desirable.

e. Will . I ndicated a presumption that action is to be taken.

3. Acronyms and a bbreviations. Users of this order can refer to t able A - 1 for an alphabetical listing of frequently used acronyms and abbreviations : A - 1 Order 8260.19K Table A - 1 . Acronyms and Abbreviations AAO Adverse assumption obstacle CCW counterclockwise AAUP Attention All Users Page CF course - to - fix AC Advisory Circular CFR Code of Federal Regulations ADF Automatic direction find ing CG climb gradient ADP Automatic data processing CGTA climb gradient termination altitude AFSS Automated Flight Service Station CIP capital investment plan AGL above ground level CL course line AIM Aeronautical Information Manual CMO Certificate Management Office AIP Airport Improvement Program CNF computer navigation fix ALS Approach light system CONUS continental United States AOA airborne obstacle assessment COP changeover point AOP NAS Operations Program CRC cyclic redundancy check AP Autopilot CRM collision risk model APO Aviation policy and plans CW clockwise APV approach with vertical guidance CY calendar year AR Authorization Required DA decision altitude ARA airborne radar approach DEM digital elevation model ARC Airport Reference Code DER departure end of runway ARDH achieved reference datum height DF direct - to - fix ARP airport reference point DG descent gradient ARSR air route surveillance radar DH decision height ARTCC Air Route Traffic Control Center DMA designated mountainous area ARTS Automated Radar Terminal System DME distance measuring equipment ASAT Airspace Simulation Analysis T ool DOC Department of Commerce ASIP Airspace System Inspection Pilot DoD Department of Defense ASOS Automated Surface Observing System D D OF Daily Digital Obstacle File ASR airport surveillance radar DOT Department of Transportation ATC Air Traffic Control DP departure procedure ATD along track distance DR dead reckoning ATIS Automatic Terminal Information DRP departure reference point Service DTED digital terrain elevation data ATNS Air Traffic Noise Screening Model dTPP digital Terminal Procedure Publication ATO Air Traffic Organization EAS En Route Automation System ATRK along - track ELSO e quivalent l ateral s pacing o perations ATS Air Traffic Service EOVM emergency obstruction video map AWOS Automated Weather Observing ESA emergency safe altitude System ESV expanded service volume BaroVNAV Barometric vertical navigation FAA Federal Aviation Administration BC back course FAC final approach course CA course - to - altitude FAF final approach fix CAT category FAP final approach point A - 2 Order 8260.19K FAS final approach segment HUD heads - up display FATO final approach takeoff area HUR high update radar FB fly - by IAC Interagency Air Committee FCC Federal Communications Commission IAF initial approach fix FD Flight Director IAP instrument approach procedure FDC Flight Data Center IAPA Instrument Approach Procedure Automation FI/P Flight Information/Permanent IFP instrument flight procedures FI/T Flight Information/Temporary IFPV instrument flight procedure validation FL flight level IC intermediate course FMA final monitor ai d ICAO International Civil Aviation FMC flight management computer Organization FMO Frequency Management Office IF intermediate fix FMS Flight Management System IFP instrument flight proce dure FNS Federal NOTAM System IFR instrument flight rules FO fly - over ILS Instrument Landing System FPAP flight path alignment point IM inner marker FPCP flight path control point INT intersection FPT Flight Procedures Team IPDS Instrument Procedure Development FSDO Flight Standards District Office System FSS Flight Service Station IRU inertial reference unit FTIP foreign terminal instrument procedure ISA International Standard Atmosphere FTP fictitious threshold point KIAS knots indicated airspeed FV Flight Validation KTAS knots true airspeed FY fiscal year LDA localizer type directional aid GA general aviation LF low frequency GBAS Ground Based Augmentation System LNAV lateral navigation GCA ground controlled approach LOA letter of authorization GLS GBAS Landing System LOB line of business GNSS Global Navigation Satellite System LOC localizer GP glidepath LOM locator outer marker GPA glidepath angle LP localizer performance (without vertical GPI ground point of intercept guidance) GPS Global Positioning System LPV localizer performance with vertical guidance GOA ground obstacle assessment LTP landing threshold point GS glide slope MAA maximum authorized altitude HAA height above airport MAH missed approach hold HAE height above ellipsoid MALS M edium intensity approach lighting HAL height above landing area elevation system HAS height above surface MALSF medium intensity approach lighting HAT height above touchdown system with sequenced flashing HCH Heliport Crossing Height MALSR medium intensity approach lighting HF high frequency system with runway alignment indicator lights HMAS height of missed approach surface A - 3 Order 8260.19K MAP missed approach point NOTAM Notices to Air Missions MCA minimum crossing altitude NPRM Notice of Proposed Rulemaking MDA minimum descent altitude OAS Obstacle Authoritative Source MEA minimum en route IFR altitude OC obstruction chart MHA minimum holding altitude OCA obstacle clearance altitude MIA minimum IFR altitude OCS obstacle clearance surface M SL mean sea level ODP obstacle departure procedure MM middle marker OE obstacle evaluation MOA memorandum of agreement OFA obstacle free area MOA military operations area OIS obstacle identification surface MOC minimum obstacle clearance OM outer marker MOCA minimum obstruction clearance OpSpecs operation specifications altitude OSV operational service volume MRA minimum reception altitude PA precision approach MSA minimum safe/sector altitude PAOA Parallel Approach Obstruction MSL mean sea level Assessment MT mountainous terrain PAPI precision approach path indicator MTA minimum turning altitude PAR precision approach radar MV magnetic variation PBN Performance Based Navigation MVA minimum vectoring altitude PCG positive course guidance MVAC minimum vectoring altitude chart PCL pilot controlled lighting NA not authorized PEP procedure evaluation pilot N/A not applicable PFAF precise final approach fix NAD North American Datum PinS point in space NAET National Aircraft Evaluation Team PO proponent NAS National Airspace System POC point of contact NASR National Airspace System Resources POI principal operations inspector NAVAID navigational aid PRB Procedures Review Board NAVD North American Vertical Datum PRM precision runway monitor NCP NAS Change Proposal PT procedure turn NDB non - directional radio beacon PTS procedure tracking system NES NOTAM entry system RA radio altimeter NFD National Flight Database RAIL runway alignment indicator light NFDD National Flight Data Digest RAPCON radar approach control NGA National Geospatial - Intelligence RASS remote altimeter setting source Agency RCL runway centerline NGDC National Geophysical Data Center RDOS runway departure obstacle screening NGS National Geodetic Survey RDP radar data processing NM nautical mile REIL runway end identifier lights NOAA National Oceanic & RF radius - to - fix Atmospheric Administration RFO responsible Federal official NoPT No procedure turn RNAV area navigation NOS National Ocean Service RNP required navigation performance A - 4 Order 8260.19K ROC required obstacle clearance USAASDE U.S. Army Aeronautical Services Detachment – Europe RSI remote status indicator USAF U.S. Air Force RVR runway visual range USCG U.S. Coast Guard RWY runway USN U.S. Navy SCP simultaneous close parallel USNOF U.S. NOTAM Office SIAP standard instrument approach procedure VA heading - to - an - altitude leg SID standard instrument departure VASI visual approach slope indicator SM statute mile VCA visual climb area SMGCS Surface Movement Ground Control VDA vertical descent angle System VDP visual descent point SMS Safety Management System VFR visual flight rules SOIA Simultaneous Offset Instrument VGSI visual glide slope indicator Approach VHF very high frequency SOP standard operating procedures VI vector - to - intercept leg SRM safety risk management VLF very low frequency SRTM shuttle radar terrain model VM vector - to - a - manual termination SSALR short simplified approach lighting VMC visual meteorological conditions system with runway alignment VNAV vertical navigation indicator lights VOR very high frequency omni - directional SSV standard service volume range STAR standard terminal arrival VORTAC VOR collocated with tactical air SUA special use airspace navigation TAA terminal arrival area VPA vertical path angle TACAN tactical air navigational aid VSDA visual segment descent angle TARGETS Terminal Area Route Generation, WAAS Wide Area Augmentation System Evaluation and Traffic Simulation WP waypoint software tool XTRK crosstrack TCAS Traffic Alert and Collision Avoidance System TCH threshold crossing height TDP touchdown point TDZ touchdown zone TDZE touchdown zone elevation TERPS terminal instrument procedures TF track - to - fix THR threshold TPP terminal procedure publication TRACON terminal radar approach control facility TSO technical standard order UHF ultra - high frequency USA U.S. Army USAASA U.S. Army Aeronautical Services Agency A - 5 Order 8260.19K 4. Forms. The following forms are provided in electronic form online for use in the development and maintenance of flight procedures.

Table A - 2 . Forms FAA Form Title Number 8260 - 1 Flight Procedure Standards Waiver 8260 - 2 Radio Fix and Holding Data Record 8260 - 3 ILS - Standard Instrument Approach Procedure 8260 - 4 Radar Standard Instrument Approach Procedure 8260 - 5 Standard Instrument Approach Procedure 8260 - 7A Special Instrument Approach Procedure 8260 - 7B Special Procedure Authorization 8260 - 9 Standard Instrument Approach Procedure Data Record 8260 - 15A Takeoff Minimums and Textual Departure Procedure (DP) 8260 - 15B Graphic Departure Procedure (DP) 8260 - 15C Departure (Data Record) 8260 - 15D Diverse Vector Area (DVA) 8260 - 15E RNAV Departure Procedure Attention All Users Page (AAUP) 8260 - 16 Transmittal of Airways/Route Data Record 8260 - 17.1 Standard Terminal Arrival (STAR) 8260 - 17.2 STAR (Data Record) 8260 - 18 Simultaneous Close Parallel (PRM) Attention All Users Page (AAUP) 8260 - 19 Area Navigation (RNAV) Visual Flight Procedure (RVFP) 8260 - 30.1 Simulator Evaluation Checklist 8260 - 30.2 Obstacle Assessment Checklist 8260 - 30.3 Flight Validation Checklist 8260 - 30.4 IFPV Evaluator Check Record 8260 - 40 Charted Visu al Flight Procedure (CVFP) 5. Suggestions for Improvements. Please forward all comments on deficiencies, clarifications, or improvements regarding the contents of this order to: a. The Directives Management Officer at 9 - AWA - AFB120 - Directives@faa.gov or b. Flight Technologies and Procedures Division at 9 - AWA - AFS400 - COORD@faa.gov .

Your suggestions are welcome. FAA Form 1320 - 19, Directives Feedback Information, is available at the link provided as well as located at the end of this order for your convenience.

A - 6

Order 8260.19K

Appendix B. F light Procedures References

The following publications (latest versions) listed within this appendix are provided for use as an information aide in the development of instrument flight procedures. This listing may not be all inclusive of new and/or recently canceled publications.

Table B - 1 . Order s Order Number Title of Order 1050.1 Environmental Impacts : Policies and Procedures 1100.161 Air Traffic Oversight 1800.56 National Flight Standards Work Program Guidelines (NPG) 5010.4 Airport Data and Information Management 5100.38 Airport Improvement Program (AIP) Handbook JO 6030.20 Electrical Power Policy 6050.32 Spectrum Management Regulations and Procedures Manual 6560.10 Runway Visual Range (RVR) 6700.20 Approval, Operation, and Oversight of Non - federal Systems 6750.16 Siting Criteria for Instrument Landing Systems 6750.24 Instrument Landing System and Ancillary Electronic Component Configuration and Performance Requirements JO 6750.49 Maintenance of Instrument Landing System (ILS) Facilities JO 6850.2 Visual Guidance Lighting Systems JO 6850.5 Maintenance of Lighted Navigational Aids 6950.2 Electrical Power Policy Implementation 7031.2 Airway Planning Standards Number One Terminal Air Navigation Facilities and Air Traffic Services JO 7100. 41 P erformance B ased N avigation Implementation Process JO 7110.10 Flight Services 7110.19 Designation Taxiways as Temporary Runways 7110.22 Arrival and Departure Handling of High Performance Aircraft JO 7110.65 Air Traffic Control JO 7110.308 Simultaneous Dependent Approaches to Closely Spaced Parallel Runways JO 7210.3 Facility Operation and Administration JO 7210.37 En Route Minimum Instrument Flight Rules ( IFR ) Minimum IFR Altitude (MIA) Sector Charts JO 7340.2 Contractions JO 7350. 9 Location Identifiers JO 7400.2 Procedures for Handling Airspace Matters Distance Measuring Equipment (DME)/DME Infrastructure Evaluation for Area JO 7470.1 Navigation (RNAV) Routes and Procedures

B - 1

Order 8260.19K

Order Number Title of Order JO 7610.4 Sensitive Procedures and R equirements for Special Operations 7900.2 Submitting Aeronautical Data to Aeronautical Information Services in Support of the National Airspace System (NAS) 7900.5 Surface Weather Observing 7930.2 Notices to Air Missions (NOTAM) 8000.369 Safety Management System 8040.4 Safety Risk Management Policy 8200.1 United States Standard Flight Inspection Manual JO 8200.44 Flight Inspection Services Instrument Flight Procedure Coordination 8240.47 Determination of Instrument Landing System (ILS) Glidepath Angle, Reference Datum Heights (RDH) and Achieved Reference Datum Heights (ARDH) 8260.3 United States Standard for Terminal Instrument Procedures (TERPS) 8260.26 Establishing Submission Cutoff Dates for Civil Instrument Flight Procedures 8260.31 Foreign Terminal Instrument Procedures (FTIP) 8260.32 United States Air Force Terminal Instrument Procedures Service 8260.43 Flight Procedures Management Program 8260.46 Departure Procedure (DP) Program FS 8260.57 Oversight of Non - FAA Instrument Flight Procedure Service Providers 8260.58 United States Standard for Performance B ased Navigation (PBN) Instrument Procedure Design 8260.60 Special Procedures 8260.61 Charted Visual Flight Procedures 8400.13 Procedures for the Evaluation and Approval of Facilities for Special Authorization Category I Operations and All Category II and III Operations 8900.1 Flight Standards Information Management System

B - 2

Order 8260.19K

Table B - 2 . Advisory Circulars AC Number Title of Advisory Circular 20 - 138 Airworthiness Approval of Positioning and Navigation Systems 25 - 15 Approval of Flight Management Systems in Transport Category Airplanes 70/7460 - 1 Obstruction Marking and Lighting 90 - 80 Approval of Offshore Standard Approach Procedures, Airborne Radar Approaches , and Helicopter En Route Descent Areas 90 - 100 U.S. Terminal and En Route Area Navigation (RNAV) Operations 90 - 101 Approval Guidance for Required Navigation Performance ( RNP ) Procedures with Authorization Required ( AR ) 90 - 105 Approval Guidance for RNP Operations and Barometric Vertical Navigation in the U.S.

National Airspace System and in Oceanic and Remote Continental Airspace 90 - 107 Guidance for Localizer Performance with Vertical Guidance and Localizer Performance without Vertical Guidance Approach Operations in the U.S.

90 - 108 Use of Suitable Area Navigation (RNAV) System on Conventional Routes and Procedures 90 - 110 Service Provider Authorization Guidance for Public Performance - based Instrument Flight Procedures 90 - 113 Instrument Flight Procedure Validation (IFPV) of Performance Based Navigation (PBN) Instrument Flight Procedures (IFP) 120 - 28 Criteria for Approval of Category III Weather Minima for Takeoff, Landing, and Rollout 120 - 29 Criteria for Approv al of Category I and Category II Weather Minima for Approach 120 - 91 Airport Obstacle Analysis 150/5070 - 6 Airport Master Plans 150/5200 - 28 Notices to Air Missions (NOTAMs) for Airport Operators 150/5300 - 13 Airport Design 150/5300 - 16 General Guidance and Specifications for Aeronautical Surveys : Establishment of Geodetic Control and Submission to the National Geodetic Survey 150/5300 - 17 Standards for Using Remote Sensing Technologies in Airport Surveys 150/5300 - 18 General Guidance and Specifications for Submission of Aeronautical Surveys to NGS : Field Data Collection and Geographic Information System (GIS) Standards 150/5340 - 1 Standards for Airport Markings 150/5340 - 26 Maintenance of Airport Visual Aid Facilities 150/5390 - 2 Heliport Design 150/5345 - 50 Specification for Portable Runway and Taxiway Lights 170 - 9 Criteria for Assumption of Ownership of Non - Federal Systems

B - 3

Order 8260.19K

Table B - 3 . Title 14, Code of Federal Regulations (CFR) Part Title of 14 CFR Definition and Abbreviations 1 71 Designations of Class A, Class B, Class C, Class D, and Class E Airspace Areas; Air Traffic Service Routes; and Reporting Points 73 Special Use Airspace 77 Safe, Efficient Use , and Preservation of the Navigable Airspace 91 General Operating and Flight Rules 93 Special Air Traffic Rules 95 IFR Altitudes 97 Standard Instrument Procedures 103 Ultralight Vehicles 121 Operating Requirements : Domestic Flag and Supplemental Operations 125 Certification and Operations : Airplanes Having a Seating Capacity of 20 or More Passengers or a Maximum Payload Capacity of 6,000 Pounds or More; and Rules Governing Persons Onboard Such Aircraft 129 Operations : Foreign Air Carriers and Foreign Operators of U.S. – Registered Aircraft Engaged in Common Carriage 135 Operating Requirements : Commuter and On Demand Operations and Rules Governing Persons Onboard Such Aircraft 139 Certification of Airports 150 Airport Noise Compatibility Planning 152 Airport Aid Program 157 Notice of Construction, Alteration, Activation, and Deactivation of Airports 161 Notice and Approval of Airport Nose and Access Restrictions 170 Establishment and Discontinuance Criteria for Air Traffic Control Services and Navigational Facilities 171 Non - Federal Navigation Facilities

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Order 8260.19K

Table B - 4 . Other Publications Title of Publication Aeronautical Information Manual (AIM) Airport Master Record, FAA Form 5010.1 Airspace Dockets Area Charts Chart Supplement Graphic Notices and Supplemental Data ICAO Annex 11, Air Traffic Services ICAO ATM 4444, Air Traffic Management Low and High Altitude En Route Charts National Flight Data Digest (NFDD) National Plan of Integrated Airport System s (NPIAS) RTCA Document DO - 187, Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using Multi - Sensor Inputs RTCA Document DO - 236, Minimum Aviation System Performance Standards : Required Navigation Performance for Area Navigation Sectional and Terminal Area Charts Transmittal Letter (TL) USGS National Map (online application) USGS Topographical Charts

B - 5

Order 8260.19K Appendix C. Obstacle Accuracy Standards, Codes, and Sources 1. United States National Map Accuracy Standards . With a view to the utmost economy and expedition in producing maps that fulfill not only the broad needs for standard or principal maps, but also the reasonable particular needs of individual agencies, standards of accuracy for published maps are defined a s follows: a. Horizontal accuracy. For maps on publication scales larger than 1:20,000, up to 10 percent of the points tested must not be in error by more than 1/30 inch, measured on the publication scale; for maps on publication scales of 1:20,000 or smaller, 1/50 inch. These limits of accuracy must apply in all cases to positions of well - defined points only. Well - defined points are tho se that are easily visible or recoverable on the ground, such as the following : monuments or markers, such as benchmarks , property bo undary monuments; intersections of roads, railroads, etc.; corners of large buildings or structures (or center points of small buildings); etc. In general, what is well defined will also be determined by what can be plotted on the scale of the map within 1/100 inch. Thus, while the intersection of two roads or property lines meeting at right angles would come within a sensible interpretation, identification of the intersection of such lines meeting at an acute angle w ould obviously not be practicable within 1/100 inch. Similarly, features not identifiable upon the ground within close limits are not to be considered as test points within the limits quoted, even though their positions may be scaled closely upon the map.

Timber lines, soil boundaries, etc. would be in this class.

b. Vertical accuracy, as applied to contour maps on all publication scales, must be such that not more than 10 percent of the elevations tested must be in error more than one - half the contour interval. In checking elevations taken from the map, the apparent v ertical error may be decreased by assuming a horizontal displacement within the permissible horizontal error for a map of that scale.

c. Map accuracy testing may be accomplished by comparing the positions of points whose locations or elevations are shown upon it with corresponding positions as determined by surveys of a higher accuracy. Tests must be made by the producing agency that must a lso determine which of its maps are to be tested and the extent of such testing.

d. Published maps meeting these accuracy requirements must note this fact on their legends as follows : “This map complies with National Map Accuracy Standards.” e. Published maps whose errors exceed those stated before must omit all mention of standard accuracy from their legends.

f. Enlargements. When a published map is a considerable enlargement of a map drawing (manuscript) or of a published map, that fact must be stated in the legend. For example, “This map is an enlargement of a 1:20,000 - scale map drawing “or” This map is an enlargement of a 1:24,000 - scale published map.” g. Data i nterchange. To facilitate ready inter - change and use of basic information for map construction among all Federal map - making agencies, manuscript maps and published maps, wherever economically feasible and consistent with intended map use, must conform to l atitude and longitude boundary size, being 15, 7.5, or 3 ¾ minutes of latitude and longitude.

C - 1 Order 8260.19K 2. Accuracy Codes and S ources.

a. Accuracy c odes. Allowable accuracy of vertical and horizontal data was originally determined by a joint DoD/DOC/DOT task group in 1979. Accuracy codes established by that task group no longer require document ation on 8260 - series FAA forms. Instead, document the vertical [ see appendix C t able C - 1 ] and/or horizontal adjustment [ see appendix C t able C - 2 ] applied [see paragraph s 2 - 11 - 3 , 2 - 11 - 4 , 8 - 7 - 1.b(11) , and 8 - 7 - 1.b(15) ] . Where digital terrain elevation data (DTED) or digital elevation model ( DEM ) posting s have an assigned accuracy value , use the actual accuracy value associated with the model or posting as applicable .

b. Sources. The task group was provided specified accuracies from each of the following sources: Table C - 1 . Horizontal Code Tolerance 1 +20 feet (6 m) 2 +50 feet (15 m) 3 +100 feet (30 m) 4 +250 feet (75 m) 5 +500 feet (150 m) 6 +1000 feet (300 m) 7 +½ NM (900 m) 8 +1 NM (1800 m) 9 Unknown Table C - 2 . Vertical Code Tolerance A +3 feet (1 m) B +10 feet (3 m) C +20 feet (6 m) D +50 feet (15 m) E +125 feet (38 m) F +250 feet (75 m) G +500 feet (150 m) H +1000 feet (300 m) I Unknown (1) Department of Transportation. FAA obstacle data for terrain structures are recorded on airspace, airport, and procedures records.

(a) Field inspections that employ a theodolite, +50 feet (15 meters) horizontally and +20 feet (6 meters) vertically. Code 2C .

C - 2 Order 8260.19K (b) Obstruction e valuations : All obstacles, +250 feet (75 meters) horizontally and +50 feet (15 meters) vertically, unless a different accuracy is specified. Specified accuracies are for procedure planning and design and are subject to change upon verification. Code 4D .

(c) Weekly o bstacle m emo - d igital o bstacle f ile, accuracy codes are as specified.

Code 1A to 9I .

(d) Airport Field Offices (AFO) may assign their own codes to obstacles on engineering drawings and a irport l ayout p lan furnished to r egional Office of Airports.

(e) Technical Operations (Tech Ops) f ield s urvey n avigation a ids, +20 feet (6 meters) horizontally and 3 feet (1 meter) vertically. Code 1A . Other obstacles, +50 feet (15 meters) horizontally and +10 feet (3 meters) vertically, unless verified to a higher accuracy.

Code 2B .

(f) Flight inspection fly - by, +250 feet (75 meters) horizontally and +50 feet (15 meters) vertically [ s ee Order 8200.1] . Code 4D .

(g) Flight edits photogrammetry, +100 feet (30 meters) horizontally and +20 feet (6 meters) vertically, excluding moveable objects. Code 3C .

(h) Estimated by airport owner or operator, +½ NM (900 meters) horizontally and +500 feet (150 meters) vertically. Code 7G .

(i) S ectional c hart and VFR t erminal c hart.

1. Terrain features which are not marked as spot elevations [ see a ppendix C t able C - 3 ] : Table C - 3 .

Chart Horizontal Vertical* Sec +900 feet (275 m) +250 feet (75 m) VFR +500 feet (150 m) +250 feet (75 m) * ½ contour line 2. When mountain peaks are specifically marked by a spot elevation, the vertical accuracy is 20 feet (6 meters). Horizontal accuracy determined by chart type as specified in paragraph 2 . b .

3. When these charts are used to establish coordinates , it must be recognized that the IAC charting standards permit displacement of objects to provide for relative depiction.

To account for these additional errors, the horizontal accuracy factors must be doubled for manmade obstacles depicted on s ectional and VFR charts.

(2) Department of Defense.

(a) National Geospatial - intelligence Agency : C - 3 Order 8260.19K 1. DTED (Level 0) 1 kilometer postings from 1:350,000 charts, +500 feet (150 meters) horizontally and +100 feet (30 meters) vertically Code 5E. DTED (Level 1) , 100 - meter postings +50 meters (164 feet) horizontally and +30 meters (98 feet) vertically. Code 4E .

DTED (Level 2) , 30 - meter postings +23 meters (76 feet) horizontally and +18 meters (59 feet) vertically. Code 3E .

2. Shuttle r adar t errain m odel (SRTM) : Level 1 (Foreign) 90 - meter posting, equivalent to 1:250,000. Level 2 (CONUS) 30 - meter posting, equivalent to 1:50,000. Level 1 and 2 accuracies are 20 meter horizontal and 16 meter vertical. Code 3D .

3. Vertical o bstruction f eature d atabase (VOFD). Populated using multiple sources. Obstruction attributes contain associated source accuracy code (Surveyed to Reported).

Code 1A to 9I .

4. Joint o perations g raphic (JOG) - AIR, 2nd Series, (1:250,000 scale), +500 feet (150 meters) horizontally and +125 feet (38 meters) vertically. Code 5E .

5. Topographical l ine m aps (TLM), (1:50,000 and 1:100,000 scale), +50 feet (15 meters) horizontally and +20 feet (6 meters) vertically. Code 2C .

(b) S urveys conducted by U.S. Army t opographic u nits must have the same accuracy standards as those developed by the Department of Transportation [see paragraph 2 . b ( 1) ( a) ] .

(3) Department of Interior. U.S. g eological s urvey data in magnetic tape files are claimed to be accurate to +1000 feet (300 meters) horizontally and +100 feet (30 meters) vertically.

Code 6E . For the following charts, when obstacles or mountain peaks are specifically marked by a spot elevation, the vertical accuracy changes to +3 feet (1 meter). Otherwise, these charts have the following accuracies: (a) Topographical charts (1:250,000 scale), +1000 feet (300 meters) horizontally and +125 feet (38 meters) vertically. Code 6E .

(b) Topographical charts (1:100,000 scale), +250 feet (75 meters) horizontally and +125 feet (38 meters) vertically. Code 4E .

(c) Topographical charts (1:62,500 or 1:63,360 scale), +250 feet (75 meters) horizontally and +50 feet (15 meters) vertically. Code 4D .

(d) Topographical charts [1:20,000, 1:24,000) (7 ½ min. Quad series), and 1:25,000], +40 feet (12 meters) horizontally and +20 feet (6 meters) vertically. Code 2C .

When these charts are used to establish coordinates, it must be recognized that the IAC charting standards permit displacement of objects to provide for relative depiction. To account for these additional errors (as well as human scaling errors), the following accuracy factors will be used [ see t able C - 4 ] : C - 4 Order 8260.19K Table C - 4 . Accuracy Factors Map Scale Landmarks Owner Depicted Marked on Chart Positions 1:250,000 7G 8H 1:62,500 or 1:63,360 4E 5E (</= 40 - foot contours) 1:62,500 or 1:63,360 4F 5F (</= 80 - foot contours) 1:20,000 or 1:24,000 4D 4 D (</ = 10 - foot contours) 1:20,000 or 1:24,000 4D 4 E ( </= 20 - foot contours) 1 :100,000 5F 6G (e) DEM d ata. U.S. Geological s urvey data for terrain elevations is typically based on DEM. Source documentation from the NOS supports the following horizontal and vertical accuracies; these values must be used in instrument procedure construction [s ee exception in paragraph 2 . a ] : DEM 7.5 m inute (Level 1), +13 meters (43 feet) horizontally and +14 meters (46 feet) vertically. Code 2D .

(f) DEM 7.5 m inute (Level 2), +13 meters (43 feet) horizontally and +17 meters (56 feet) vertically. Code 2E .

(g) DEM 1 d egree (1:250,000 scale), +130 meters (427 feet) horizontally and +30 meters (98 feet) vertically. Code 5E .

C - 5

Order 8260.19K Appendix D. FAA Form 8260 - 2, Data Worksheet Instructions for completing FAA Form 8260 - 2, Data Worksheet, [ see f igure D - 1 ] for requesting modification of fixes (including “Fix Use” updates) and/or holding patterns associated with existing 14 CFR part 95 routes, 14 CFR part 97 approaches, Special instru ment procedures, SID or STARs.

Complete this worksheet with as much information as possible and explain any requested procedure addition s or deletion s in b lock 10, Remarks . Submit this worksheet to the Office of Primary Responsibility (OPR) identified on the FAA Form 8260 - 2 for proper action to be taken.

For those fixes/holding patterns documented on older versions of FAA Form 8260 - 2 that do not contain an OPR listed, contact Aeronautical Information Services for a determination on where to submit this request.

Block 1. Requested p ublication d ate . Enter the desired effective date that coincides with the charting cycle [ see Order 8260.26, a ppendix A ] . If the FAA Form 8260 - 2 request is to be in conjunction with an airspace action, obtain the docket number from the Western, Central, or Eastern Service Center for En Route Operations, Airspace Group. For FAA Form 8260 - 2 requests, allow at least 20 weeks lead - time from the desired effective date.

Block 2. Fix n ame . Enter the five - character pronounceable name obtained from ARTCC. Do not include “WP” as part of the name. If requesting holding at a navigational aid, enter the name and type of navigational aid.

Block 3. Fix t ype . List the type(s) of fix ( e.g., RADAR, WP, DME, or INT [ made up of crossing radials, bearings, or combinations of both ]).

Block 4. S tate . Enter the state in which the fix is located [s ee paragraph 8 - 5 - 2.b ] .

Block 5. ICAO r egion c ode . Enter the ICAO r egion code in which the fix is located [s ee paragraph 8 - 5 - 2.d ] .

Block 6 . Location . Latitude and longitude accurate to the hundredth of a second ( e.g., 09.25 sec ) .

List all navigational aids used for the fix makeup. Provide radials or bearings, DME, and distance values to the hundredth value ( e.g., 347.23  ; 08.37 NM ) . Specify if the course/bearing is in magnetic (and the magnetic variation used for computation) or in true.

Block 7. Type of a ction r equired . Check applicable box to establish, modify, or cancel the fix. If there is no change to the fix, check “no change.” Block 8. Holding . Describe holding patterns required at fix. When climb - in - holding is required, provide detailed holding instructions including maximum altitude and maximum speed (if other than standard).

Block 9. Type of action required . Check applicable box to establish, modify, or cancel the holding pattern. If there is no change to holding, check “no change.” Block 10 . Charting . Indicate required charting ( i.e., terminal, SIDs, STARs, or en route charts ) .

D - 1 Order 8260.19K Block 1 1 . Remarks . List all procedures which use the fix and other uses of the fix ( e.g., reporting points, etc. ). Include any other information that may assist in developing the fix. Justify the requirement for other than routine processing and charting.

Block 1 2 . Point - of - c ontact (POC) . Self - explanatory .

D - 2 Order 8260.19K Figure D - 1 . FAA Form 8260 - 2, Data Worksheet 1. Requested Publication Date : 2. Fix Name : 3. Fix Type : _______________________________________________________________________ 4. State : 5. ICAO Region Code : 6. Location : _______________________________________________________________________ 7. Type of ( Fix ) Action Required: Establish Modify Cancel No Change 8. Holding: 9. Type of (Holding) Action Required : Establish Modify Cancel No Change 10 . Charting: 1 1 . Remarks (Use additional paper if required): 1 2 . Point of Contact (POC): ATC Facility Name.

POC’s Name.

Telephone Number.

E - Mail Address D - 3

Order 8260.19K Appendix E. Radio Fix and Holding Data Record, FAA Form 8260 - 2 This appendix contains examples of FAA Form 8260 - 2, Radio Fix and Holding Data Record [ see f igure E - 1 through f igure E - 2 ] .

Image E - 1 . FAA Form 8260 - 2, Radio Fix and Holding Data Record E - 1 Order 8260.19K Figure E - 1 . FAA Form 8260 - 2, Radio Fix and Holding Data Record, Example E - 2 Order 8260.19K E - 3 Order 8260.19K Figure E - 2 . FAA Form 8260 - 2, Radio Fix and Holding Data Record, Example E - 4 Order 8260.19K E - 5 Order 8260.19K Figure E - 3 . FAA Form 8260 - 2, Radio Fix and Holding Data Record, Example E - 6 Order 8260.19K Figure E - 4 . FAA Form 8260 - 2, Radio Fix and Holding Data Record, Example E - 7 Order 8260.19K Figure E - 5 . FAA Form 8260 - 2, Radio Fix and Holding Data Record, Example E - 8

Order 8260.19K Appendix F. ILS and RNAV Standard Instrument Approach Procedure, FAA Form 8260 - 3 This appendix contains examples of FAA Form 8260 - 3 [see f igure F - 1 through f igure F - 4 ] .

Image F - 1. FAA Form 8260 - 3, ILS Standard Instrument Approach Procedure F - 1 Order 8260.19K F - 2 Order 8260.19K Figure F - 1 . FAA Form 8260 - 3, ILS Standard Instrument Approach Procedure , Example F - 3 Order 8260.19K F - 4 Order 8260.19K Figure F - 2 . FAA Form 8260 - 3, RNAV Standard Instrument Approach Procedure , Example F - 5 Order 8260.19K F - 6 Order 8260.19K F - 7 Order 8260.19K Figure F - 3 . FAA Form 8260 - 3, RNAV Standard Instrument Approach Procedure , Example F - 8 Order 8260.19K F - 9 Order 8260.19K F - 10 Order 8260.19K F - 11 Order 8260.19K F - 12 Order 8260.19K Figure F - 4 . FAA Form 8260 - 3, ILS Standard Instrument Approach Procedure Example F - 13 Order 8260.19K F - 14 Order 8260.19K F - 15 Order 8260.19K F - 16

Order 8260.19K Appendix G. Radar – Standard Instrument Approach Procedure, FAA Form 8260 - 4 This appendix contains an example of FAA Form 8260 - 4, Radar - Standard Instrument Approach Procedure [ see f igure G - 1 ] .

Image G - 1. FAA Form 8260 - 4, RADAR Standard Instrument Approach Procedure G - 1 Order 8260.19K G - 2 Order 8260.19K Figure G - 1 . FAA Form 8260 - 4, RADAR Standard Instrument Approach Procedure Example G - 3 Order 8260.19K G - 4

Order 8260.19K Appendix H. Standard Instrument Approach Procedure, FAA Form 8260 - 5 This appendix contains an example of FAA Form 8260 - 5, Standard Instrument Approach Procedure [ see f igure H - 1 ] .

Image H - 1. FAA Form 8260 - 5, Standard Instrument Approach Procedure H - 1 Order 8260.19K H - 2 Order 8260.19K Figure H - 1 . FAA Form 8260 - 5, S tandard Instrument Approach Procedure , Example H - 3 Order 8260.19K H - 4

Order 8260.19K Appendix I. Special Instrument Approach Procedure, FAA Form 8260 - 7A and Special Procedure Authorization, FAA Form 8260 - 7B This appendix contains an example of FAA Form 8260 - 7A [ see f igure I - 1 ] and FAA Form 8260 - 7B [ see f igure I - 2 ] .

Image I - 1. FAA Form 8260 - 7A, Special Instrument Approach Procedure I - 1 Order 8260.19K I - 2 Order 8260.19K Figure I - 1 . FAA Form 8260 - 7A, Special Instrument Approach Procedure, Example I - 3 Order 8260.19K I - 4 Order 8260.19K I - 5 Order 8260.19K Image I - 2 . FAA Form 8260 - 7B, Special Procedure Authorization I - 6 Order 8260.19K I - 7 Order 8260.19K Figure I - 2 . FAA Form 8260 - 7 B , Special Procedure Authorization , Example I - 8 Order 8260.19K I - 9 Order 8260.19K I - 10

Order 8260.19K Appendix J. Standard Instrument Approach Procedure, FAA Form 8260 - 9 This appendix contains examples of FAA Form 8260 - 9, Standard Instrument Approach Procedure Data Record, [ see Figure J - 1 through Figure J - 6 ] .

Image J - 1. FAA Form 8260 - 9, Standard Instrument Approach Procedure Data Record J - 1 Order 8260.19K J - 2 Order 8260.19K J - 3 Order 8260.19K Figure J - 1 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 4 Order 8260.19K J - 5 Order 8260.19K J - 6 Order 8260.19K J - 7 Order 8260.19K J - 8 Order 8260.19K J - 9 Order 8260.19K J - 10 Order 8260.19K J - 11 Order 8260.19K J - 12 Order 8260.19K Figure J - 2 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 13 Order 8260.19K J - 14 Order 8260.19K J - 15 Order 8260.19K J - 16 Order 8260.19K J - 17 Order 8260.19K J - 18 Order 8260.19K J - 19 Order 8260.19K J - 20 Order 8260.19K J - 21 Order 8260.19K J - 22 Order 8260.19K Figure J - 3 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 23 Order 8260.19K J - 24 Order 8260.19K J - 25 Order 8260.19K J - 26 Order 8260.19K J - 27 Order 8260.19K J - 28 Order 8260.19K J - 29 Order 8260.19K J - 30 Order 8260.19K J - 31 Order 8260.19K J - 32 Order 8260.19K J - 33 Order 8260.19K J - 34 Order 8260.19K Figure J - 4 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 35 Order 8260.19K J - 36 Order 8260.19K J - 37 Order 8260.19K J - 38 Order 8260.19K J - 39 Order 8260.19K J - 40 Order 8260.19K J - 41 Order 8260.19K J - 42 Order 8260.19K Figure J - 5 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 43 Order 8260.19K J - 44 Order 8260.19K J - 45 Order 8260.19K J - 46 Order 8260.19K J - 47 Order 8260.19K Figure J - 6 . FAA Form 8260 - 9, Standard Instrument Approach Procedure, Example J - 48 Order 8260.19K J - 49 Order 8260.19K J - 50 Order 8260.19K J - 51 Order 8260.19K J - 52

Order 8260.19K Appendix K. Final Approach Segment (FAS) Data Block Cyclic Redundancy Check (CRC) Requirements Content of the FAS d ata b lock. Each FAS data block contains 22 elements (fields) (20 elements for GBAS) that include the CRC remainder. The specific order and coding of the fields must be followed rigorously to ensure avionics compatibility. T he following FAS d ata b lock information must be documented on FAA Form 8260 - 3 . This document s the protected data that will be forwarded to the charting agencies for further processing and CRC protection. For helicopter p oint - in - s pace (PinS) operations, see RTCA Document DO - 229D, Appendix Q, for uniq ue FAS d ata b lock requirements. For helicopters : PinS substitute FHP (ficti t ious helipoint) for FTP ; substitute helipoint (center of TLOF) for LTP, as applicable.

1. Fields needed for the FAS d ata b lock record for approaches using WAAS (LPV and LP minima) are included in the CRC wrap [ see t able K - 1 ] : Table K - 1 .

Data Field Field Size Data Type Operation Type 2 characters Unsigned Integer SBAS Service Provider Identifier 2 characters Unsigned Integer Airport Identifier 4 characters Alphanumeric Runway 2 characters Numeric Runway Letter 2 characters Numeric Approach Performance Designator 1 character Unsigned Integer Route Indicator 1 character Alpha Reference Path Data Selector 2 characters Unsigned Integer Reference Path Identifier (Approach ID) 4 characters Alphanumeric LTP or FTP Latitude 11 characters Alphanumeric LTP or FTP Longitude 12 characters Alphanumeric LTP or FTP Ellipsoidal Height 6 characters Signed Integer FPAP Latitude 11 characters Alphanumeric FPAP Longitude 12 characters Alphanumeric Threshold Crossing Height (TCH) 7 characters Alphanumeric TCH Units Selector (meters or feet used) 1 character Feet or Meters Glidepath Angle (GPA) 4 characters Unsigned Integer Course Width at Threshold 5 characters Unsigned Integer Length Offset 4 characters Unsigned Integer Horizontal Alert Limit (HAL) (LPV & LP Procedures) 3 characters Numeric Vertical Alert Limit (VAL) (LPV Procedures) 3 characters Numeric K - 1 Order 8260.19K 2. Fields needed for integrity monitoring and calculated using binary representation of FAS d ata b lock ( as described in RTCA/DO - 229C ) [ see t able K - 2 ] .

Table K - 2 .

Data Field Field Size Data Type Precision Approach Path Point 8 characters Hexadecimal Data CRC Remainder 3. Fields not included in the FAS d ata b lock, but needed for the p recision a pproach p ath p oint record, and which are not CRC wrapped [ see t able K - 3 ] .

Table K - 3 .

Data Field Field Size Data Type ICAO Code 2 characters Alphanumeric LTP Orthometric Height 6 characters Signed Integer FPAP Orthometric Height 6 characters Signed Integer Horizontal Alert Limit (HAL) (GBAS procedures only ) 3 characters Numeric Vertical Alert Limit (VAL) (GBAS procedures only ) 3 characters Numeric 4. Explanation of data field entries (in the general order they appear in the FAS d ata b lock): a. Operation t ype. A number from 0 to 15 that indicates the type of the final approach segment.

Example: 0 is coded for a straight - in and offset approach procedure.

b. SBAS s ervice p rovider i dentifier. A number from 0 to 15 that associates the approach procedure to a particular satellite - based approach system service provider.

0 = SBAS (WAAS) 14 = GBAS c. Airport i dentifier. The four - character ICAO location identifier assigned to an airport.

Where there is a national airport identifier but no ICAO location identifier, the three - or four - character national identifier is used. Where only three characters are provided, the trailing space is to be left blank.

Example: KDEN, YSSY, NZWN, FAEL, 3SL_, OH23 d. Runway. Runways are identified by two characters “RW” followed by the runway number. The runway number field valid range is 01 to 36 .

K - 2 Order 8260.19K Examples: RW26, RW08, RW18, RW02 Note : For WAAS procedures to heliports, the runway number field may be encoded as the procedure final approach course, rounded to the closest 10 degrees, and truncated to two characters. For final approach courses from 355 degrees to 004 degrees, the truncated closest 10 - degree value is “36.” e. Runway l etter. A runway letter [ left (L), right (R), or center (C) ] is used to differentiate between parallel runways. The valid range is 00 through 11. The convention for coding is as follows: 00 = no letter 10 = C (center) 01 = R (right) 11 = L (left) f. Approach p erformance d esignator. A number from 0 to 7 that identifies the type of approach. A “0” is used to identify an LPV approach procedure and a “1” indicates a C AT I approach procedure. Other values are reserved for future use.

0 = LPV and LP 1 = GLS g. Route i ndicator. A single alpha character (Z through A or blank, omitting I and O) used to differentiate between multiple procedures to the same runway end or heliport.

Normally, the first approach to a runway is labeled “Z,” except when there is only a single procedure to the runway end. In this case, the field is coded as a blank. Additional alpha characters are incrementally assigned.

Example : Z, Y, X, etc.

h. Reference p ath d ata s elector (RPDS). A numerical identifier intended for GBAS and is not intended for SBAS (WAAS) operations. A number (0 - 48) that enables automatic tuning of a procedure by GBAS avionics. This number is obtained from s pectrum engineering . The number is related to the frequency of the VHF data broadcast and a 5 - digit tuning identifier. Enter “0” for WAAS operations.

Example : 0 i. Reference p ath i dentifier (RPI) . A three or four alphanumeric character identifier that is used to uniquely designate the reference path. The reference path identifier is synonymous with the “approach ID” located beneath the channel number on instrument approach plates.

For WAAS procedures, t his identifier is defined with a “W” signifying WAAS followed by the runway number, and a trailing alpha character. For point - in - space procedures, the final approach course rounded to the closest 10 degrees and truncate d to the leading two digits with a range of 01 to 36 replaces the runway number. The last character, beginning with the letter “A,” excluding the letters “C,” “L,” and “R,” will be used to define the first procedure, K - 3 Order 8260.19K followed by a succeeding letter for each procedure to a particular runway. For example, an airport has three parallel runways, and the left and right runways have both a straight - in procedure and an offset procedure; the center runway has a straight - in procedure only. The following (extreme) examples would be applicable: Example: W09A & W09B would define the two unique FAS data blocks to R WY 09L.

W09D would be used to define the FAS data block for RWY 09C.

W09E & W09F would be used to define the FAS data blocks for R WY 09R.

Note : These suffixes do not have to be in any particular order so as to allow procedures to be added at a later time without cha nging existing FAS data blocks.

For GBAS procedures, the RPI and RPDS must be unique within the reception range of the assigned frequency (e.g. , ~160 NM) of a given ground station. Spectrum e ngineering will determine, assign, and track RPIs and RPDSs for all requested procedures based on the assigned station frequency, transmitter separations standards, and Aeronautical Information Services policies for determining unique identifiers.

j. Landing t hreshold p oint (LTP) , f ictitious t hreshold p oint (FTP) or h elipoint ( center of TLOF ) - l atitude. Represents the latitude of the threshold defined in WGS - 84/NAD83 coordinates and entered to five ten - thousandths of an arc second (The last digit must be rounded to either a 0 or 5). Use the FTP l atitude for offset procedures. The most significant bit is the sign bit: 0 = p ositive ( n orthern h emisphere); 1 = n egative ( s outhern h emisphere).

However, for documentation purposes identify the l atitude as follows: Example: 225436.2125N (11 characters) for 22°54’36.2125” N k. LTP / FTP or Helipoint/FH P - l ongitude. Represents the longitude of the threshold defined in WGS - 84/NAD83 coordinates and entered to five ten - thousandths of an arc second ( t he last digit must be rounded to either 0 or 5). Use the FTP l ongitude for offset procedures. The most significant bit is the sign bit: 0 = p ositive ( e astern h emisphere); 1 = n egative ( w estern h emisphere). However, for documentation purposes identify the l atitude as follows: Example: 1093247.8780E (12 characters) for 109°32’47.8780” E l. LTP /helipoint or FTP / F HP h eight a bove e llipsoid (HAE). The height expressed in meters reference the WGS - 84/NAD83 ellipsoid. The first character is a + or – and the resolution value is in tenths of a meter with the decimal point suppressed. Use the LTP HAE for offset procedures.

Example: +00356 (+35.6m), - 00051( - 5.1m ), +01566 (+156.6m), - 00022 ( - 2.2m) K - 4 Order 8260.19K m. Flight p ath a lignment p oint (FPAP) – l atitude. A point located on a geodesic line, or an extension of a geodesic line calculated between the LTP /FTP/helipoint (for procedures to other than runways ) /FHP (for PinS) and the designated center of the opposite runway - landing threshold. It is positioned at a distance from the LTP /FTP/helipoint (for procedures to other than runways)/FHP (for PinS) to support a prescribed procedure design angular splay and course width, as well as functionality associated with an aircraft. It is used in conjunction with the LTP /FTP/helipoint (for procedures to ot her than runways)/FHP (for PinS) to determine the lateral alignment of the vertical plane containing the path of the RNAV final approach segment. On shorter runways, the FPAP may be located off the departure end of the landing runway. The latitude of the runway FPAP is defined in WGS - 84/ NAD83 coordinates and entered to five ten - thousandths of an arc second ( t he last digit must be rounded to either a 0 or 5). The most significant bit is the sign bit: 0 = p ositive ( n orthern h emisphere); 1 = n egative ( s outhern h emisphere). However, for documentation purposes identify the l atitude as follows: Example: 225436.2125N (11 characters) for 22°54’36.2125” N n. FPAP - l ongitude. The longitude of the runway FPAP is defined in WGS - 84/NAD83 coordinates and entered to five ten - thousandths of an arc second (The last digit must be rounded to either a 0 or 5). The most significant bit is the sign bit 0 = p ositive ( e astern h emisphere); 1 = n egative ( w estern h emisphere). However, for documentation purposes identify the longitude as follows: Example: 1093247.8780E (12 characters) for 109°32’47.8780” E Threshold c rossing h eight (TCH). The designated crossing height of the flight path angle above the LTP / FTP or helipoint/FHP .

Example: 00055.0 (55.0 feet); 00042.0 (42.0 feet) ; 00000.00 (Used only when a TCH is not to be specified ; [see paragraph 8 - 6 - 11.o ] . ) o. TCH u nits s elector. This character defines the units used to describe the TCH.

Example: F = feet M = meters p. Glidepath a ngle. The angle of the approach path (glidepath) with respect to the horizontal plane defined according to WGS - 84/NAD83 at the LTP/FTP. It is specified in degrees.

K - 5 Order 8260.19K (1) FAA policy is to publish a vertical descent angle (VDA) that may be used as advisory vertical guidance on all non - precision approaches. Therefore, a VDA to provide advisory vertical guidance on an LP procedure is accomplished by coding a glidepath angle.

(2) The AIM, AC 20 - 138, and other FAA publications make it clear that the VDA is for information only, is strictly advisory in nature, and there is no implicit additional obstacle protection below the MDA.

(3) For LP approaches, see paragraph 4x (Vertical alert limit) Note 1.

(4) The following limitations must be met to code a GPA for LP procedures : (a) Final approach segment must be “straight - in” (b) A GPA of zero (“00.00”) is entered into this block when a VD A is not to be specified [see paragraph 8 - 6 - 11.o ] .

Example: 02.75 (2.75°), 04.20 (4.20°), 03.00 (3.00°) , 00.00 (Used when a VD A is not to be specified .)

q. Course w idth at t hreshold. The lateral displacement from the path defined by the FAS at the LTP/FTP at which full - scale deflection of a course deviation indicator is attained.

Use the applicable “ Course in meters” value from the "FAS data" formula specified in width Order 8260.58, Chapter 3 .

Example: 106.75 r. Δ Length o ffset. The distance from the stop end of the runway to the FPAP. It defines the location where lateral sensitivity changes to the missed approach sensitivity. The value is in meters with the limits being 0 to 2032 m. This distance is rounded to the nearest eight - meter value. If the FPAP is located at the designated center of the opposite runway end, the distance is zero. For offset procedures, the length of offset is coded as zero.

Example: 0000, 0424 s. Precision a pproach p ath p oint CRC r emainder. An eight - character hexadecimal representation of the calculated remainder bits used to determine the integrity of the FAS d ata b lock data during transmission and storage. This information will be computed electronically with use of the electronic transmittal software and documented on FAA Form 8260 - 3 .

Example: CRC Remainder: E104FC14 t. ICAO c ode. The first two designators of the ICAO location identifier, as identified in ICAO Doc 7910. In the Continental U.S. , the country code will begin with the letter “K” K - 6 Order 8260.19K followed by a numeric character obtained from f igure K - 2 . Alaska, Hawaii, and U.S.

Possessions will be as described in the ICAO Doc 7910.

Example: K1, K7, PH, PA, MM, ER u. Orthometric h eight. The height of the LTP or FPAP, as related to the geoid, and presented as an MSL elevation defined to a tenth of a meter resolution with the decimal point suppressed. For the purpose of documenting this in the “Additional Path Point Record Informatio n ,” the LTP and FPAP orthometric height will be the same and based on the LTP elevation. The value is preceded by a “+” or “ - .” Example: +00362 (+36.2m), +02478 (+247.8m), - 00214 ( - 21.4m) v. Horizontal a lert l imit (HAL). The HAL is the radius of a circle in the horizontal plane (the local plane tangent to the WGS - 84/NAD83 ellipsoid), with its center being at the true position, that describes the region which is required to contain the indicated horizontal posit ion with the required probability for a particular navigation mode assuming the probability of a GPS satellite integrity failure being included in the position solution is less - 4 than or equal to 10 per hour. The range of values is 0 to 5 0.8m with a 0.2 resolution. The HAL for LPV and LP procedures is a fixed value at 40.0 meters.

Note : A HAL is not part of the FAS data block/CRC wrap for GBAS procedures.

Example: HAL 40.0 w. Vertical a lert l imit (VAL). The VAL is half the length of a segment on the vertical axis (perpendicular to the horizontal plane of the WGS - 84/NAD83 ellipsoid), with its center being at the true position, that describes the region which is required to contain the indicated - 7 vertical position with a probability of 1 - 10 per approach, assuming the probability of a GPS satellite integrity failure being included in the position solution is less than or equal to - 4 10 per hour. The range of values is 0 to 50.8m with a 0.2 resolution. The VAL for LPV procedures is a fixed value at 50.0 m where the HAT is 250 feet or greater. If an LPV procedure has been established to support a HAT less than 250 feet (no less than 200 f eet), a VAL of 35m will be used. For an LP procedure, the VAL must always be entered as zero (00.0).

Note 1 : A VAL of 00.0 indicates that the vertical deviations must not be used (i.e., a lateral - only {LP} approach).

Note 2 : A VAL is not part of the FAS data block/CRC wrap for GBAS procedures.

Example : VAL 50.0 VAL 35.0 K - 7 Order 8260.19K Figure K - 1 .

K - 8 Order 8260.19K Figure K - 2 .

K-9

Order 8260.19K Appendix L. Instrument Flight Procedures Lifecycle Instrument Flight Procedure Lifecycles are fluid and ever - changing processes and i n a constant state of flux . D ue to the dynamic nature of database resources and organization al changes , e ach Service Provider will maintain a current overview of their processes and policies that follow policy and allow compliance with directive guidance .

L - 1 Directive Feedback Information Please submit any written comments or recommendations for improving this directive or suggest new items or subjects to be added to it. Also, if you find an error, please tell us about it.

Subject: FAA Order To: Directive Management Officer, (Please mark all appropriate line items) on An error (procedural or typographical) has been noted in paragraph page .

be changed as follows: Recommend paragraph on page (attached separate sheet if necessary) In a future change to this order, please include coverage on the following subject (briefly describe what you want added): Other comments: I would like to discuss the above. Please contact me.

Date: : Submitted by Routing Symbol: Telephone Number : F AA 1320-19 ( 11 /2 3 ) Supersedes Previous Edition