12/29/99

8260.19C CHG 2

CHAPTER 4. TERMINAL PROCEDURES

SECTION 1. GENERAL

400. GENERAL.

The FAA has the responsibility to establish instrament
procedures used for terminal operations at civil airports
within the United States and its possessions. The FAA
also provides or approves. instrument procedures used
by U.S. flag carriers at foreign airports.

401. CATEGORIES OF
APPROACH PROCEDURES.

INSTRUMENT

Procedures published in the Federal Register under 14
CFR Part 97 are identified as "Standard Instrument
Approach Procedures" (SIAP’s). These procedures are
available to all users. Instrument flight procedures
authorized for use only by air carriers or some other
segment of the aviation industry are not published in
the Federal Register and are identified as "Special
Procedures." Special Procedures 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 833).

402. AIRSPACE REQUIREMENTS.

a. Public use procedures and Special procedures
at Part 139 airports shall be contained within con-
trolled airspace in accordance with Order 7400.2,
Procedures for Handling Airspace Matters.

b. Where an airport does not qualify for a
Class B/C/D/E surface area, designate Class E 700’
airspace. In the latter case, Janding minimums may be
established below the floor of controlled airspace. A
requirement for minor adjustment to existing controlled
airspace, to fully encompass an instrument procedure,
will not form the basis for withholding procedure
publication. An approach procedure may be published
prior to obtaining the optimum configuration of
controlled airspace when the following conditions exist
(see Order 8260.26, Establishing and Scheduling
Standard Instrument Procedure Effective Dates,
paragraph 6d(1)):

(1) The centerline of all terminal routes is
located inside of existing controlled airspace.

Chap 4
Par 400

(2) The procedure turn area out to the
appropriate distance specified in chapter 5 is contained
within existing controlled airspace.

(3) The final approach fix is contained within
existing controlled airspace.

c. Special procedures other than those noted in
paragraph 402a, should, where possible, be contained
within controlled airspace in accordance with
Order 7400.2. Special procedures may be established
and approved outside of controlied airspace where it is
not possible to designate controlled airspace. In such
cases, annotate the procedure: “Procedure not
contained within controlled airspace,” and advise the
appropriate FSDO that controlled airspace will not be
provided. Do NOT use special procedures as a
temporary measure pending designation of controlled
airspace for public use procedures.

403. CONTRACTUAL: USE OF PRIVATE
FACILITIES.

An air operator may arrange for the use of a privately
owned navigational aid (NAVAID). Such an
arrangement requires a contractual agreement between
the sponsor and the user regarding facility use. AFS
shall coordinate all requests for contractual use of
private navigation aids with the sponsor. Approval of
the special instrument procedure for an operator is
contingent upon the RFSD receiving a copy of an
acceptable contractual agreement. Refer to para-
graph 703 for procedures for the first time approval of
anon-Federal NAVAID.

404. TERPS APPLICATION.

Develop all instrument approach procedures, except
foreign procedures developed in accordance with Order
8260.31, Foreign Terminal Instrument Procedures,
under the provisions of TERPS, and the guidelines in
this document. The following special provisions and
guidelines apply to selected paragraphs of TERPS
criteria. The paragraph numbers refer to identically
numbered paragraphs in TERPS.

a. Paragraph 5a(2), Simultaneous’ Pro-

cedures. Where simultaneous operations are
authorized to parallel runways, or conflicting runways

Page 4-1


9/18/98

(3) Category 3. Internal monitoring only.
Status indicator is not installed at control point.

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

213. UTILIZATION OF MONITORING
CATEGORIES.

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

b. Category 2 is a temporary condition not
considered in procedures development. ATC is
responsible for issuing NOTAM’s 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 shall not be
authorized if facility provides final approach course
guidance; is required for procedure entry, is used to
define the FAF; or is used to provide missed
approach guidance. See also paragraph 812b.

(2) When a facility is used to designate a
stepdown fix, alternate minimums shall be no lower
than the circling minimums required without the
stepdown fix.

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

(4) Dogleg airways or routes shall not be
predicated on these facilities.

(5) Navigational fixes developed from
crossing radials of Category 3 facilities shall not be
used to break a minimum en route altitude (MEA) to

Chap 2
Par 212

8260.19C CHG 1

a 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 shall exist
whereby an ATC facility is notified of indicated
changes in facility status.

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

214. UTILIZATION OF 75 Mhz MARKERS.

75 Mhz markers may be utilized as the sole source of
identification with the following limitations:

a. Missed Approach Point. Markers may be
authorized as missed approach points for
nonprecision approaches, provided a remote status
indicator (RSI) is installed at an ATC facility.

b. Final Approach Fix. As a nonprecision final
approach fix, the marker shall 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 Reversals. Procedure turns and
holding shall not be authorized from a 75 MHz
marker.

d@. Breaks in MEA’s. Fan markers shall 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.)

Page 2-7


9/16/93 8260.19C

FOREWORD

This order provides guidance for all personnel in the administration of the Flight Procedures
and Airspace Program.

It defines responsibilities, establishes criteria, and provides standards to assure effective and
orderly processing of all types of procedures actions.

Procedures personnel must use sound judgement, imagination, and initiative in carrying out
their assigned responsibilities and duties. They are encouraged to recommend improved
methods of operation.

ball

Williams, Jr. :
Director of Aviation System Standards

Page i (and ii)


8260.19C

e. When no fix overlies an LOM, the identifier
may be used: AB LOM. Use the identifier on
NDB procedures. In all other cases, when a
named fix is at the LOM, use that name:
ABBAH LOM. Use the named fix on LOC and
ILS procedures.

f. Analternate 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. Design SIAPs, utilizing crossing courses for
fix identification along the inbound course, to
minimize cockpit tuning requirements as
prescribed in TERPS paragraph 288c.

Page 8-8

9/16/93

Chap 8
Par 808e


8260.19C CHG 2

12/29/99

SECTION 5. DIRECTION FINDING (DF) PROCEDURES

450. GENERAL.

DF facilities have been established at air traffic
facilities. Many of these have the capability to provide
emergency approach procedure support where the DF
antenna is suitably located with respect to an airport.
This section describes a modified procedure to provide
maximum stability in the approach by utilizing small
degrees of turns and descents.

451. FORMAT.

The DF approach procedure shall be documented and
approved on Form 8260-10, Standard Instrument
Approach Procedure, and restrictively identified for
emergency use only. Include a diagram showing the
plan view of the procedure, including magnetic courses
and minimum flight altitudes. Provide minimum safe
altitudes to 100 miles from the DF antenna. Name the
appropriate ATC facility on Form 8260-10 to identify
the source of DF control.

452. APPLICATION OF CRITERIA.

Formulate the basic DF approach procedure in
accordance with TERPS chapter 8 (see also para-
graph 216c(4). Modify the approach pattern in
accordance with the following guidelines:

a. Initial Approach Segment. The initial
approach for on-airport facilities includes all portions
of the approach between the station passage and the
final approach course. Approach procedures for DF
facilities located off the airport shall have an
intermediate segment, in accordance with TERPS
paragraphs 812 and 813. The following is a description
of the modified low altitude triangular pattern:

(1) A 30° angle of divergence exists between
the outbound course and the reciprocal of the inbound
course.

(2) The outbound leg is established as a
3-minute leg.

(3) The base leg is formed by a 120° tum to
position the aircraft 90° to the final approach course.

(4) Two 45° turns are provided to place the
aircraft on final approach. These turns are depicted on
the diagram and executed at the discretion of the DF
operator.

Page 4-10

b. Minimum Altitudes. Show minimum altitudes
for each approach segment except for the portion
between the 45° tums. Establish the minimum altitude
for the final approach segment in accordance with
TERPS paragraph 321. Since these are emergency
procedures, do NOT establish ceiling and visibility
minimums.

c. Identification of Procedures. Normally,
develop only one approach procedure for each DF
location. More than one procedure may be developed
when procedures for low and high performance aircraft
are not compatible. Identify procedures in accordance
with TERPS paragraph 161.

453. DF VECTORING ALTITUDES.

Where a DF approach procedure is not authorized, DF
vectoring altitudes may be developed for use by the
controlling facility. Altitudes shall be entered on
Form 8260-10 and shall be identified as DF vectoring
altitudes. Required obstacle clearance is 1,000’. Round
altitudes to the next higher 100’ increment. Minimum
accuracy standards for controlling obstacles are stated
in paragraph 271b.

454. DF VECTOR AREA.

a. Criteria. Construct the DF Vector area in
accordance with paragraph 451, and TERPS chapter 8.

b. Sector Radii.
(1) Outer sector radius is 100 NM.

(2) Middle sector radius is 40 NM (Doppler)
or 30 NM (VHF/DF).

(3) Other distances may be used to sectorize
around obstructions and otherwise, if operationally
justified.

(4) Use a 20 NM sector radius for a low
altitude SIAP, and the 30/40 NM radius for high
altitude penetrations.

(5) Radii less than 10 NM should be used
with caution due to the requirement for adjacent sector
obstacle coverage stated in TERPS paragraph 810.

Chap 4
Par 450


8260.19C CHG 2

7000 ogi + 500 terrain = 1500" mat |
1500° — 250° ms! 250° above The
1250° / 3851.42"

23851.42' (GP!) = 22851.42"
(22851.42'

Thr elev 250. msi
GPL ~ Thr = 1900"

Figure 5-1

(a) When the GS (or EL) is inoperative,
the altitude for flying the LOC-only (or AZ-only)
may require an additional Class B/C/D/E Surface
Area (control zone) extension. Therefore. the 1.000'
point for LOC-only (or AZ-only) should be
determined in the same manner as for nonprecision
SIAP’s (see paragraphs 507c(2) through (4)).

(b) To locate a 1,000’ point in a
segment prior to the FAF, apply the provisions of
paragraphs 507c(2) through (5).

(2) Nonprecision approach procedures.
(NoPT w/FAF):

(a) When the SIAP specifies a
minimum altitude at the FAF greater than 1,000'
above the highest terrain in the final segment, the
1,000' point is assumed to be inbound from the FAF
at a distance determined by application of a descent
gradient of 500'/NM for distances in excess of 7 NM
from runway threshold, and 300'/NM for distances
at/less than 7 NM from the runway threshold; i.e.,
use both gradients to compute the 1,000' point when
the final segment is longer than 7 NM (see
figures 5-2 and 5-3).

$000 ogt + 200 +
2100 sl - 1200
900 7 300 Ft a

7 rary ~ om = 1000" point | 7,77

= 1200 ns!

Terrain 200° nst

Ray Elev
0 mst

Figure 5-2

Page 5-4

12/29/99
1000 ag) + S00 terrain ©. 1500" mst
3000 mst ~ 1500 = 1500" Far
8 (FAF) ~ 7 = 2am x 500'/am = 1000
1500" = 1000" = 500° / 300° = 1,67mm é
Jam ~ 1.67nm = 5.33am = 1000" point x00,
5.33 nm
1000" point
a

erin 500) me ae
Rwy Eley
O mst

Figure 5-3

(b) When the SIAP specifies a
minimum altitude at the IF greater than 1,000' above
the highest terrain in the intermediate segment, the
1,000’ point is assumed to be inbound from the IF at
a distance determined by application of a 500'‘/NM
descent from the IF (see figure 5-4).

[iGo og. Toa0 joven = OBE
|

3500" (IF) - 2000° = 1500’ ~ (3500
|1500" / $00 ft per om = 5 am A
tinm * 3nm = “anm = 1000 point |
" me ee 2 | 1000" poia
HK 3 om +]

Terrain 1900" mst

Figure 5-4

(3) Nonprecision approach procedures with
Procedure Turn (PT):

(a) Procedure turn over facility
(on-airport, no-FAF): Where a facility is located on
the airport (NDB, VOR, VORTAC) and the SIAP
does not incorporate FAF, the 1,000' point is
assumed to be 7 NM outbound beyond the facility for
a 10-mile PT, and 5 NM outbound for a 5-mile PT.

(b) Procedure turn over FAF:

1. When the SIAP specifies a
minimum altitude at the FAF less than 1,000' above
the highest terrain in the intermediate segment, the
1,000’ point is assumed to be 7 NM outbound beyond
the FAF for a 10-mile PT, and 5 NM outbound for a
5-mile PT (see figure 5-5).

Chap 5
Par 507



8260.19C CHG1

(2) Providing technical evaluations in
support of regional airspace programs to determine
the effect on visual flight operations.

(3) Coordinating the FSD portion of
assigned foreign instrument approach procedures
programs.

(4) Coordinating the FSD involvement in
Category I and III approvals including approval of
the associated Surface Movement Guidance System
pan

(5) Providing the operational input on
matters related to regional capacity studies and
airport operational safety initiatives.

(© Performing airport/airspace evalua-
tions to address operational safety issues in
coordination with Airports Division, as necessary.

(7) Providing the consolidated FSD
position for review of charted visual flight
procedures.

(8) Coordinating with Airports Division in
the approval or denial of modifications to airport
standards.

(9) Providing operational review and
comments for Airway Facilities Division’s sub-
mission of a NAS Change Proposal (NCP).

(10) When requested by the FPO, assists in
developing the equivalent level of safety for an AVN
originated procedures waiver.

113. AVIATION
(AVN).

a. AVN is the principal element within Airway
Facilities Service (AAF) directly responsible for the
in-flight inspection of air navigation facilities and
for the development and maintenance of instrument
flight procedures throughout the United States and
its territories. It is responsible for input to the
regional Airway Facilities Division Facilities and
Equipment (F&E) budget submission with respect to
terminal air navigation aids (other than radar) and
visual approach aids. Additionally, AVN supports
the Air Traffic Services (ATS) obstruction
evaluation and airport airspace analysis (OE/AAA)
program.

SYSTEM STANDARDS

Page 1-6

9/18/98

b. The National Flight Procedures Office,
AVN-100, is the AVN element responsible for the
development, maintenance, quality control, and
technical approval of public-use instrument pro-
cedures. It is also responsible for quality control and
technical support, as requested, for NAS related
products. Upon completion of instrument procedures
development, the division forwards completed
documentation to the FICO for flight inspection and
operational approval. Establishes procedures to
ensure GPS data is included in the national database.
Responsibilities include but are not limited to:

(1) Forwarding industry and user
comments on instrument procedures to the appro-
priate branch manager for evaluation and
processing.

(2) Coordinating requests for new
instrument procedures service with the respective
regional division 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

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

(5) Coordinating with regional divisions to
select a charting date consistent with priorities and
workload when a component of the National
Airspace System (NAS) is to be commissioned,
decommissioned, or altered.

(6) Coordinating the input for the planning
and development of regional F&E budget sub-
missions and programming actions.

(7) Analyzing obstruction evaluations to
determine the effects on current and planned
instrument flight operations, minimums, and/or
flight altitudes of all civil, joint-use, and U.S. Army
instrument procedures in accordance with current
policy.

(8) Evaluating regional airport and
airspace matters.

(9) Determining the necessity for environ-
mental impact studies as required by current policy.

Chap 1
Par 112



8260.19C CHG 2

states that pilots cleared to "fly or maintain runway
heading” are expected to fly or maintain the heading
that corresponds with the extended centerline of the
departure runway (until otherwise instructed by ATC),
and are not to apply drift correction; e.g., RWY 4,
actual magnetic heading of the runway centerline 044°,
fly 044°.

e. Terminology.
QQ) Departure instructions shall specify

"Climb runway heading... Alternatively, specific
heading may be used if necessary to avoid obstacles.

Page 4-16

12/29/99

(2) Do NOT use the terminology “Climb to
(altitude)...". without including a heading to fly.
INSTEAD, use "Climb runway heading (or
specified heading) to (altitude)...".

(3) Do NOT use the terminology "Climb
straight ahead...", as there is no guidance or reference
definition of this phraseology for the pilot to apply.

472-479. RESERVED.

Chap 4
Par 471


8260.19C CHG 2

(2) When a NOTAM (D) is issued to shut
down a facility permanently, only routine cancellation
of procedures predicated on that facility are required.
FDC NOTAM’s may be required for other procedures
supported by the affected facility.

(3) When a NOTAM (D) is issued closing a
runway, an FDC NOTAM need not be issued denying
straight-in minimums to that runway. If the closing is
permanent, routine procedure cancellations, including
takeoff/departure procedures, shall be processed.

(4) When a NOTAM (D) is issued for a
facility shutdown or outage, an FDC NOTAM denying
SIAP use is not required for those SIAP’s using only
that facility. However, other SIAP’s in the vicinity
must be reviewed to determine if that facility supports
courses or fixes; in such cases, those SIAP’s require an
FDC NOTAM. Particular attention must be given to
fixes supporting stepdown minimums and missed
approach procedures which are predicated on the out-
of-service facility. It is mot necessary to issue
NOTAM’s for fixes and terminal route segments
which are related to unusable airway segments from
the subject facility. Do not issue “Radar Required”
NOTAM’s on unusable or restricted airway segments
(see also paragraph 463).

When an instrument approach pro-
cedure is NOTAMed for an outage of an NDB or
DME facility providing ancillary support, (not
providing final approach course guidance), exempt
aircraft equipped with IFR GPS systems from the
restriction. For clarification, state the reason for the
restriction in the text of the NOTAM. An example for
use when a DME antenna is out of service: ‘DME
MINIMUMS NA EXCEPT FOR IFR
GPS-EQUIPPED AIRCRAFT, ORD DME OTS.” An
example of an ILS approach that uses an LOM for
procedure entry and/or missed approach clearance
limit: ‘PROCEDURE NA EXCEPT FOR IFR
GPS-EQUIPPED AIRCRAFT, FOR LOM OTS."

(5) When a NOTAM (D) removes a localizer
from service, the SIAP is unusable. If the GS is out,
the precision approach is unusable. If other ILS
components are out, the inoperative table applies.

(6) When radio control of approach lights or
runway lights is commissioned or the frequency is
changed, Flight Inspection issues a NOTAM (D) in
accordance with Order 8200.1, United States Standard
Flight Inspection Manual.

Page 2-14

12/29/99

225. AIRWAY NOTAM’s.

When a restriction or a change to an airway requires a
NOTAM, forward an FDC T-NOTAM to NFDC
following the procedures in paragraph 223.
NOTAM’s, reflecting airway changes within one or
more ARTCC's airspace, are issued under the affected
ARTCC identifier as Center Area NOTAM (CAN)
FDC NOTAM'’s on the NOTAM circuit.

a. Airway changes involving a single state and
one or more ARTCC’s shall be issued with the
ARTCC identifier followed by the two-letter state
code. The two-letter state code must also follow all
NAVAIJD and fix designators.

Example:

“FDC 8/0001 ZFW OK F/T AIRWAY ZFW ZKC.
V140 SAYRE (SYO) VORTAC, OK TO TULSA
(TUL) VORTAC, OK MEA 4300.

FDC 8/0002 ZKC OK FIT AIRWAY ZFW ZKC.
V140 SAYRE (SYO) VORTAC, OK TO TULSA
(TUL) VORTAC, OK MEA 4300.

REASON: TEMPORARY NEW TOWER. OE
98-ASW-0123.”

b. If the airway NOTAM affects one but less
than four ARTCC’s and multiple states, issue one
NOTAM for each affected ARTCC. If the NOTAM
affects four or more ARTCC’s, send one NOTAM
using FDC as the facility identifier.

c. If the restriction will exceed the time limit
established in paragraph 222b, forward an updated
FAA Form 8260-16 and/or 8260-2 simultaneously to
NFDC for charting.

Examples:

One ARTCC:

“FDC 8/0011 ZBW CT FVT AIRWAY ZBW. V1
HARTFORD (HFD) VORTAC, CT TO
MADISON (MAD) VOR/DME, CT MEA 3000.

REASON: TEMPORARY NEW TOWER. OE
98-ANE-1329."

Chap 2
Par 224


8260.19C CHG 2

12/29/99

SECTION 5. TERMINAL PLANNING

705. GENERAL.

a. Responsibility. The primary responsibility
for identifying airport locations that qualify for new
terminal navigational facilities (except radar) rests
with AVN-100. AVN-100 is required to participate
in terminal planning with respect to the type of
facilities required for the intended operations.
development of instrument procedures, operational
minimums, and the establishment of priorities for
procurement and installation of planned facilities.
AVN-LO0 regional 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 AWO/PM will provide technical
assistance to regional planning teams developing low
weather (Category I/II) facilities, applying
emerging technologies, or requiring expertise in
determining if a waiver to a flight procedure is
practical.

b. Planning Recommendations. AVN-100
regional personnel should identify potential improve-
ments to IFR terminal operations to appropriate Air
Traffic and Airports Division planners. Such
recommended improvements could occur as a result
of new facility restrictions, changes in aifport
operations, the need for improved instrument
procedures, safety considerations, and elimination of
criteria waivers.

706. REQUIREMENTS FOR OUTER
COMPASS LOCATORS FOR NEW ILS
INSTALLATIONS.

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 which 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. This
criteria specifies 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

Page 7-6

approach segment associated with instrument
approach procedure construction.

a. General Criteria.

(1) Compass locators are not required at
locations where satisfactory transitions can be
established to the LOC course from supporting
NAVAID’s unless holding at the compass locator is
required.

(2) Compass locators are not required in an
airport surveillance radar (ASR) environment where
radar service can be provided on a continuous basis.
Where radar service is utilized 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 outer marker (OM) by itself shail
not be utilized to identify the point from which
holding or procedure turn is to be executed (see
paragraph 214).

(4) A procedure turn 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 mile.

(5) Transitions shall not be established from
outside of the normal clearance and buffer areas
unless they have been flight checked and the
minimum localizer clearance requirements are met.
Where such a flight check 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 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 905d(2) and figure 7-4. TERPS
paragraphs 287a and 1761 apply.

(©) Transitions to the LOC course which
permit a straight-in approach (NoPT) will be
established in accordance with criteria for localizer

Chap 7
Par 705


12/29/99

8260.19C CHG 2

SECTION 10. NAVIGATIONAL FIXES

260. GENERAL.

Criteria for navigational fixes are contained in chapters
2 and 17 of Order 8260.3. When using a VORTAC,
fixes should be defined by DME from the facility
providing course guidance in addition to radials or
course intersections.

261. REPORTING POINTS.

Reporting points are established for use by ATC 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 rule making
action. It is ATC's responsibility to initiate airspace
rule making action for the designation of compulsory
Teporting points. Unless the reporting point can be
identified at the lowest operational altitude, it shall not

be designated a compulsory reporting point.

b. Non-Compulsory reporting points may be
established by ATC without the requirement for rule
making action.

262. UNPLANNED HOLDING AT _ DESIG-
NATED REPORTING POINTS.

a. Where required for aircraft separation, ATC
may request aircraft to hold at any designated reporting
point in a standard holding pattern at the MEA or the
minimum reception altitude (MRA), whichever
altitude is the higher, at locations where a minimum
holding altitude has not been requested. For this
reason, the conditions to be considered for holding
(obstacle clearance, communications, and facility
performance) must be reviewed whenever reporting
points are established or revised, even though specific
holding authorization has not been requested by the
ATC facility.

b. Unplanned holding at en route fixes may be
expected on airway or route radials, bearings, or
courses. If the fix is a facility, unplanned holding
could be on any radial or bearing. Where standard
holding cannot be accomplished at the MEA or MRA,
any necessary limitations must be clearly indicated on
FAA Form 8260-2, Radio Fix and Holding Data
Record.

Chap 2
Par 260

263. REQUESTS FOR
FIXES.

NAVIGATIONAL

FAA Form 8260-2 shall be used as the vehicle to
transmit the ATC requests for the establishment,
revision, or cancellation of navigational fixes, holding
patterns, and/or reporting points. All requests from
ATC facilities, civil and military, are forwarded
through the appropriate ARTCC to AVN-100.
AVN-100 may initiate FAA Form 8260-2 for
those navigational fixes which are required for the
development of SIAP’s. Other operationally required
navigational fixes shall be coordinated with the
appropriate ATC facility.

264. NAMING NAVIGATIONAL FIXES. In
order to satisfy the requirements of Flight Management
System (FMS), the following applies for all
procedures:

a. Name all intersections, DME fixes, ATD fixes
(except final segment stepdown fixes), RNAV
waypoints, starting and ending points of arc initials or
feeder segments, and (except for dead-reckoning
initials) points where feeder or initial routes intercept
the final approach course extended prior to the initial
or intermediate fix. Each name consists of a 5-letter
pronounceable word. Obtain S-letter names from
NFDC. Name fixes collocated with a facility (named
in accordance with Order 7400.2, chapter 3) the same
as the facility.

b. Coordinate with NFDC and the appropriate
ARTCC when a fix name change is required.
Document the change on FAA Form 8260-2.

265. DOCUMENTING
FIXES.

NAVIGATIONAL

a. All named civil and military fixes shall be
documented and approved on FAA Form 8260-2.
Chapter 9 of this order contains instructions for
entering data and submitting FAA Form 8260-2.

b. Military fixes are also maintained in the
National Data Base 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.

Page 2-21


8260.19C CHG 2

departure routes to avoid obstacles. TERPS para-
graph 1203 applies.

ff. Paragraph 1205a. Defer application of this
paragraph until further notice.

gg. Paragraph 1205d. Since application of
paragraph 120Se is deferred, a note shall be necessary
(see paragraph 835d(2)(a)).

| hb. Paragraph 1205e. Defer application of
runway reduction until further study of practicality and
method of implementation of this- procedure has been
completed.

| ii. Paragraph 1205f. Delay expressing climb
gradient in feet per minute pending an improved
method of presentation, which is being developed.

| ij Paragraph 1207a. Defer application of this
paragraph until further notice.

kk. Paragraph 1208, Defer application of this
paragraph to obstacles greater than 3 SM from DER.

| i. = Paragraph 1501r. Interpolate tables 15-1
and 15-2 or use the next higher values.

| mm. Paragraph 1502g. Establish only one

stepdown fix ina LORAN SIAP final segment.

mn. Paragraph 1512a. The 120° tur limitation
does NOT apply for a feeder-to-initial segment
connection where the initial segment is a course
reversal.

405. SIDESTEP MANEUVERS. A sidestep
maneuver is the visual alignment maneuver, required
by a pilot executing an approach to one runway and.
cleared to land on a parallel runway. The following
conditions shall exist:

| a. Runway centerlines are separated by 1,200’ or
less.

| _ b. Only one final approach course is published.

Page 4-6

12/29/99

c. Course guidance is provided on the runway |
centerline or within 3° of the runway centerline of the
primary runway.

d. The procedure is identified in accordance with |
TERPS paragraph 161.

e. Final approach areas shall be established for
both runways and shall be determined by the approach
guidance provided. Both final approach areas shall be
used to determine the MDA to the sidestep runway.

f. Use the same nonprecision obstacle clearance |
used for the primary runway to determine the published
MDA for the sidestep maneuver.

g. Establish published visibility in accordance |
with table 6 or 11 of TERPS, whichever is higher.

(1) One-half mile visibility reduction is
authorized if ALS, MALSR, or SSALR is installed to
the sidestep runway. The minimum visibility after
applying credit for lights must be no less than 1 mile.

(2) Visibility shall be increased 1/4 mile when
the "sidestep" runway threshold is over 1,000’ closer to
the FAF than the runway with course guidance.

NOTE: If descent gradient is exceeded, the
sidestep maneuver shall NOT be authorized.

h. Sidestep minimums shall be published in
accordance with the example below:

Minimums block:
S-ILS 27L
S-LOC 27L
SIDESTEP 27R
CIRCLING

406-419. RESERVED.

Chap 4
Par 404


9/18/98

8260.19C CHG 1

SECTION 7. QUALITY/STANDARDIZATION OF
INSTRUMENT FLIGHT PROCEDURES

230. AVN-100 ACTION.

a. AVN-100 is responsible for the accuracy of
procedures it develops, and for establishing and
conducting a system of quality control which ensures
that such procedures conform to applicable criteria,
standards, and policy.

| b. AVN-100’s system of quality control shall

ensure that all flight procedures and NOTAM’s
submitted to NFDC for publication 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 AFS-420 PRIOR TO
submission for publication. AFS-420 will issue
appropriate instructions as necessary.

d. Instrument charts produced by National
Ocean Service will be reviewed by AVN-100,

Chap 2
Par 230

upon receipt, for variations from information
submitted for publication and for clarity of the
graphic portrayal. Charting errors detected shall be
forwarded directly to NFDC for corrective action.
Charts which do not clearly portray the procedures
should be referred to AFS-420, with recommenda-
tions for charting improvements.

231. AFS-420 ACTION.

a AFS-420 monitors procedures and FI/T or
FI/P NOTAM’s on a random surveillance basis and
only relative to policy compliance.

b. Preliminary reviews may be conducted by
AFS-420 upon request by the AVN-100. When
unusual circumstances exist, AFS-420 will issue
appropriate instructions to AVN-100 as necessary.

232-239. RESERVED.

Page 2-17


12/2999 8260.19C CHG 2

SECTION 4. SPECIAL PROCEDURE PROCESSING INSTRUCTIONS

| 440-449. RESERVED

Chap 4
Par 440 Page 4-9


12/29/99

intercept angles and length of intermediate segment
described in TERPS paragraph 922 and depicted in
figure 7-3. Although criteria permit localizer
intercept of 15° at one mile from the OM, it is
recommended that all intercepts be established no
less than 3 miles nor more than 10 miles 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 Transitions. The standard for
localizer usable distance/coverage is 18 miles within
+ 10° of the localizer course. and 10 miles for that
area between 10° and 35° 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. Figures 7-1, 7-2,
7-3. and 7-4 depict normal clearance areas with a
2-mile 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 check 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 7-1, 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 7-2 and a fix can be
established at the OM location in accordance with
paragraph 706a(4), a transition may be established to
the fix from which a procedure turn can be executed.

(3) When a VOR, NDB, or satisfactory fix
exists or can be established within the shaded area
shown in figure 7-3, a transition may be established
to the localizer course and a procedure tum is not
required.

(4) Criteria for fix accuracy is contained in
TERPS paragraph 287a. Minimum divergence
angle for PT fix is 45°.

c. Locations that Qualify for a Compass
Locator. 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

Chap 7
Par 706

8260.19C CHG 2

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 706b.

(2) In a non-radar environment where
satisfactory transitions can be established in
accordance with paragraph 706b, but the flow of
traffic is such that operational requirements cannot
be satisfied and the lack of a compass Jocator 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.

ad Approach Procedure Design. To the extent
possible, ILS approach procedures shall be designed
to eliminate the compass locator as a required
facility for the execution of the approach.
Transitions shall be established in accordance with
the following:

(1) Original Procedures, In designing
original procedures prior to ILS commissioning,
transitions shall be limited to those which can be
established in accordance with the general guidelines
contained in paragraph 706b unless a compass
locator is programmed.

(2) Revised Procedures. 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 equipped. However, DME arc
initial segments are not encouraged for reasons
stated in paragraph 807g(4). DME fixes established
where an arc transition intersects the ILS course
shall be named. If DME is the only means of
providing transitions or fixes, a compass locator
should be provided.

Page 7-7


9/18/98 8260.19C CHG 1

for planning ways to climinate waivers through the b. Distribution of a canceled waiver shall be
modification, addition, or relocation of navigation made to the. same organizations that received the
approved waiver (see paragraph 903).

285-289, RESERVED.

Chap 2 Page 2-27
Par 284


8260.19C CHG 2

#800" ogi + 2000" terrain = 2500" mst er

3600" ED) = 3500" = 100

307 S00 Ft per nn = D2 nm t
= 1500" pant sD

1900" point

Terrain 1900" msi

Figure 5-31

4. If the 1,500" point is inside the
FAF, apply the methodology in para-
graph 507c(2)(a) using a 500'/NM descent gradient.

(Condition: Distance between the stepdown
fix/facility and the FAF greater than 5 NM — see
TERPS paragraph 244d). Since the fix/facility
becomes the IF in this case, apply methodology for
PT over the IF (see paragraph 507e(2){e)).

NOTE: Where the distance between the stepdown
(fixlfacility and the FAF equals 5 NM, either
TERPS paragraph 244d or 244e may be applied;
use the appropriate guidance in  para-
graph 507e(2)(d) or 507e(2)(e) accordingly.

(e) PT over the IF:

1. If the PT completion altitude is
Jess than 1,500' above the highest terrain in the
segment underlying the course reversal, the 1,500'
point is in the PT maneuvering area (see
paragraph 507k(7) and figure 5-32).

1900" point in PT
7 eeneen ores

3300

Terroin 2000" mst

Figure 5-32

Page 5-12

4900

12/29/99

2. Ifthe PT completion altitude is
equal to or greater than 1,500' above the highest
terrain in the segment underlying the course
reversal, the 1,500' point is assumed to be 7 miles
from the IF on the PT inbound leg (see figure 5-33).

Si ce

i
| Terrain 2000" ast

Figure 5-33

3. If the minimum altitude at the
IF is equal to or greater than 1,500' above the
highest terrain underlying the course reversal, BUT
less than 1,500' above the highest terrain in the
intermediate segment, the 1,500' point is at the IF
(see figure 5-34).

3500"
eoint

Terrain 1600" rst
Terrain 1200' ast

Figure 5-34

4. If the minimum altitude at the
IF is greater than 1,500' above the highest terrain in
the intermediate segment, the 1,500' point is
assumed to be inbound from the IF at a distance
determined by application of a 500'7NM descent

gradient (see figure 5-35).

Chap 5
Par 507


8260.19C CHG 2 12/29/99

Page No.

906. CANCELLATION.
907. GENERAL.

SECTION 5. FORM LETTER FOR COORDINATION OF SIAP’S ..........csccsssessessesseeseeseess 9-19

908. PREPARATION OF COORDINATION LETTER ......::sccsecsessessesessssessessesecsssneseesenssseeee 9-19
SECTION 6. STANDARD INSTRUMENT APPROACH PROCEDURE DATA RECORD,

FAA FORM 8260-9 (RIS: FS 8260-7)..........-:ccccssssssssssessscssessessesnssseesscssseeseenseesses 9-21

909. PREPARATION OF FAA FORM 8260-9 .......ccecccssssssesesessersssecsssessssnesssseeesnesssenessseneaes 9-21

SECTION 7. TRANSMITTAL OF AIRWAYS-ROUTE DATA, FAA FORM 8260-16........ 9-25

910. PREPARATION OF FAA FORM 8260-16 ......ceccssssesessesessseresseeresnessesssessesacsessesarsenseseees 9-25
911.-999. RESERVED .........ceccecscsescsssssesssesesssneneacscscsscseasesesesesesececnssesesessaneneasseseseeecsesseensseeees 9-27

APPENDIX 1. FLIGHT PROCEDURES REFERENCES (4 Pages)

ORDERS AND NOTICES.
ADVISORY CIRCULARS
FEDERAL AVIATION REGULATIONS (FAR’s
OTHER PUBLICATIONS

AHhWHY

APPENDIX 2. OBSTACLE ACCURACY STANDARDS, CODES, AND SOURCES (5 Pages)

100. UNITED STATES NATIONAL MAP ACCURACY STANDARDS
101. ACCURACY CODES AND SOURCES

APPENDIX 3. DIRECTIVE FEEDBACK INFORMATION, FAA FORM 1320-19 (2 Pages)
Sample FAA Form 1320-19 .......:scsccsscssssscsssssseseescsesceenssnsneseensnsnssesseesessesnssassenueseenssnsasenesnssnesseenenseeases 2
APPENDIX 4. RADIO FIX AND HOLDING DATA RECORD, FAA FORM 8260-2 (13 Pages)

Sample FAA Forms 8260-2 (Front side only) ..
Sample FAA Forms 8260-2 (Front and Back)..
Sample FAA Forms 8260-2 (Front side only) ..
Sample FAA Forms 8260-2 (Front and Back)..
Sample FAA Form 8260-2 (Cancellation)...

APPENDIX 5. ILS - STANDARD INSTRUMENT APPROACH PROCEDURE,
FAA FORM 8260-3 (9 Pages)

Sample FAA Forms 8260-3 (Front side only) .
Sample FAA Form 8260 3 (Pages 1 and 2) .

Page xii


2/29/99 8260.19C CHG 2

SECTION 9. COMMUNICATIONS AND WEATHER ..............cc:ceseeseseeseeseseneseeseetsssensenenenne 2-20

250. COMMUNICATIONS REQUIREMENTS
251. USE OF UNICOM........cccccessessssesesessessenesnesssesseeeseeeeenseeee
252. AUTOMATIC ALTIMETER SETTING AND WEATHER

253.-259. RESERVED

SECTION 10. NAVIGATIONAL FIXES ...........ccccccsssssesessssessseneneesneseeeeeseececeeensnesceesneseneneanense 2-21

260.
261. REPORTING POINTS
262. UNPLANNED HOLDING AT DESIGNATED REPORTING POINTS
263. REQUESTS FOR NAVIGATIONAL FIXES
264. NAMING NAVIGATIONAL FIXES .........
265. DOCUMENTING NAVIGATIONAL FIXES
266. CORRELATION OF NAVIGATIONAL FIXES AND CHANGEOVER

POINTS (COPS)
267. MINIMUM RECEPTION ALTITUDES (MRA)
268. FLIGHT INSPECTION............cscscsssssssseseenseneneees
269. MAXIMUM AUTHORIZED ALTITUDES (MAA)

SECTION 11. OBSTACLE DATA ACCURACY ..........ceccccsssssseseseseseeeeesesesenssstsessecenensnenseneeee 2-23
270. GENERAL .......cscccsssssesesssessesssenesensscseesseseseneeseneseccsenenssesseeneeeseeaseetenseensncacessesaeessennansneee 2-23
271. OBSTACLE DATA ACCURACY STANDARDS FOR INSTRUMENT

PROCEDURES .

272. APPLICATION .
273.-279. RESERVED...

SECTION 12. WAIVER OF STANDARDS ..........ccccsessssssssssesseseescseseesesenssscneeneneeseenesseneeneeneene 2-26

280.
281. WAIVER PROCESSING
282. WAIVERS FOR SPECIAL INSTRUMENT APPROACH PROCEDURES.
283. PERIODIC REVIEW OF WAIVERS
284. CANCELLATION OF WAIVERS
285.-289. RESERVED

SECTION 13. IAPA PROCEDURES DEVELOPMENT AND PROCESSING. ................--- 2-28

291. IAPA RECORDS DISPOSITION
292.-299. RESERVED..........

Page v


8260.19C CHG 1

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 (see paragraph 272).

(8) Take no further action if the controlling
obstacle elevation plus accuracy code adjustment
does not affect a SIAP minimum altitude or gradient.

| (9) AVN-100, in coordination with Air
Traffic, shall determine the accuracy standard to
apply in the evaluation of a proposed obstruction,
and to apply in the development/revision of any
affected procedures.

ec. IAPA Data Base. The IAPA obstruction
database file contains obstacle location and elevation
data as provided to AVN by the NOS. The data
contains both verified and unverified obstacles.
Discrepancies in the LAPA obstacle database found
in the .development, review, and revision of
instrument procedures shall be identified to
| AVN-22A.

272, APPLICATION.

Adjust the instrument procedure to meet the
requirements of the minimum accuracy standards.
When an altitude adjustment is required which
would adversely affect the procedure minimums,
evaluate the nature, magnitude, and rationale for the
adjustment; then review records to identify an
existing source validating a higher level of accuracy
which could preclude the need for adjustment.
Where the review fails to produce an improved
accuracy source, notify the appropriate Airports
Division for assistance relative to existing
obstructions; or notify the appropriate Air Traffic
Division when the review involves a proposed
structure or modification to an existing structure
being studied in the Obstruction valuation (OE)
| program. AVN-100 need not delay further
processing of affected procedures pending receipt of
higher level accuracy data ONLY where
operationally prudent.

a. Manual. When manually developing the
procedure, identify all controlling obstacles on FAA
Form 8260-9 in coordinates to the second, and
assign the highest order of accuracy known for the
data source (see paragraph 909).

Page 2-24

9/18/98

b. IAPA. When using IAPA to develop the
procedure, apply the accuracy standards as follows:

(1) Obstacle accuracy standards shall be
applied when determining the altitude(s) to be
charted.

(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.

c. Evaluation Sequence. In either paragraphs
272a or b, first determine the controlling obstacle
using raw obstacle data. Then add horizontal/
vertical accuracy code adjustments to the raw values
to determine the obstacle's most adverse location and
elevation. Accuracy code adjustment is not applied
to obstacles evaluated relative to Order 8260.3,
paragraphs 289 or 332.

d. "Controlling Obstacle" has the following
definitions for the purpose of application and
documentation:

(1) For precision SIAP final segments, that
obstacle which, having penetrated the obstacle
clearance or transitional surface, requires the highest
glide slope above 3° and/or causes the most adverse
decision altitude (DA) adjustment. Where there are
multiple penetrations, first determine the required
DA adjustment for each obstacle using raw obstacle
data. Then, having determined the controlling
obstacle, recalculate the required DA adjustment
using accuracy code adjusted data.

(2) For nonprecision final segments, inter-
mediate, initials, holding, feeders, etc., the obstacle
in the primary area (or secondary area equivalent)
which has the highest elevation.

(3) For barometric VNAV final segments,
that obstacle which causes the most adverse DA or
requires the highest vertical path angle (VPA) above
3°.

(4) For missed approach segments, that
obstacle which, having penetrated a missed approach
obstacle clearance surface, causes one of the
following:

Chap 2
Par 271


12/29/99

8260.19C CHG 2

4) TERPS obstacle assessment identifies obstacles
requiring a CG to 200’ or less above DER and additional
obstacles that require a CG to an altitude greater than
200’ above DER.

Apply a combination of action items from 2) and 3) above
as appropriate.

d. Least Onerous Route.

(1) When climb gradients greater than
200’‘/NM are required in conjunction with a detailed
flight maneuver, the obstacle DP route shall be
established over terrain or other obstacles which results
in the lowest possible climb gradient for that runway or

airport.

(2) Consideration shall be given to pilot
workload and other aircraft performance requirements
such as number of tums, NAVAID communication
frequency changes, navigation system complexities,
etc.

(3) It is essential that AVN-100 fully
coordinate with the controlling ATC facility in the
development of this routing to ensure flight safety is
maintained; i.e., that the basic requirements of least
onerous routing are not in conflict with existing ATC
routing and airspace design/structure.

e. Order 8260.3, Chapter 12 requires appli-
cation of diverse departure criteria to all runways
authorized for instrument departures.

(1) Successful diverse criteria evaluation
ensures that aircraft are capable of departing in any
direction from a runway and a textual or graphic DP is
not required for obstruction clearance. Therefore,
standard takeoff minimums apply and a Form 8260-15
is not required.

(2) When the diverse criteria evaluation
indicates a requirement for a specific departure routing
for obstruction avoidance, develop a textual or graphic
DP using the least onerous route to the en route
structure. This procedure will be charted as the default
IFR departure procedure for obstruction clearance.
There shall only be one default DP developed for each
runway. The default DP should be textually depicted;
however, when a graphic depiction is required (see
paragraph 471), the name of the default graphic DP for
the pilot to use shall be stipulated on the
Form 8260-15A in the “TAKE OFF MINIMUMS”
section (see paragraph 835d(2)(a)4); eg. “USE
JONES DEPARTURE.”

Chap 4
Par 470

471. PUBLICATION.

a. When detailed flight maneuvers are
established for obstacle avoidance or for ATC
purposes, they are documented as "DEPARTURE
PROCEDURES" on Forms 8260-15A, B, and C, as
specified in paragraphs 833 and 835, or 8260-7. DP’s
required for obstacle avoidance may be either a stand
alone textual or graphic procedure. Textual DP’s are
simple, may include a climb gradient requirement, and
no more than one tum and/or altitude change. More
complex DP’s, involving climb gradient requirements,
multiple tums, and/or altitude changes shall be
graphically depicted. Develop RNAV DP’s and DP’s
required for ATC purposes as graphic departures.

b. Departure procedures should place the
aircraft in the en route strata expeditiously, but should
also reflect the realities of ATC system requirements.
AVN-100 shall coordinate with ATC to assure,
whenever practicable, that departure procedures reflect
the commonly used routing out of each airport. When
ATC routing requirements are not a factor, develop the
default DP based on the least onerous obstacle based
routing to the en route system.

c. DP’s shall accommodate ATC and obstacle
clearance requirements with regard to minimum fix
crossing altitudes and climb gradients. When
application results in dual altitudes over a fix and/or
dual CG's, both shall be documented on the
appropriate Form 8260-15. Document the ATC altitude
followed by the obstacle altitude in parenthesis; e.g.,
9,000 (6,500). When ATC and obstacle altitude
requirements are separated by 500’ or less, they may be
combined and only the higher value charted as a
minimum altitude. Climb gradient requirements shall
be assumed to be the minimum required for obstruction
clearance purposes unless annotated “ATC” in
-, 400’/NM to 3,000; 450’/NM to 2,000

d. "Runway heading"' is defined in the
Pilo/Controller Glossary of the Aeronautical
Information Manual (AIM) as "the magnetic direction
that corresponds with the runway centerline extended,
not the painted runway numbers." The glossary further

Page 4-15



12/29/99

4. If the minimum altitude at the IF
is greater than 1.000' above the highest terrain in the
intermediate segment, the 1,000' point is assumed to
be inbound from the IF at a distance determined by
application of a 500'/NM descent from the IF (see

figure 5-13).

1000" ogi + 2000 Terrain = 3000" msi
S00"

‘Borders > 000"
00

Terrain 2000" ns!

Figure 5-13

5. If the 1,000' point is inside the
FAF, apply methodology in paragraph 507c(2)(a).

(4) Hold-in-Lieu-of Procedure Turn:
(a) At the FAF:
1. If the minimum altitude at the
FAF is 1,000' above the highest terrain in the final

segment, the 1,000’ point is at the FAF (see
figure 5-14).

Figure 5-14

2. If the minimum altitude at the
FAF is greater than 1,000" above the highest terrain
in the final segment, apply the methodology in
paragraph 507c(2)(a).

3. If the minimum _hold-in-
lien-of-PT altitude is equal to or greater than, BUT
the minimum altitude at the FAF is less than 1,000'
above the highest terrain underlying the course

Chap 5
Par 507

8260.19C CHG 2

reversal, the 1,000' point is assumed to be in the
holding pattern area. The Class B/C/D/E Surface
Area (control zone) extension must encompass the
entire holding pattern primary area (see figure 5-15).

Basic Class B/C/D/E Surface Area

Neen nce ee aad

Class B/C/D/E Surfece Area Extension

Figure 5-15
(@) At the IF:
1. If the minimum altitude at the IF
is less than or equal to 1,000' above the highest

terrain in the intermediate segment, the 1,000' point
is at the IF (see figure 5-16).

2500

Terrain 2000’

Figure 5-16

Page 5-7


ORDER

8260.19C

Flight Procedures
and
Airspace

September 16, 1993

U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION

Distribution: ZyN-826 Initiated By: AvN-220


Chap 7
Par 706

12/29/99

8260.19C CHG 2

“a
2 NM

va \ VOR
BUFFER AREA “ \
a
/ va \

\ CROSSING /
ae

_ \ RADIAL
ee oe
D>

LOCALIZER
ANTENNA

\
\
fowl
ii 1° |
mye =
OPTIONAL / } 3 |
LEAD RADIAL f | i
LOCALIZER
MINIMUM = S
COVERAGE
AREA /
N
/>
~ /
\
SATISF ACTORY SL7 TRANSITION TO VOR
TRANSITION LOCALIZER
AREA BOUNDARY

NoPT

Figure 7-4. STAND-ALONE FIX ON LOC COURSE

Page 7-11


8260.19C CHG 2 12/29/99

SECTION 3. ENVIRONMENTAL REQUIREMENTS ...........cccscsscssesecsseseseseessssseseseseseeteneeees 2-3

206. NOISE ABATEMENT
207. ENVIRONMENTAL IMPACTS.

SECTION 4. FACILITY UTILIZATION AND MONITORING

208. FREQUENCY SERVICE VOLUMES
209. ATC USABLE DISTANCE AND ALTITUDE LIMITATIONS .
210. REQUESTS FOR EXPANDED SERVICE VOLUMES (ESV)
211. UTILIZATION OF LOCALIZERS AS EN ROUTE AIDS
212. MONITORING OF NAVIGATION FACILITIES ..
213. UTILIZATION OF MONITORING CATEGORIES :
214. UTILIZATION OF 75 Mhz MARKERS .........cccccessssssssssssseseseseseneseaeseneeeceneasscnescaeaeensees

SECTION 5. IMPLEMENTING EPOCH YEAR MAGNETIC VARIATION (MV)............ 2-8

2-8

216. RESPONSIBILITIES 2-8
217. GUIDELINES...... 2-10
218.-219. RESERVED . 2-10
SECTION 6. NOTICES TO AIRMEN (NOTAM) 2-11
220. ~2-11
221. NATIONAL NOTICE TO AIRMEN SYSTEM .2-11
222. FDC NOTAM TYPES 2-11
223. FDC NOTAM PREPARATION, REVIEW, AND TRANSMITTAL 2-11
224. INSTRUMENT PROCEDURE NOTAM’S . 2-12
225. AIRWAY NOTAM’S 2-14
226. NOTAM CONTENT 2-15
227. NOTAM FOLLOW-UP ACTION. . 2-16
228. NOTAM RESPONSIBILITY .. . 2-16
229. 2-16

230. AVN-100 ACTION .......ccsccesessecnsscsccstsessecaesssetsassececeneneeeccnsensenercesseenessscensecstsnssnsnsansananes 2-17

231. AFS-420 ACTION..
232.-239. RESERVED...

SECTION 8. PERIODIC REVIEW OF INSTRUMENT PROCEDURES .

240. GENERAL.
241. AVN-100 ACTION
242.-249. RESERVED

Page iv


8260.19C CHG 2

12/29/99

SECTION 6. AIRPORT PLANNING

707. GENERAL.

a. Familiarity. Since runway location. con-
figuration, and alignment with respect to associated
navigation facilities determine the IFR capability of
an airport, AVN-100 regional personnel should be
thoroughly familiar with all airports existing or
planned in their areas of responsibility. AVN-100
specialists should have access to all available
material relative to airport planning and
development and be familiar with the AIP projects
| for which they are responsible. The AWO/PM will

Page 7-12

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 Master Plans or amendments
coordinated by the Airports Division, should be
routed through regional Flight Standards Divisions
and AVN-100 regional personnel for review and
comment. AVN-100 should develop necessary
coordination procedures with Airports Division
personnel.

Chap 7
Par 707


8260.19C CHG 2

(3) Coordinate all FDC NOTAM’s with the
affected ARTCC facility and the appropriate regional
offices at the time of submission, or if unable, during
the next normal workday (See also Order 8260.3,
paragraph 150). Normally, AVN-100 should also
notify the airport manager at the affected location.

NOTE: The ARTCC will ensure that the NOTAM's
are forwarded to all affected ATC facilities under
Order 7930.2F, paragraph 2-2-3.

(2) AVN-100 shall establish procedures to
ensure that all NOTAM’s are reviewed for accuracy,
completeness, content, etc. prior to submission.

(3) Call NFDC to ensure a specialist is
available to receive the NOTAM Once assured,
submit NOTAM's to the NFDC via facsimile (FAX).
A typewritten or legible handwritten copy is required;
however, a telephone call is acceptable in emergencies.
A record of a successful FAX transmittal after the
phone call assures receipt.

(4) During periods when NFDC is closed or
a specialist cannot be contacted, FAX the NOTAM
directly to the USNOF. The NOTAM originator is
responsible for ensuring USNOF receipt.

(5) Ensure that a copy of all FDC
NOTAM’s sent directly to the USNOF is clearly
annotated that it has been sent directly to the USNOF
and also sent to NFDC via FAX at the time of
transmittal. This will preclude duplication and
confusion.

b. NFDC is responsible for reviewing applicable
FDC NOTAM’s for accuracy, format, completeness,
and data base agreement prior to forwarding them to
the USNOF for transmittal. Discrepancies noted by
NFDC will be resolved through the originating
AVN-100 branch. NFDC is also responsible for
compiling NOTAM's for inclusion in the Notices to
Airmen Publication (NTAP) and follow up actions
noted in paragraph 227.

c. The USNOF is also responsible for ensuring
that FDC NOTAM’s are in the proper format under
this directive and Order 7930.2. Questions/
discrepancies will be addressed to the submitting
agency, NFDC, or AVN-160 as appropriate. FDC
NOTAM's affecting FAA developed military SIAP’s

Page 2-12

12/29/99

at civil locations shall be issued separately and
forwarded to the USNOF military representative.

d. Cartographic Standards Branch, ATA-130,
is responsible for issuing, tacking, and canceling
FDC NOTAM’s used to correct/amend U.S.
government IFR en route and VFR sectional
aeronautical charts when necessary to resolve charting
errors.

224. INSTRUMENT PROCEDURE NOTAM’s.

a. A complete review and a new amendment are
the preferred methodology for permanent procedure
changes, particularly when applying new or revised
TERPS criteria. However, it is recognized that this
may not always be possible due to workload, staffing
level, etc. P-NOTAM!’s have proven to be an effective
means of updating aeronautical charts within the
following guidelines:

(1) There is no age limit on a SIAP
submitted for P-NOTAM amendment as long as
AVN-100 reviews it and ascertains that there are no
other safety of flight changes required to the
procedure. Do NOT prepare a NOTAM solely to
address minor non-safety related discrepancies to a
SIAP; however, if a NOTAM is required for safety
reasons, other items may be included in the PNOTAM
to simultaneously update procedure charts.

(2) AVN-100 may issue P-NOTAM’s for
consecutive amendments to the same procedure.
All P-NOTAM amendments shall be sequentially
lettered (e.g., Amendment 13A, 13B, 13C, etc.) as a
suffix to the current amendment.

(3) Exercise caution in adding P-NOTAM’s
to a procedure or when initiating a P-NOTAM when
there is a current T-NOTAM in effect for the
procedure. In many cases close follow-up action,
including canceling and reissuing NOTAM’s, will be
necessary to ensure there is no confusion for pilots and
chart producers.

Examples:

The currently published SIAP is AMDT 3. There is a
T-NOTAM in effect for AMDT 3 that will remain in
effect after AMDT 3A is charted. When AMDT 3A is
charted, the T-NOTAM must be canceled and reissued
for AMDT 3A.

Chap 2
Par 223


8260.19C CHG 2

5 1500" pont

rencuering erea >
wold in teu of PT

Terrain 2106" noi

wa Terrain 2000 ON

/~<

Figure 5-38

3. If the minimum altitude at the
IF is greater than 1,500' above the highest terrain in
the intermediate segment, the 1,500’ point is.
assumed to be inbound from the IF at a distance
determined by application of a 500'/NM descent
gradient from the IF (see figure 5-39).

1500" agi + 2000 terrain = 3500" ns!
‘3600'C1F) ~ 3500" = 100°
100° / 500 Ft per nnn = D2nn

= 1500" point

Hotd in lieu of PT
3600

3000
a= S 500" point

Terrain 2000 asi |

Figure 5-39

_ {Missed Approach: Normally. it can be
expected that the airspace required to encompass the

| IAP’s or DP’s at an airport will be sufficient to
encompass that airspace required for missed
approach procedures. This particularly applies to
any need for Class B/C/D/E Surface Area extensions.
Determine required airspace as follows:

Page 5-14

12/29/99

(i) Draw the IAP missed approach
segment areas on a sectional chart (or any other
chart depicting controlled airspace).

(2) Establish a 700' Class E airspace area
whenever an IAP authorizes aircraft operation
atfbelow 1,500' AGL outside the basic Class
B/C/D/E Surface Area. Where the clearance limit is
reached prior to the 1.500' point. ensure the entire
missed approach primary area is contained within
Class E 700' airspace, including clearance limit
holding, if required (see figure 5-40).

+ 3500" ogi = 3970051
= a7e0eMbn

H Lo — son ——} ‘arpt elev: 2470
woe 2785
82200 —
~
— —
f —
1300
port
~ a
[—* p
—
_
Class B/C/D/E Surfoce Ares Close € 707 Arspece
Figure 5-40

g. HI-VOR or NDB (No FAF).
(1) 1,000° Point:

(a) If the penetration turn completion
altitude is equal to 1,000' above the highest terrain
in the area prior to the 10-mile point, the 1.000'
point is at the 10-mile point.

Chap 5
Par 507


12/29/99

Gloss 8/C/D/E
Surtoce Aveo (SA) —_\Y

Centerline dist NOB to SA = D (om) |
1/2 wioth = .08330 + 1.250m |
[122 wisth is not less thon Iam |
ewNoret

Wot less
thon 2 nm

Nos

/ 1000" point
Gloss 8/C/D/E Surtoce
Area Extension

Figure 5-19

Where the 1,000’ point is located in the inter-
mediate segment. determine the segment width
abeam the 1,000' point using the appropriate
guidance in TERPS chapter 2.

e. Class E 700' airspace arrival extensions. A
700' Class E airspace extension should be established
whenever a SIAP authorizes descent to less than
1,500' AGL. The width of the Class E 700' airspace
extension is established equal to the width of the
initial, intermediate, or final primary area at the
widest point between the basic Class E 700' airspace
and the point where the aircraft descends below
1,500' AGL. The methods used to locate the 1, 500'
point in a precision final are similar to those used to
locate the 1,000’ point. Refer to paragraph 506c(1)
and use 1,500' in place of 1,000'. For other
precision segments, or for LOC/AZ, refer to
paragraphs 507e(1) through (3).

(1) No PT: Apply the methodology con-
tained in paragraphs 507c(2)(a) and (b), except,
where a 300'/NM descent gradient was used, apply a
5007NM for the 1500’ point determination. In
figure 5-20, the aircraft will reach 1,500" AGL at
6 miles prior to the FAF using a 500'/NM descent
gradient from the IF (see figure 5-20).

Chap 5
Par 507

8260.19C CHG 2
[EE Pee ee an |
ee, eS Ln Sor per nn sescent gradient
[Os Bb pont | ls
——— ee
sof be intel
cv
Far 1500 —<——
I= 1200"

Tnternediote

3 re ——+

Rwy elev
‘st

Terrain elev 0" mst
— lev OF ni

Final
Figure 5-20
(2) Procedure Turn:

(a) On-airport no-FAF: For a 10-mile
PT, the 1,500’ point is assumed to be 7 miles from
the PT fix or facility on the inbound leg. Similarly.
for a 5-mile PT, the 1,500' point is assumed to be
5 miles from the PT fix or facility. HOWEVER, if
the PT completion altitude is less than 1,500 feet
above the highest terrain in the final segment
underlying the course reversal. then the 1.500" point
is in the PT mameuvering area (see para-
graph 507k(7) and figure 5-21).

PT 1800" point in PT
a ranewering ore0
3300
j Terrain 2000’ mst
Figure 5-21

(b) PT over the FAF:

If the PT completion altitude is
less than 500 above the highest terrain in the
intermediate segment, the 1,500' point is in the PT
maneuvering area (see paragraph 507k(7) and
figure 5-22).

Page 5-9


12/29/99

b. Computer Generated Forms. Most FAA
forms used in the development of instrument
procedures can be automated through the use of an
approved electronic forms software package.

(1) Implementation. The implementation of
this system will reduce the errors and tedium of filling
procedures forms either by hand or the typewriter. This
system also allows information to be extracted from
sources such as text files and other databases.

(2) Use of Automated Forms. This automated
process allows each user to fill in forms completely and
accurately, and to print the forms. The Flight Procedure
Standards Branch, AFS-420, provides administrative
control over any modification of the automated forms.
Direct any recommendations for changes or
modifications to AFS-420 with a courtesy copy to the
Automation Technology Branch, AVN-22A.

(3) Equipment Requirements. Each user
office must have access to the appropriate
hardware/software to use automated electronic forms
software. Contact AVN-22A for more specific
requirements.

(4) System Description. This electronic form
processor has a visual interface and allows each user to
work with forms using windows, pictures, and menus
on a screen. The completed screen data and form may
be printed on bond paper.

c. IAPA Generated Forms. Refer to chapter 2,
section 13.

105. TERMS AND DEFINITIONS.

For the purpose of this order, flight procedures are
identified as the functions for predetermining safe and
practical methods of navigating aircraft which 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 — action is permissible
b. Shall — action is mandatory.

c. Should — action is desirable.

Chap 1
Par 104

8260.19C CHG 2
d. Will — indicates a presumption that action is to
be taken.
e. AWOP -— All Weather Operations Program.

f. 14 CFR -
Regulations.

Title 14 of the Code of Federal
g- FICO — Flight Inspection Central Operations
Office, AVN-250.

h. Flight
AVN-200.

Inspection Operations Division,

i. FPO — Flight Procedures Office.

j. IAPA - Instrument Approach Procedures
Automation.

k. Miles — nautical miles unless otherwise
specified.

1. NFDC — National Flight Data Center, ATA-110.
m. NTAP — Notices to Airmen Publication.

n. NFPO — National Flight
AVN-100.

Procedures Office,

o. SIAP —
Procedure.

Standard Instrument Approach

p. USNOF — U.S. NOTAM Office.
106. INFORMATION CURRENCY.

a. Forward for consideration any deficiencies
found, clarification needed, or suggested improve-
ments regarding the contents of this order to:

DOT/FAA

Flight Procedure Standards Branch, AFS-420
P.O. Box 25082

Oklahoma City, OK 73125

b. Your assistance is welcome. FAA
Form 1320-9, Directive Feedback Information, is
included at the end of this order for your convenience
If an interpretation is needed immediately, you may call
the originating office for guidance. However, you
should use the FAA Form 1320-9 as a follow-up to the
verbal conversation.

Page 1-3


8260.19C CHG 1

336. PROCESSING.

a. Lead Time. 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 NFDC 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.
Normaily, shut-down of facilities scheduled for 28
days (half the life of the en route chart) or less will
not be charted; however, traffic considerations at
major terminals may make charting necessary for the
short term shut-downs.

b. Submissions.

(1) ARTCC submitted substitute routes (see
figure 4) require the signature of the AVN-100
Manager, or a delegated representative. This sig-
nature thereby indicates operational approval of these
sub-routes for unscheduled use. This approval shall
be submitted directly to the ARTCC concerned (see
paragraph 338)b.

(2) When AVN-100 determines that publi-
cation is required for a scheduled or extended
unscheduled outage, AVN-100 forwards the ARTCC
submitted substitute routes to NFDC for publication
(see paragraph 338a).

337. PERIODIC REVIEW.
a. The ARTCC should review substitute en
route flight procedures at least once every 4 years and

at any time changes occur in the airway structure.
The ARTCC shall submit any required

Page 3-8

9/18/98

modifications to AVN-100 for certification and |
approval.

b. AVN-100:

(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 avail-able
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 4
years.

(3) Notify the ARTCC of any amendments
necessary.

338. DISTRIBUTION.

a. For Publication. List the shutdown dates in
the cover letter.

FSD ~ 1 copy
ATA-110 2 copies
ARTCC 1 copy

AVN-100 Original

b. Non-Publication.
FSD l copy
ARTCC l copy
AVN-100 Original

339. RESERVED.

Chap 3
Par 336


12/29/99

8260.19C CHG 2

SECTION 6. ESTABLISHMENT, RELOCATION, OR
DISCONTINUANCE OF RADIO NAVIGATION AIDS

520. CRITERIA AND GUIDELINES.

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.

521. AVN-100 ACTION.
Conduct studies to determine the effect of the

proposed action on existing or proposed IFR flight
operations. Forward the results of these studies and

Chap 5
Par 520

an AVN-100 position to the appropriate AT division/
branch.

522. AFS ACTION.

Conduct studies to determine the effect of the
proposed action on operational safety as relates to
existing or proposed visual flight operations. AFS
will provide input to the appropriate AT
division/branch relating to operational impact, and
to other interested divisions on request.

523-599. RESERVED.

Page 5-21 (and 22)


12/29/99

8260.19C CHG 2

SECTION 8. STANDARD TERMINAL ARRIVAL ROUTES (STAR)

480. INTRODUCTION.

a. Air Route Traffic Control Centers (ARTCC)
submit STAR’s to AVN-100 through the regional ATD
for review. ARTCC’s are responsible for issuance of
NOTAM’s for STAR’s.

b. AVN-100’s_ review shall ensure obstacle
clearance requirements; accuracy of courses, distances,
and coordinates; clarity and practicality of the
procedures; and assurance of navigational guidance
adequacy. AVN-100 shall coordinate any
discrepancies, required adjustments, or improvements
noted during the review process and/or flight inspection
with the sponsoring air traffic facility.

481. AVN-100 ACTION.
a. STAR’s.

(1) Ensure that the STAR commences at a
charted high or low altitude en route fix.

(2) Verify, in conjunction with flight
inspection, that minimum en route altitudes provide
required minimum obstruction clearance. altitudes
(MOCA) and meet minimum reception altitudes
(MRA), communication, and airspace requirements.

(3) Verify obstacle clearance requirements
are met for lost communications instructions provided
by the ARTCC. If the ARTCC did not provide lost
communications instructions, and it is determined that
obstacles/terrain present a potential problem,
coordinate with the ARTCC for resolution of the
matter.

Chap 4
Par 480

(4) Incorporate, where possible, the STAR
termination fix into the SIAP as a feeder/initial
approach fix.

(5) Verify entry into maximum authorized
altitude (MAA) from available documentation; e.g.,
flight inspection reports, expanded service volume
(ESV) reports, etc.

b. General.

(1) Review from the pilot's standpoint. The
procedure must be flyable and should be as simple as
possible. Use clear, concise, and standard phraseology.
Request flight inspection assistance. |

(2) Ensure, in conjunction with flight
inspection, that facility performance will support the
procedure. This may require preparation of materials
such as maps and ESV’s to support facility flight
inspection.

(3) Verify the accuracy of courses, distances,
and coordinates.

(4) Return the signed form to the regional
ATD for further processing.

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

(6) Include normal distribution copies of
Form 8260-2 for ATA-100 and ARTCC in the package
forwarded to the regional ATD.

482-499. RESERVED.

Page 4-17 (and 4-18)


8260.19C CHG 1

9/18/98

SECTION 8. PERIODIC REVIEW OF INSTRUMENT PROCEDURES

240. GENERAL.

a. This section prescribes the minimum
frequency of review of instrument procedures. When
deemed necessary, and in the interest of safety or for
other proper justification, make more frequent
reviews. Review all instrument procedures to
ensure that requirements for obstacle clearance,
navigational guidance, safety, and practicality are
met. Immediately comply with changes to criteria
which relate to safety of flight. Use the review to
ensure compliance with all other changes to criteria.

| FPO’s can normally present current reviews of OE’s,
F&E and AIP projects pertinent to the review
process.

b. A review is considered complete if it occurs
in the period from one month prior to one month
after the month in which the review is due; e.g., if
the review is due in July, the window is June 1 to
August 31. If the window is met, the procedure
review due month remains unchanged. However, if
the review occurs outside of the specified window,
the next review is due in the month in which the
Teview was actually completed.

c. When facility restrictions are established or
changed, review all associated flight procedures.
Take particular care to evaluate unpublished
procedures such as off-airway, direct, and substitute
routes.

241. AVN-100 ACTION,
a. SIAP’s, SID’s, DP’s. and STAR’s:
(1) Review at least once every two years.

(2) Review all feeder, initial, intermediate,
final, circling, missed approach, and departure
procedure areas for any changes that would affect
flight altitudes. To avoid proliferation of conflicting
data on SIAP’s at an airport, the periodic review
should include all procedures at that airport. See
paragraph 837a.

(3) Ensure that all procedures are contained
within controlled airspace. Initiate airspace action
as required.

Page 2-18 .

(4) Ensure that minimums meet criteria.
Review SIAP forms for conformance to current
standards. Check published SIAP’s for correct

portrayal.
(5) Verify current magnetic variation values.

(© Verify continued need for SIAP’s based
on usage rate, economic need, etc. Cancel SLAP’s
that are no longer required.

(7) Verify the validity of existing waivers.
Cancel waivers no longer required.

b. Airways, Airway Segments, and Routes:
(1) Review at least once every four years.

(2) Verify controlling obstacles and assure
that authorized altitudes meet obstacle clearance
Tequirements. Use current en route charts as airway
checklists.

(3) Verify continued need for off-airway
and FAR Part 95 direct routes. Cancel routes that
are no longer required.

c. Fixes:

(1) Review all fixes in conjunction with the
associated SIAP’s, airways, or routes (see section
10). Assure that FAA Form 8260-2 entries for
facility type, class, monitoring category, radial/
course/bearing, distances, least divergence angle,
and charting requirements are correct. Verify
holding requirements and controlling obstructions.

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

d@. All Procedures:

(1) Establish and maintain a system of
control to assure that reviews are accomplished.

(2) Take remedial action by NOTAM or
revised FAA 8260-series form.

Chap 2
Par 240


8260.19C

9/16/93

SECTION 2. CRITERIA APPLICATION AND DEVELOPMENT

310. CRITERIA APPLICATION.

The criteria contained in chapter 17 of TERPS
have been developed primarily for application to
the VHF navigation system. When en route flight
procedures using the 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 shall be
limited to those cases where no other course of
action is possible and where a definite operational
requirement can be justified.

311. DEVELOPMENT OF CRITERIA.

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 which
result in safety and practicality in all aspects.
Safety and practicality in a flight procedure are
dependent upon the pilot, the aircraft, 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 broken 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 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 incorporated in
the criteria for direct application through the use
of turning area templates.

Page 3-2

b. Navigation System. 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 determined
pilot/aircraft tracking accuracy. These factors
were processed using, the Gaussian (normal)
curve, and probability factors determined.

. ©. Probability, System accuracy resulting
from these computations is: at 95% probability,
a system accuracy of plus-or-minus 4.5 degrees,
and a 99% probability 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.

312-319. RESERVED.

Chap 3
Par 310


8260.19C
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
which do not require a course reversal. Where a
course reversal exists on a SIAP, each initial
approach segment for which a course reversal is
not required shall include a designation of
“NoPT". 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
811a(3).

(2) Specify an arrival sector from which
course reversal shall not be made when NoPT
designations will result in an excessive number of
terminal routes as follows:

“NoPT for arrival on ABC VORTAC airway
radials 302 CW 096."

(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
(TERPS paragraphs 232a(1) and (2)) shall join the
intermediate segment at a common intermediate
fix where possible.

(4) Are Initial Approach Segment.
Requirements for arc initial approach segments
shall 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 at locations
where they are utilized on a very limited basis or
have not been fully accepted by the user.
Utilization of long arcs or the use of multiple arcs
has contributed to undesirable chart clutter with
minimum operational advantage.

(a) An arc initial segment in a radar
environment shall not be authorized unless it is
operationally required.

(b) When a DME arc segment of an
approach lies along an arc which traverses an

area of unusable radial information, the
provisions of OA P8200.1, paragraph 214.3 apply.

(ce) Arc initial segments should be

Page 8-6

9/16/93

authorized via the shortest routing when flight
time can be reduced.

(d) Arc initial segments shall be
designated by CW for clockwise and CCW for
counter-clockwise.

(e) Arc initial segments shall be
designed to satisfy requirements for executing the
instrument approach. They shall NOT be
established for the convenience of routing
aircraft around a terminal area.

(f) Arc initial segments less than
3 miles 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 Are courses shall be
predicated only on collocated facilities
providing azimuth and DME information. Arc
initial segments shall not be authorized on DME
collocated with ILS or localizer facilities due to
the lack of constant azimuth information. See
Order 6050.32, appendix III, section 2 for
collocation parameters.

h, Lead Radials. In addition to the angle of
interception requirements of TERPS paragraph
232a(1), a 2 mile lead radial (1 mile for Copter
procedures) shall 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 equipment 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 LOC facilities before changing
frequency or accepting on-course indication.

i. Identification of Initial Approach Fix (IAF).
Because of military requirements, IAFs shall be
identified on civil public-use procedures.

j. Intermediate Segments.

(1) When a procedure turn or holding
pattern entry is authorized at the FAF anda
straight-in intermediate segment (without initial)
is also authorized, data on the intermediate
segment shall be included in the Terminal Routes

Chap 8
Par 807g


8260.19C CHG 2 12/29/99

SUBSTITUTE ROUTE STRUCTURE

Snowflake, CO, VORTAC shutdown, scheduled or unscheduled. For substitute routes, MEA’s, and Reporting Points, use the
following:

LOW ALTITUDE
Existing Airways Substitute Routes MEA/MAA
220 SKI VORTAC to SKI VORTAC to Temp SNO Int 10000/17500
SNO VORTAC via SKI R-340
220 SNO VORTAC to Temp SNO Int to MTN VORTAC 11000/17500
MTN VORTAC via MTN R-152
Direct SNO VORTAC to None
ASPEN Int
Off-Airway | SNO VORTAC to Temp SNO Int to VAL VOR 15000/37000
VAL VOR via SBT R-259 to SBT,
SBT R-040 & VAL R-220
Existing Reporting Temporary Reporting MRA
Point Point
SNO VORTAC Temp SNO Int: SKI R-340/82 10000
& SBT R-259/65
RUTHY SKI R-340/43 8500
SARDY Temp SARDY Int: MTN R-152/60 11000
- & SBT R-270
SILVR None
HIGH ALTITUDE
Existing Routes Substitute Routes MEA/MAA
5233 BRR VORTAC to BRR VORTAC to Temp SNO DME 20000/45000
SNO VORTAC via BRR R-314
3233 SNO VORTAC to Temp SNO DME to FUN VORTAC 20000/45000
FUN VORTAC via FUN R-148
Existing Reporting Temporary Reporting MRA
Point Point
SNO VORTAC Temp SNO DME: BRR R-314/159 20000
& FUN R-148/133
HILAN BRR R-314/82 18000
Approved: » Date

(Name), Manager
National Flight Procedures Office, AVN-100

| Figure 3-4. SUBSTITUTE ROUTE STRUCTURE

Chap 3 Page 3-7
Par 335


9/18/98

320. RELATIONSHIP OF COP’s TO AIR-
SPACE DIMENSIONS.

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 nautical
miles from the facility, the location of the COP
should be determined by AVN-100 during the
development of airspace proposals within the region.
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 region, and will permit the
description of all required airspace in the Notice of
Proposed Rule Making (NPRM).

321. RELATIONSHIP OF MEA’S TO CON-
TROLLED AIRSPACE FLOORS.

a. Buffers. MEA’s for routes wholly within
controlled airspace will normally provide for a

Chap 3
Par 320

8260.19C CHG 1

SECTION 3. ESTABLISHMENT OF EN ROUTE AIRSPACE

buffer above the floor of controlled airspace. This
buffer will be at least 300 feet within Class E
airspace containing terminal instrument procedure
segments (feeder, initial, intermediate, final, missed
approach), and 500 feet within the low altitude
airway structure. However, exceptions may be made
which provide only 300 feet 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-foot increments: ¢.g.,
1049.99 feet becomes 1000 and 1050.00 feet |
becomes 1100 feet. Refer to FAA Order 7400.2,
Procedures for Handling Airspace Matters.

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

322-329. RESERVED.

Page 3-3


12/29/99

8260.19C CHG 2

SECTION 2. DESIGNATION OF CONTROLLED AIRSPACE

504. GENERAL.

To afford separation from other aircraft all
instrument flight procedures shall be contained in
controlled airspace to the maximum extent possible
within the capabilities of the ATC system. DF
procedures are exempt from this policy. For special
procedures, refer to paragraph 402c.

505. AT RESPONSIBILITY.

| It is the responsibility of the regional ATD to

determine the type and amount of controlled airspace
that can be established to encompass instrument
flight procedures, including departures from the
airport.

506. AVN-100 ACTION.

a. Determine airspace requirements for all
original IAP’s. Analyze IAP amendments which
affect any fix, course, or altitude, to determine if
existing airspace must be extended or can be
reduced. Similarly, analyze LAP cancellations to
determine if existing airspace can be reduced.
AVN-100 shall coordinate with the ATC to
determine if further procedure development needs to
be delayed pending any airspace action.

b. AVN-100 analysis, in accordance with the
provisions of this section, shall include, in part, a
determination of the minimum required length and
width of the Class B/C/D/E Surface Area extensions,
and/or any Class E 700’ airspace extension.

c. Document data, as described in para-
graph 507k, on the Form 8260-9, Standard
Instrument Approach Procedure Data Record, which
supports the IAP being designed. (See paragraph
909 “Remarks" for forms completion guidance.)
Forward this data to the appropriate regional AT
office.

NOTE: This information may also be entered
on any form considered acceptable by
AVN-100 and the ATD; however, to avoid loss
of data, it is strongly recommended that

Chap 5
Par 504

AVN make the entry in Form 8260-9,
REMARKS, for permanent record.

507. TERMINAL AIRSPACE.

The following criteria shall be used to determine the
required minimum length and width of Class
B/C/D/E Surface Area and/or Class E 700’ airspace
extensions.

a. The requirement to designate controlled
airspace is contained in Order 7400.2, Part 6.

b. The nearest 100’ principle shall be applied
in determining the height of the controlling terrain.
Example: A terrain elevation of 249.99" MSL would
be considered as 200’; 250.00' MSL as 300’.

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 Surface Area Extensions.
Establish an extension of the Class B/C/D/E Surface
Area whenever an JAP authorizes descent to an
altitude less than 1,000’ 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 shall be based on the approach, or approach
combinations, requiring the greatest length and/or
width respectively.

(1) Precision approach procedures. Where
ILS/MLS procedures are involved, the 1,000' point is
established by determining the elevation of the
highest terrain in the final approach primary area.
Add 1,000' to this figure and subtract the
threshold/GPI elevation. Then divide the result by
the GS tangent, and subtract the GPI to threshold
distance. The result is the distance from the
threshold to the 1,000’ point (see figure 5-1).

Page 5-3


12/29/99

3500 vst | pr
Gann Pm
SB pom |

1500" pont

Figure 5-35

5. If the 1,500" point is inside the
FAF, apply the methodology in paragraph
507c(2)(b) using a 500'/NM descent gradient.

6. If the minimum hold-in-lieu-of
PT altitude is equal to or greater than, BUT the
minimum altitude at the FAF is less than 1,500' above
the highest terrain in the segment underlying the
course reversal, the 1,500' point is assumed to be in
the holding pattern area. The Class E 700! airspace
(transition area) 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 507k(11)
and figures 5-36 and 5-37).

Fee

1500" point
Hold to Liew of PT
7500
So Terroin 2000" ns!
Figure 5-36

Chap 5
Par 507

8260.19C CHG 2

<1 paint

hold 0 tw of FT

Tereain 700° ast

——____

Cass BC/DC Surf ece Area Cxtenaion
——————

Gloss £708 Arsoece poundery

Figure 5-37
@® At the IF:

1. If the minimum altitude at the

IF equals 1,500’ above the highest terrain in the
intermediate segment, the 1,500' point is at the IF.

2. If the minimum altitude at the
IF is less than 1,500' above the highest terrain
undertying the holding pattern, the 1,500' point is in
the holding pattern area. The Class E 700' 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 507k(7) and figure 5-38).
Provide the appropriate AT office a drawing clearly
depicting the airspace required (see para-
graph 507K(11).

Page 5-13

|


12/29/99

(a) Highest DA/MDA;
(b) Most adverse MAP relocation;

(c) Highest climb gradient for ILS
Category II or II (or any other procedure with waiver).

(5) For missed approach level surface, that
obstacle in the primary (or secondary equivalent)
which has the highest elevation.

Chap 2
Par 272

8260.19C CHG 2

(6) For DP’s, that obstacle which, having |
penetrated the 40:1 Obstacle Identification Surface
(OIS), causes the most adverse climb gradient and/or
ceiling and visibility to be published.

273-279. RESERVED.

Page 2-25


8260.19C

9/16/93

SECTION 2. FORM USE AND PREPARATION

801. USE OF FORMS.

a. Procedures Published in FAR, Part
97. SIAPs authorized for public use are published
as rules in the Federal Register by reference to
FAA standard forms. An index of all SIAP
originations, amendments, and cancellations is
published in the Federal Register to provide
public notice of the rulemaking actions. All
requests for new instrument procedure service are
approved by the Regional FPB after coordination
within the region and prior to development by the
FIAO.

b. Camera-Ready Copies. Manually developed
instrument approach procedures are prepared on
the forms listed below as typed, camera-ready
copies suitable for reproduction. IAPA-developed
instrument approach procedures are prepared on
computer generated 8260-series equivalent forms
which are camera-ready and suitable for
reproduction. After the procedures are developed
and approved by the FIAO, they are reviewed by
the AVN, and issued as rules by the Technical
Programs Division (AFS-420) for the Director,
Flight Standards Service (AFS-1).

(1) ILS Standard Instrument Approach
Procedure, FAA Form 8260-3 (ILS, MLS and
ILS/DME).

(2) RADAR Standard Instrument
Approach Procedure, FAA Form 8260-4,

(3) Standard Instrument Approach
Procedure, FAA Form 8260-5 (LOC, LOC/DME,
LDA, VOR, VOR/DME, VOR/DME or TACAN,
NDB, SDF, RNAV, and other nonprecision
procedures).

(4) Continuation page of Standard
Instrument Approach Procedure, FAA Form
8260-10. Used as a continuation sheet for
Instrument Approach Procedure forms listed
above and for DF procedures.

(5) IAPA developed forms.
e. Special Use Procedures. Special instrument

approach procedures are developed for individual
operators and are issued to the user through

Page 8-2

Operations Specifications or Letters of
Authorization. They may be predicated on
private or public-use navigation facilities and
usually contain conditional authorizations that
apply to the individual operator(s). The use of
the special instrument approach procedure is not
encouraged and shall be avoided when an
equivalent service can be provided with the use of
a public use procedure.

(1) Special Instrument Approach
Procedure, FAA Form 8260-7, is developed by
the FIAO upon request of the FPB and reviewed
by AVN.

(2) The approving authority for a
special instrument approach procedure is the
Manager, Flight Standards Division, of the region
having jurisdiction over the airport, or his
designated representative.

(8) Coordination, reproduction, and
distribution are accomplished by the regional
FPB.

802. FORM PREPARATION.

a. Preparation. FAA Form 8260-3 has the
title information and appropriate FAR 97 subpart
pre-printed. When MLS procedures are
documented, delete the term "ILS" and type the
desired equipment acronym in its space. FAA
Form 8260-4 has the title information and
appropriate FAR 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
DF procedures on FAA Form 8260-10, enter
"Emergency DF" and leave FAR subpart blank.

b. Appropriate FAR, Part 97 subparts for
individual types of procedures are:

(1) 97.23 VOR, VOR/DME, VOR or
TACAN, and VOR/DME or TACAN.

(2) 97.25 LOC, LOC/DME, LDA,
LDA/DME, SDF, and SDF/DME.

(8) 97.27 NDB and NDB/DME.

Chap 8
Par 801


12/29/99 8260.19C CHG 2

TABLE OF CONTENTS
Page No.

CHAPTER 1. ADMINISTRATIVE 1-1
SECTION 1. GENERAL ....0.0.....essssssessssssssesseeeseessenssesesaceaeencanecncenceneenecaceseeneccncesaceneesaseeaeeeneene 1-1
100. PURPOSE.... 1-1
101. DISTRIBUTI 1-1
102. CANCELLATION. 1-1
103. EXPLANATION OF CHANGES 1-1
104. FORMS........ccsseseeseessesteneene 1-2
105. TERMS AND DEFINITION: 1-3
106. INFORMATION CURRENCY 1-3
107.-109. RESERVED . 14
SECTION 2. RESPONSIBILITIES .............scccscscssssssssssssssssesseeneeseeseeseencssecsessesenecenecsaesneseneeeneenes 1-5
110. FLIGHT STANDARDS SERVICE (AFS-1) 1-5
111. FLIGHT TECHNOLOGIES AND PROCEDURES DIVISION (AFS-400. 1-5
112. REGIONAL FLIGHT STANDARDS DIVISIONS (AXX-200) 1-5
113. AVIATION SYSTEM STANDARDS (AVN).........54+ 1-6

114. AERONAUTICAL INFORMATION SERVICES (ATA-100)
115. INDIVIDUAL..
116.-119. RESERVED

SECTION 3. INSTRUMENT APPROACH PROCEDURES AUTOMATION CAPA)
RESPONSIBILITIES... seaseeaees aoe ssoeesneeseees

120. BACKGROUND
121. AVIATION SYSTEM STANDARDS PON:
122. OFFICE OF INFORMATION SERVICES RESPONSIBILITY
123. OFFICE OF INFORMATION TECHNOLOGY RESPONSIBILITY ..
124. DIRECTOR, AIRWAY FACILITIES SERVICE
125.-199. RESERVED .......-sessesssesceseeee

CHAPTER 2. GENERAL PROCEDURES ..........:cssssseccssceneeenseennee

200. GENERAL.
201. REQUESTS FOR P'
202. AIR TRAFFIC LETTERS OF AGREEMENT .
203. AIRPORT LIGHTING AND VISUAL AIDS...

SECTION 2. AERONAUTICAL CHARTS..........c:csscssssssssesssssssnecesscnnessssssnsessessnsesssnessseessaneessees 272,

204, USE OF MAPS AND CHARTS...
205. AERONAUTICAL CHARTS AND ‘PUBLICATIONS ”

Page iii


12/29/99 8260.19C CHG 2

~ CROSSING RADIAL
REQUIRED

Figure 7-2. TRANSITION TO OM FOR PT

Chap 7
Par 706 Page 7-9


8260.19C CHG 2

12/29/99

SECTION 3. VISUAL DESCENT POINT (VDP)

430. ESTABLISHMENT. The VDP defines a
point on a  straight-in, nonprecision approach,
including RNAV, where a normal descent from the
MDA would commence if the required visual
references were acquired.

a. Establish a VDP provided the SIAP meets the
requirements of TERPS paragraphs 251, 252, and
253.

b. For chart clarity, a VDP should be no less
than (1 mile OPTIMUM) (0.5 miles MINIMUM)
from a final segment fix or MAP. If proximity closer
than 0.5 miles is required, consider one of the
following actions:

(1) Do NOT establish a VDP.

(2) Relocate the fix to the VDP location, and
do NOT establish a VDP.

(3) Relocate the fix to accommodate the 0.5
mile (or greater) requirement.

Page 4-8

NOTE: Option (2) above increases MDA
and descent angle. Option (3) increases S/D
altitude.

ce. Do NOT adjust visibility minimums to
accommodate a VDP.

d. Where used, the DME source shall be the
same as the DME source for DME fixes in the final
segment.

431. FAA FORM 8260-9 ENTRIES. To facilitate
review, entries may be required in the REMARKS
section. Where a VDP is not established, give the
reason; e.g., obstacles penetrate VDP surface, descent
gradient, proximity to final approach segment (FAS)
fix, etc. (see paragraph 909c).

432-439. RESERVED.

Chap 4
Par 430



8260.19C 9/16/93

GHI VORTAC _ HIlJ VORTAC

N — — 30 > yr
[_

oe v= 204 7 <——v- 204; ©)

— —_— 700 =
— ~~

IJK VORTAC

(L)

OBSTACLE STUDY
FLIGHT
INSPECTION AND
ESV’S REQUIRED.

—
—_ —

7 TT eee 60* —_ ST
<)—_|suB-ROUTE V-204 -— : <)
— ee 90 —_—
GHI VORTAC Hild. VORTAC {JK (setae
(SHUTDOWN)

* COP’s are normally established over the shutdown
facility; however, they may be established at any point
for operational reasons: terrain, facility restriction, MRA,
airspace, etc., providing flight inspection requirements
are met.

Figure 3-3. Sub-Route Wider than Existing Route

Chap 3

-’age 3-6 Par 335


8260.19C CHG 2

1. Intercept Guidance. Where
straight-in visual approach to the runway is at an
angle of 15° or more to the runway centerline
extended and the line of sight to the runway lights is
obstructed.

2. Circling Guidance. 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.

(©) Nonprecision Straight-in Approach.
A runway to which a nonprecision straight-in
approach has been authorized. Vertical guidance is

12/29/99

necessary for stabilized descent from the MDA to the
runway. The vertical guidance assists the pilot in
maintaining a safe flightpath 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 AVN-100 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. In addition to the specialist’s experience
or input from other knowledgeable persons, the
following should be considered in recommending a
particular visual aid:

VISUAL AIDS USAGE TABLE
Operational Problem PAPI/VASI REIL MALS LDIN
Deceptive Approach Area Very Effective Ineffective Effective Very Effective
Obstruction Clearance Very Effective Ineffective Ineffective Limited
Effectiveness

Runway Identification Limited Effectiveness | Effective Effective Very Effective

Runway Alignment Ineffective Limited Effectiveness | Very Effective Very Effective

Vertical Guidance Very Effective Ineffective Ineffective Ineffective

Turbojet Operations Very Effective Ineffective Limited Effective
Effectiveness

Circling Guidance Ineffective Limited Effectiveness | Limited Very Effective
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.

Page 7-4

Chap 7
Par 703


8260.19C CHG 1

9/18/98

SECTION 5. IMPLEMENTING EPOCH YEAR MAGNETIC VARIATION (MV)

215. GENERAL.

This section establishes the MV program, identifies
provides guidelines for accomplishing the tasks
necessary for implementing, maintaining, and
systematically updating Epoch Year Magnetic
Variation Values.

a Background. The magnetic variation is
determined by the National Oceanic and
Atmospheric Administration (NOAA) for all areas of
the United States and its territories for application to
navigation charts and maps. Changing values for
MV are tabulated and published on a 5-year epoch
basis; e.g., 85, 90, 00, 05, etc. In order to assist in
stabilizing the National Airspace System (NAS), a
fixed value of. MV is assigned to each navigational
aid and airport as the magnetic Variation of Record.
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 reasonable
proximity of alignment with the earth's ever-
changing magnetic field.

b. Participating Offices. Management and
control of Epoch Year MV values require action by
the following offices:
(1) National Ocean Service (NOS)
(2) Aviation System Standards (AVN)
(3) National Flight Data Center (NFDC)
(4) Regional Airway Facilities Divisions
(5) Regional Airports Divisions
(©) Military Organizations

216. RESPONSIBILITIES.

a. NOS.

Page 2-8

(1) Publish isotonic lines or segments thereof
on appropriate aeronautical charts based on current
Epoch Year values.

(2) Revise en route aeronautical charts to
reflect revised MV assignments to navigation
facilities in accordance with information published
in the National Flight Data Digest (NFDD).

b. AVN.

(1) Function as the focal point for all
information relating to application of MV to the
following elements of the NAS: navigational aids,
airports, and instrument flight procedures; and for
coordination and liaison between AVN and the
Regional Airports, Air Traffic, and Airway Facilities
Divisions with respect to matters pertaining to
change in navigational aid or airport MV of Record
and its effect on instrument flight procedures.

(2) Function as the focal point for 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 MV's of record for
navigational facilities (including military facilities)
and airports in whole degree increments. MV's of
record are available in the AMIS facility data base.
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 redesignation of radials is required.

() Develop and maintain an official
listing/record of navigational aids and airports by
geographical location at the end of each Epoch Year
to indicate the currently assigned MV of record, the

Chap 2
Par 215



8260.19C CHG 1

9/18/98

SECTION 4. FACILITY UTILIZATION AND MONITORING

208. FREQUENCY SERVICE VOLUMES.

In establishing instrument flight procedures,
consideration must be given to the type of navigation

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 Manual. This order is primarily
used by the Regional Frequency Management Officer
(FMO). AVN-100 should maintain a copy of Order
6050.32 on file 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 (ESV’s). The operational service volume
shall not extend outside the frequency protected
service volume on any radial, at any distance, or at
any altitude.

209. ATC USABLE DISTANCE AND
ALTITUDE LIMITATIONS.

When flight procedures are developed which reach
outside of the standard service volumes listed below,
the submission and processing of an FAA Form
6050-4, Expanded Service Volume Request, is
mandatory. Flight check measurements shall not be
used as a.substitute for an approved ESV. See
figures 2-1, 2-2, and 2-3.

a. VOR/VORTAC/TACAN

Facility Usable Usable

Class Height Above Distance
Facility (Miles)

T 12,000 and below 25

L 18,000 and below 40

H 60,000-45,000 100
Below 45,000-18,000 130
Below 18,000-14,500 100
Below 14,500 40

Page 2-4

NOTE: All elevations shown are with respect to
the station's site elevation.

300 nen (185 km)

60,000 #

(18.288 m)
130 am (241 ken)

45,000 ft
(13.716 m)

18,000 ft

(5486) Fo
AO nm (74.1 km)
sas00 @
(2420 m
1,000 4

(305 m)

Figure 2-1. STANDARD CLASS L/H
SERVICE VOLUME

40 nm (741 ken)

18,000 ft —___
(5.486 m)

1.000 ft
(305 m)

Figure 2-2. STANDARD LOW ALTITUDE
SERVICE VOLUME

Chap 2
Par 208



8260.19C CHG 2

e. Action. AVN-100 regional 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 approved ILS
projects. Following this determination. ail
requirements for locators shall be included in the
F&E budget or submitted as a reprogramming
action. Justification for each locator shall be
provided by AVN-100

LOCALIZER

LOCALIZER
MINIMUM
COVERAGE
AREA

4
TRANSITION
TO FIX

12/29/99

by including an appropriate statement for each
location as follows:

() Non-radar location - conforms to
Order 8260.19, paragraphs 706c(1) and (2).

(2) Radar location - conforms to

Order 8260.19. paragraph 706c(3).

are

ae
SATISFACTORY
TRAN ON

AREA BOUNDARY

Figure 7-1. TRANSITION TO LOCALIZER FIX FOR PT

Page 7-8

Chap 7
Par 706


8260.19C CHG 2

"FDC 8/ GPT FI/T GULFPORT-BILOXI
REGIONAL, GULFPORT, MS.

VOR RWY 31 AMDT 18...

S-31 MDA 720/HAT 693 ALL CATS. VIS
CATC2, CAT D 2-1/2. CIRCLING MDA
720/HAA 692 ALL CATS. VIS CAT C 2,
CAT D 2-1/2.

RADAR 1 AMDT 3

VOR/DME OR TACAN RWY 31 ORIG...

S-31 MDA 660/HAT 633 ALL CATS. VIS CAT C
1-3/4, CAT D 2, CAT E 2-1/4. CIRCLING CATS
A/B MDA 660/HAA 632.

TEMPORARY CRANE 410 MSL 1.5 NM SE OF
RWY 31.

REASON: TEMPORARY CRANE FOR 160
DAYS. OE 98-ACE-1453."

"FDC 8/ LAN FVT CAPITAL CITY,
LANSING, MI.

ILS RWY 10R AMDT 8A...

ILS RWY 28L AMDT 24.
VOR RWY 6 AMDT 23)
VOR RWY 24 AMDT 7E...

RADAR-1 AMDT 13...

CIRCLING MDA 1420/HAA 559 ALL CATS.

REASON: NEW BUILDING, 1115 MSL. OE
98-AGL-2974.""

NOTE: Since the above condition is
permanent, SIAP Amendments must be
processed within 224 days. However, in lieu of
the above single T-NOTAM, a P-NOTAM could
be issued for each SIAP.

"FDC 8/ HPT FVP HAMPTON MUNI,
HAMPTON, IA.

VOR/DME RWY 35 ORIGA...

MSA FROM MASON CITY VORTAC 3000.
DELETE: ACTIVATE MIRL RWY 17-35, CTAF.
THIS IS VOR/DME RWY 35 ORIG B.

REASON: NEW TOWER, 2049 MSL, OE
97-ACE-2286. LIGHT NOTE REDUNDANT TO
CHARTING.

THIS CANCELS FDC 1/2345."

Page 2-16

12/29/99

“FDC 8/. AXH FI/P HOUSTON-
SOUTHWEST, HOUSTON, TX.

NDB RWY 28 AMDT 4...

CHANGE ALL REFERENCE TO RWY 10-28 TO
RWY 9-27.

THIS IS NDB RWY 27 AMDT 4A.

REASON: RUNWAYS RENUMBERED FOR
MAGNETIC VARIATION CHANGE.”

‘FDC  8/. AXH FIP HOUSTON-
SOUTHWEST, HOUSTON, TX.

LOC/DME RWY 10 AMDT 2A...

CHANGE ALL REFERENCE TO RWY 10-28 TO
RWY 9-27.

THIS IS LOC/DME RWY 9 AMDT 2B.

REASON: RUNWAYS RENUMBERED FOR
MAGNETIC VARIATION CHANGE."

227. NOTAM FOLLOW-UP ACTION.

Once a P-NOTAM has been issued, the NFDC will
track the procedure change until charted. A copy of all
P-NOTAM's shail be stapled to the current 8260-series
forms in the procedures file for each SIAP. The
NOTAM's will be promulgated to charting agencies in
the bi-weekly Transmittal Letter of changes for Federal
Register publication. NFDC shall review amended
SIAP charts, ensure the procedural change has been
charted correctly, and cancel the NOTAM on the
amended procedure effective date.

228. NOTAM RESPONSIBILITY.

NOTAM follow-up services, provided by NFDC, are
designed to expedite the publication of procedures
amended by emergency action and to assist field
personnel in the management of NOTAM issuances.
Assistance in NOTAM handling by NFDC personnel
in no way changes basic responsibilities for
determining the need for NOTAM issuance, NOTAM
content, or for the required follow-up actions. These
Ttesponsibilities remain within AVN, and emergency
type actions described above are not to be used as a
substitute for accurate and timely program planning.

229. RESERVED.

Chap 2
Par 226


8260.19C

(6) Location of helicopter landing area if
IFR helicopter operations are involved.

(6) Airport approach and runway lighting
using approved terminology to describe the
lighting systems; e.g, MALS for Medium
Intensity Approach Light System, RCLS for
Runway Centerline Light System, etc.

(7 Instrument landing system (ILS)
engineering plans indicating the location of the
various system components.

e. The sponsor of a public use, military, or
special instrument approach procedure is
expected to provide the necessary airport data to
the regional FPB when required. SIAP
development shall be delayed until this
information has been provided.

804. COURSE AND DISTANCE
INFORMATION.

a. Application. Magnetic variation shall be
applied to terminal routes as follows:

(1) Facility to Facility: Variation of the
first facility applies.

(2) Dog leg: Variation of each facility
forming the route applies to its segment.

(8) Fix to Facility or Facility to
Fix: Variation of the facility applies.

(4) Dead Reckoning: Variation of the
next facility providing course guidance applies.

b. Calculations should 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. Final results are rounded by NOS to the
nearest whole digit.

ce. 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’ becomes
1100’, while 1100.50’ becomes 1101’. Similarly,
131.49° becomes 131°, while 131.50° becomes 132°,

Page 8-4

9/16/93
805. COMMUNICATIONS DATA.

a. Communications requirements and
frequencies for inclusion on instrument approach
procedures charts will be provided by NFDC in
accordance with Order 7910.2, "Frequencies
Listed on Instrument Approach Procedure
Charts."

b. Where specific local communication
requirements exist for published instrument
approach procedures, and where these data are
not currently charted, enter one of the following
notes 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 FSS by
LRCO or RCO. The controlling FSS will be
indicated: "Chart Indianapolis Radio LRCO
(RCO)."

806. NOS OBSTACLE DATA.

The Airspace and Obstruction section of NOS
maintains an obstruction data file. This section
compiles and maintains a record of verified
obstacles which are 200 feet or more above
ground level. It also has information on a
number of unverified obstacles which are below
this height and is documenting information on
certain terrain elevations, NOS will research its
files on a time-available basis when a request for
obstacle data is received from a FIAO. Direct
communications between the FIAO and NOS is
authorized for this purpose. Requests for obstacle
data within a designated geographical area
should identify the area desired by geographical
coordinates or by a specified radius from an
airport reference point (ARP) or navigation
facility. See paragraph 271c.

807, TERMINAL ROUTES 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. A minimum
number of routes required to satisfactorily

transition the aircraft to the terminal
environment shall be specified.

Chap 8

Par 803d(5)


8260.19C CHG 1

365. CHART REVIEW AND APPROVAL.
a. Civil Vectoring Charts.

(4) ATC Action. The ATC facility prepares
MVA/MIA charts, drawn directly on current
sectional charts. It forwards a radar vectoring
altitude chart package, consisting of two sectional
chart MVA or MIA depictions and two FAA Forms
7210-9, Minimum IFR Altitude/ Minimum
Vectoring Altitude Obstruction Documentation, to
AVN-100 for review. The ATC facility updates, as
required, and/or reviews the MVA/MIA chart
annually to ensure accuracy, and jointly approves
any amendment or review with AVN-100.

(2) AVN-100 Action. Review radar
vectoring altitude chart packages only to ensure that
obstacle clearance requirements are met. Coordinate
any recommended adjustments in chart design, or
necessary changes in vectoring altitudes or
controlling obstructions, with the originating ATC
facility. Upon completion of a satisfactory review,
approve the chart over the signature of the AVN-100
Manager, or his/her designated representative, on
the Form 7210-9, ‘and return it to the ATC facility.
Retain one copy of the MVA chart or the MIA chart,
and FAA Foam 7210-9.

b. Military MVA Charts. The FAA has no
responsibility for the technical review of military
MVA charts, with the exception of U.S. Army

Page 3-12

9/18/98

charts, which are reviewed in accordance with the
NAT 127 Agreement and Order 8260.15. Honor
other military requests on a time-available basis in
accordance with guidelines contained in chapter 6.

366. EMERGENCY OBSTRUCTION VIDEO
MAP (EOVM).

a. Establishment. An EOVM is established by

intended to facilitate advisory service to aircraft in
an emergency situation wherein appropriate
terrain/obstacle clearance minimum altitude cannot
be maintained. Order 7210.3 states EOVM design,
preparation, and production requirements.

b. EOVM Verification. The AT facility checks
the original EOVM package and any subsequent
changes for adequacy, and then provides a copy to
AVN-100 to verify the accuracy of its information.
Annually, the AT facility reviews the EOVM for
adequacy, and forwards the results of its review,
along with any changes, to AVN-100 for review and
verification.

c. AVN-100 Review. Limit review of EOVM’s
provided by the AT facility to verification of contour
elevations, mountain peaks, and other obstructions
that are selected and depicted on a sectional chart.

367-399, RESERVED.

Chap 3
Par 365


9/16/93

8260.19C

CHAPTER 8. INSTRUMENT APPROACH PROCEDURES
DATA TRANSMITTAL SYSTEM

SECTION 1. GENERAL

800. GENERAL.

a. Forms. FAA Forms in the 8260-series are
utilized for the publication of manually developed
instrument flight procedures. Instrument
Approach Procedures Automation (IAPA) utilizes
electronically generated 8260-series equivalent
forms for the same purpose. National Ocean
Service (NOS) and other charting agencies
publish instrument flight charts based on data
contained on these forms.

b. General design requirements. Instrument
approach procedures must provide a smooth
transition from the en route structure, and
provide the pilot with sufficient information to
effect 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 incorporated in the design of the
instrument procedure. Criteria utilized in the
design of standard instrument procedures is
contained in FAA Order 8260.3B, United States
Standard for Terminal Instrument Procedures
(TERPS).

Chap 8
Par 800

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.

c. Give full consideration to the environmental
impact of procedures on local communities. 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 the flow of air
traffic will permit, utilize the highest possible
altitudes consistent with optimum descent rates
in all segments of approach procedures to provide
the least noise interference. See also paragraph
207.

Page 8-1


12/29/99

8260.19C CHG 2

CHAPTER 5. AIRSPACE

SECTION 1. OBSTRUCTION EVALUATION (OE).

500. GENERAL.

14 CFR Part 77 requires that the Administrator be
notified prior to the construction or alteration of
structures which might present a hazard to flight.
Form 7460-1, Notice of Proposed Construction or
Alteration, is the medium for that notification of
construction or alteration.

501. RESPONSIBILITY AND PROCESSING OF
FAA FORM 7460-1.

The Regional ATD has the responsibility to process all
Forms 7460-1 in accordance with 14 CFR Part 77
and Order 7400.2, Procedures for Handling Airspace
Matters. In this regard, AVN-100 shall ensure that a
complete evaluation of the effect the proposed
construction or alteration will have on IFR aircraft
operations, including the visual portion of an IFR
procedure, is provided to Air Traffic. AVN-100 shall
also assist Air Traffic in reconciling possible
discrepancies in IFR findings made by military
services. Additionally, the Regional Flight Standards
Division, All Weather Operations Program Manager,
shall serve as the focal point for assessing VFR
operational impact. Initial impact assessments should
be made by the FPO and FSD. Headquarters-level case
reviews shall be accomplished by AVN-100 (IFR) and
AFS-420 (VFR).

502. REVIEW OF NOTICES.

AVN-100 and Flight Standards personnel normally
involved in the evaluation of Notices of Construction
or Alteration should be thoroughly familiar with
applicable parts of Order 7400.2. The effect of a
proposed structure on aircraft operations should be
fully stated. Consultation with the appropriate FSDO
and/or AVN-200 may be helpful in formulating
recommendations. The following should be con-
sidered:

a. Effect on VFR Traffic. When requested by Air
Traffic, Flight Standards shall assess the effect upon
VFR routes, airports/terminal operations, or other
concentrations of VFR traffic. Air Traffic is
responsible, under Order 7400.2, for assessing VFR

Chap 5
Par 500

traffic pattern impact; Flight Standards provides
assistance in this area as requested.

b. Terminal Area IFR Operations. AVN-100
shall assess the effect upon terminal area IFR
operations to include approach/departure procedures,
transitions, radar vectoring charts, holding patterns, and
STAR’s. The study shall assess the effect upon any
segment of an existing or proposed instrument
approach/departure procedure and any restrictions.

c. En Route IFR Operations. AVN-100 shall
assess the effect upon en route IFR operations to
include MEA’s, MOCA’s, MCA’s, MHA’s, MIA
charts, and turning areas.

d. Accuracy. All studies shall be made assuming
the obstruction will be built or modified to the height
specified in the study. If the proposed obstruction
qualifies as the controlling obstacle for an IFR
procedure, re-evaluate the proposed structure for
impact using a 4D accuracy code. This impact shall be
forwarded to Air Traffic as the IFR impact. However,
AVN-100 shall also provide the survey accuracy
required to mitigate the impact; ie., “a surveyed
accuracy of ‘xx’ horizontally and ‘xx’ vertically will
result in either reduced or no IFR impact.” (See
chapter 2, section 11.)

e. NAVAID Interference. When informed by Air
Traffic that it has been determined by Airway Facilities
and/or frequency management personnel, that there
may be interference with facility performance,
AVN-100 determines the effect upon any instrument
flight procedure. This includes radio or NAVAID
interference through inter-modulation, overload,
spurious, or harmonic conditions which affect the
receiver performance. Provide protection for all IFR
areas and altitudes.

f. Adjustments to Instrument Flight
Procedures. During negotiations with proponents or
when requested by Air Traffic, AVN, or AFS,
specialists should provide what procedure adjustments
can be made to mitigate the effect without adversely
affecting the procedure. AVN-100 shall not amend a
procedure until receipt of the "Actual Notice of

Page 5-1



8260.19C CHG 1

(©) Take appropriate NOTAM action if
repainting of an affected runway is not accomplished
on the required date.

ce. NFDC. Upon notification by AVN of any
change to MV of record, publish a notice of change
in the NFDD to indicate the effective date of such
change.

d@. Regional Airway Facilities Division.
Coordinate with AVN to obtain the MV of record for
assignment to newly installed or relocated
navigational aids.

e. Regional Airports Division. Coordinate with
AVN-160 prior to establishing or revising runway
designator numbers for an airport having one or
more instrument approach or departure procedures,
to determine the MV to be applied to the runway true
bearing. Determination of the runway designator
number should be a matter of joint agreement with
AVN, and be accomplished sufficiently in advance to
allow for procedural amendments.

f. Military organizations. Contact AVN-160
to obtain the MV of record to be applied to
navigational aids or airports under military
jurisdiction.

217. GUIDELINES. The identification and
selection of navigational aids or airports as
candidates for revision of MV of record require
careful consideration and evaluation of a number of
factors - as the impact of MV changes can be
considerable. Air Traffic Division may have to
initiate or revise published air traffic procedures,
Airway Facilities is directly involved in facility
rotations and requires proper coordination. The
Airports Division may have to arrange for repainting
of runway designator numbers.

NOTE: Airport standards require renumbering
when the runway designator number is more

Page 2-10

9/18/98

than 6° from the magnetic alignment. This is
usually accomplished during the next routine
repainting, or when the existing markings are
obliterated by seal coats, overlays, or
reconstruction.

a. MV versus Epoch Year Value. When the
difference between the MV of Record and the nearest
future Epoch Year value of any navigational aid or
airport is 3° or more, the MV of record shall be
changed to the nearest future Epoch Year value.
When the difference is less than 3°, AVN shall
consider implementing the nearest future Epoch
Year value when workload permits. Factors to
consider include whether the navigational aid is
isolated or in close proximity to one or more other
facilities, whether on airport or away from an
airport, and the impact on instrument flight
procedures.

b. Facilities on airports. At airports with
localizer(s) or more than one navigational aid, the
MV at the airport reference point (ARP) shall be
designated and assigned to all facilities at that
airport, including all components of the ILS.

c MV versus OC Chart Value. Where the
assigned MV of record differs from the MV shown
on the Obstruction Chart (OC), the assigned MV of
record shall be used in the development of
instrument flight procedures.

d. Runway bearing shall be assigned the same
MV as the airport.

e. At major airport terminal areas, the ARP
MV of record at the designated controlling airport
may be used in determining the MV applied to all
navigational aids serving the terminal areas.

218-219. RESERVED.

Chap 2
Par 216



12/29/99

8260.19C CHG 2

SECTION 4. CONTROLLED FIRING AREAS

513. DESCRIPTION.

A controlled firing area is an area in which firing of
ordnance, lasers, etc., is conducted under controlled
conditions so as to eliminate the hazard to aircraft.
Activity within such an area will be disseminated as
a NOTAM.

514. ESTABLISHMENT OF CONTROLLED
FIRING AREAS.

The FAA has the authority for final decision in
regard to the establishment of controlled firing areas.
However, this is not accomplished through publi-
cation of rules. regulations, or orders. Requests for
these areas are coordinated and processed by repre-
sentatives of ATC without rulemaking procedures.

515. PRECAUTIONS.

In controlled firing areas, the responsibility for safety
will be entirely with the using organization, which
will conduct its firing so as to eliminate the hazard
to aircraft. Generally, the control necessary to assure
safety to aircraft is dependent upon the type of
activity, terrain, and other factors involved. The
precautions required to eliminate the hazard must be
determined individually for each activity requested.
Minimum

Chap 5
Par 513

required precautionary measures are set forth in
Order 7400.2, paragraph 840.

516. AVN-100 REVIEW AND COORDI-
NATION.

a. Considerations. The following facts must be
considered in the review and coordination of
proposed controlled firing area letters of agreement:

() There are no flight restrictions within
controlled firing areas.

(2) These areas are not depicted on aero-
nautical charts.

(3) All pilots are not aware of the locations
of these areas.

Db. Review. In view of the above. the restrictions
and provisions should be carefully reviewed to
ensure that all facts have been considered, and that
an adequate level of safety will be maintained. The
type and volume of IFR traffic are usually well
known to ATC personnel. However. the type of local
VER operations is usually best known by Flight
Standards personnel.

Page 5-19


12/29/99 8260.19C CHG 2

Page No.

APPENDIX 6. RADAR - STANDARD INSTRUMENT APPROACH PROCEDURE,
FAA FORM 8260-4 (5 Pages)

Sample FAA Form 8260-4 (Pages | and 2)

APPENDIX 7. STANDARD INSTRUMENT APPROACH PROCEDURE,
FAA FORM 8260-5 (16 Pages)

Sample FAA Form 8260-5 (Front side only).
Sample FAA Form 8260-5 (Pages 1 and 2)...

APPENDIX 8. SPECIAL INSTRUMENT APPROACH PROCEDURE,
FAA FORM 8260-7 (3 Pages)

Sample FAA Form 8260-7 (Front and Back sides)..

APPENDIX 9. STANDARD INSTRUMENT APPROACH PROCEDURE DATA RECORD,
FAA FORM 8260-9 (5 Pages)

Sample FAA Forms 8260-9 (Front and Back sides) ........ssssssessssssssssessesesssnsssnseessecnsneceansessnesnaesenans 2 thru 5

APPENDIX 10. EMERGENCY DF APPROACH PROCEDURE,
FAA FORM 8260-10 (2 Pages)

Sample FAA Form 8260-10 ....sscscsssssscsseseeseneesnsesnsnsessnensneessueessessssnessssesssecssnersnerssssecsaverssvensaseecsnscesanensnes 2

APPENDIX 11. DEPARTURE PROCEDURES / TAKEOFF MINIMUMS
FAA Form 8260-15 (3 Pages)

Sample FAA Forms 8260-15 .....s:sssesssssssssssecssersesseeneecnssnrecversecesssssssserecseseresaterssneatansssnenanssnsnassnanenes 2and3

Page xiii (and xiv)


8260.19C CHG 2

Construction,” or other notification relative to an
obstacle which will have a procedural effect. If, during
a procedural review or while on a site visit, it becomes
obvious for safety reasons that the existence of a
previously unknown obstacle requires procedure
minimums to be increased, expedite accomplishment
of the change by means of a NOTAM.

g. Statement of Adverse Impact. If the proposed
construction or alteration will have an adverse effect
on VFR or IFR aircraft operations, procedures, or
minimum JFR flight altitudes, AVN-100 and Flight
Standards evaluations should clearly state the extent of
these effects. Air Traffic is responsible for making the
final determination of whether adverse impacts are
“substantial” or “minimal.”

Page 5-2

12/29/99

h. AC 70/7460-1 Obstruction Lighting and
Marking. AVN-100 and Flight Standards personnel
should be familiar with this advisory circular so that
appropriate remarks can be made regarding the
requirements therein. This is especially important
where exceptions from lighting and marking standards
have been requested by the applicant.

503. OBSTRUCTIONS UNDER SUBPART C,
14 CFR PART 77.

Construction or alterations identified as obstructions
based on the standards of Subpart C, although not
automatically hazards to air navigation, are presumed
to be hazards to air navigation until an FAA study has
determined otherwise.

Chap 5
Par 502


8260.19C CHG 2

2. Ifthe minimum altitude at the IF
is greater than 1,000' above the highest terrain in the
intermediate segment, the 1,000' point is assumed to
be inbound from the IF at a distance determined by
application of a 500'/NM descent from the IF (see
figure 5-17).

1000" og! + 2000" tercain = 2000" ns!

° tbo pont rr 4 Hold in lieu of PT
‘BE
a ito port
Terran 2080 ws!
Se
Figure 5-17

3. If the minimum altitude at the IF
AND at the FAF are greater than 1,000' above the
highest terrain in the intermediate segment. apply
the methodology in paragraph 507c(2).

(5) General: For PT distances greater than
10 NM (out to 15 NM maximum), increase the
distance to the assumed 1.000' point 1 NM for each
mile in excess of 10 NM.

d. Class B/C/D/E Surface Area extension
width.

(1) ILS/MLS: The width of the Class
B/C/D/E Surface Area extension for ILS/MLS is
established by determining the width of the precision
final approach primary area at the point the aircraft
reaches 1,000’ AGL (see paragraph 507c(1)). The
width of the extension shall not be less than 2 NM
(1 mile each side of the localizer/azimuth course)
regardless of the width of the precision primary area
at the 1,000' point.

(a) Refer to figure 5-18. If the aircraft
reaches 1,000’ AGL at point A, the width of the
surface area at point A is the same as the measured
width of the ILS trapezoid at this point. Apply the
provisions of paragraph 507c(1) to determine the
distance from the threshold to the 1,000' point; then
subtract 200’. The resultant figure is then used as
"D" in the precision for determining the half-width
of the precision primary area:

Page 5-8

12/29/99

1/2W = .15D + 500".

loss B/C/D/E Sutoce Arco

Dist Tyr to 1000" point = ¢
d- 200 = 0

1/2 width = 2S0 + 500’
[G72 width is not less thon tom)

AEE Sartoce wo

Precision Finot
Approcch Primory Area

Figure 5-18

(b) Where the 1,000’ point is located in
the intermediate segment, additional analysis is
required. Since the ILS or MLS FAF and the
underlying LOC or AZ FAF may not be collocated,
the respective intermediate segments may have
different widths at any particular distance from the
FAF. The width of the Class B/C/D/E Surface Area
extension at the 1,000' point shall be the greater of
the two segment widths. Use the guidance in
TERPS chapter 2 for calculating the respective
widths.

(2) Nonprecision: The width of the
Class B/C/D/E Surface Area extension for other than
ILSMLS is established by measuring the width of
the final approach primary area at the widest point
between the surface area boundary and the 1.000°
point. For final segments which 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
Class B/C/D/E Surface Area has not been established
prior to LAP development, obtain a tentative surface
area dimension from the regional ATD for
application of this paragraph. The width of the
extension shall not be less than 2 NM (1 NM each
side of segment centerline) (see figure 5-19).

Chap 5
Par 507


12/29/99 8260.19C CHG 2

Page No.

511. DEACTIVATION OF AIRPORTS OR HELIPORTS .
512. ASSISTANCE IN ZONING PROBLEMS

SECTION 4. CONTROLLED FIRING AREAG.............:cscsccssssessseseeeeseeneeeeeeteceneneeecenentenneeneens 5-19

513. DESCRIPTION
514. ESTABLISHMENT OF CONTROLLED FIRING AREA:
515. PRECAUTIONS...
516. AVN-100 REVIEW AND COORDINA’

SECTION 5. RESTRICED AREAS ...0....:ccccessssssssesssseseeseseseeseneneeeeteseerenseeseeneaesensaestsneasseeneanenan 5-20
517. GENERAL

518 LETTER OF PROCEDURE
519. RESERVED..

SECTION 6. ESTABLISHMENT, RELOCATION, OR DISCONTINUANCE OF
RADIO NAVIGATION AIDS

520. CRITERIA AND GUIDELINES
521. AVN-100 ACTION

522. AFS ACTION.......
523.-599. RESERVED........
CHAPTER 6. MILITARY PROCEDUREG............:.:::cscsesseseeeeesesnseeeessnenseeseenessssenseensaaseseseee
600. GENERAL.........-.::esseseeeeeeees 6-1
601. REVIEW AND COORDINATION -1

602. FAA ACCEPTANCE

603. ASSISTANCE.

604. - 699. RESERVE!
CHAPTER 7. PLANNING cescccsscssccvecsscossveeevsstssinesnstvseesnntntnnsntietntnnsstiansntnetaneesstntnee Tl
SECTION 1. GENERAL coecsscsvcsscsecsssvnsnssvnssnsiesnssntntntnssnsnntnatntntsoennssecenennenenenes 7

700. GENERAL

SECTION 2. PLANNING STANDARDS .....0.....sccccsssessssessessenseseeecncneneeseaneneseseneneneanensseeneaseseetee 7-2

701. PLANNING STANDARDS
702. DETERMINATION OF OPE!

SECTION 3. SAFETY ANALYSIS ..........ccccccscsssssssessessessseeencenenceeenenencenereasenseensssaaseneareessceassnsans 7-3

703. PERFORMING SAFETY ANALYSIS ......cccccscssecssensseseeeseenenersnersnenssnanesscesesesesseneneeees 7-3

Page ix


8260.19C CHG 2

12/29/99

SECTION 8. FACILITIES AND EQUIPMENT (F&E) SUPPORT

709. SUPPORT.

a. At the regional level, the responsibility for
identifying improvements to operational minimums
or for establishing safety requirements is jointly
shared by AVN-100 and the respective regional
Flight Standards Division (FSD). Chapter 1,
section 2, Responsibilities, of this order specifies
primary responsibilities of each organization.
Additionally, each organization has unique skills
and expertise which, in many situations, can be
combined in a teamwork approach in the area of
airport and navigational facility planning. AVN-100
personnel serve in a team leadership role for the
region in developing and recommending improve-
ments to IFR procedures, operational minimums,
and associated facilities.

Page 7-14

b. It is expected that a regional AVN/AFS
team approach will provide a method for regional
Flight Standards input on behalf of system users and
operators which addresses operation and safety
concerns.

¢. The FSD also submits written justification
for visual aids (not associated with IFR airports) and
provides technical advice for IFR studies or
recommendations which may not meet established
standards; e.g., require AFS approval for waiver or
NCP. Each team should establish a means of
submitting its respective organization’s input to the
regional F & E budget.

710.-799. RESERVED.

Chap 7
Par 709



8260.19C CHG 2

1. If the PT completion altitude is
equal to or greater than, BUT the minimum altitude
at the stepdown fix/facility is less than 1,000’ above
the highest terrain in the segment underlying the
course reversal, the 1,000' point is assumed to be
7 miles from the stepdown fix/facility on the PT
inbound leg (see figure 5-9).

Figure 5-9

2. If the minimum altitude at the
stepdown fix/facility is greater than 1,000' above
the highest terrain in the segment between the
fix/facility and the FAF, the 1,000' point is assumed
to be inbound from the fix/facility at a distance
determined by application of a 300'/NM descent
from the stepdown fix/facility (see figure 5-10).

Pr

3000" gl + 2000 Terran = 3000" mst
‘Tnorcs/p> = 3000 = 100"

Terrain 2000"! asi

Figure 5-10

3. If the 1,000' point is inside the
FAF, apply methodology in paragraph 507c(2)(a).

(Condition: Distance between the stepdown
fix/facility and the FAF greater than 5 NM - see
Order 8260.3, paragraph 244e). Since the fix/
facility becomes the IF in this case, apply
methodology in paragraph 507c(3)(e).

Page 5-6

12/29/99

Note: Where the distance between the
stepdown fix/facility and the FAF equals
5 NM, either TERPS paragraph 244d or 244e
may be applied; use the appropriate guidance
above or below accordingly.

(e) PT over the IF: (Intermediate Fix)

1. If the PT completion altitude is
less than 1,000' above the highest terrain in the
segment underlying the course reversal, the 1,000'
point is in the PT maneuvering area.

2. If the PT completion altitude is
greater than or equal to 1,000' above the highest
terrain in the segment underlying the course
reversal, the 1,000' point is assumed to be 7 NM
from the PT fix/facility on the inbound leg (see
figure 5-11).

Terrein 2000" asi

Figure 5-11

3. If the minimum altitude at the IF
is greater than 1,000' above the highest terrain in the
segment underlying the course reversal, BUT less
than or equal to 1,000’ above the highest terrain in
the intermediate segment, the 1,000" point is at the
IF (see figure 5-12).

Terrain 1200" ns

Terran 907 ns!

Figure 5-12

Chap 5
Par 507


8260.19C CHG 2 12/29/99

Figure 7-3. TRANSITION TO LOC COURSE (NoPT)

Chap 7
Page 7-10 Par 706


12/29/99

8260.19C CHG 2

SECTION 3. AIRPORT AIRSPACE ANALYSIS

508. 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, Title 14 CFR Part 157, Notice of Construction,
Alteration, Activation and Deactivation of Airports,
was promulgated. This regulation requires pro-
ponents of the civil airport projects not involving
federal funds to give the Administrator reasonable
prior notice of such proposals so that he/she 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 5100.38A_
Airport Improvement Program (AIP) 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 AIP agreements,
changes in airport operating status from VFR to IFR;
and changes to airport traffic patterns.

c. The provisions of Order 7400.2, Part 3, are
applicable to all participating offices. Therefore, all
Flight Standards and AVN-100 personnel directly
involved in airport airspace analysis shalt be familiar
with Order 7400.2, and those general responsibilities
specified in chapter 1, section 2, of this document.

509. AVN-100/AFS INPUTS IN ESTABLISH-
MENT OF AIRPORTS AND HELIPORTS.

Since the term "airports" includes small isolated
airports (including ultralight flight parks), heliports,
and large airports, the problems associated with
proposed establishment of airports are varied.
However, it may be stated that the AVN-100 and
AFS studies of all proposed airports or heliports
relates 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 re-
quired. Any proposed nonstandard installation or

Chap 5
Par 508

facility must be thoroughly reviewed to determine if
an adequate level of safety can be achieved.

AFS 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 Airports Division,
AFS provides an operational safety review for
Airports Division approval of a modification of an

i standard. AFS determinations, including
studies referred by AVN, will be provided to the
OPR.

AVN is responsible for evaluation and comment
on all airport proposals related to IFR impact.
Routine coordination with the AFS point of contact
is expected on joint studies.

a. Questions to be considered in the
AVN-100/AFS Analysis. It is not intended that the |
study be confined to these questions. It is recognized
that some proposals will present unique problems
which 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?

- ©) Are runways aligned in consonance with

wind rose data? Is instrument runway aligned with
IFR wind rose data?

Page 5-17



8260.19C CHG 2

having similar operational problems as parallel
runways, note the authorization on each individual ILS
procedure. Identify the procedure in accordance with
TERPS paragraph 161.

b. Paragraph 122a, Airport. The mmway
lighting requirement does not apply to night instrument
takeoff procedures.

c. Paragraph 122c, Obstacle Marking and
Lighting. Do NOT deny instrument approach
procedures due to inability to mark and light or remove
obstacles which violate 14 CFR Part 77 surfaces.
Exception: See TERPS paragraph 251b(2)(c). Objects
which penetrate these surfaces are normally studied by
AVN-100 prior to construction or alteration.
AVN-100 recommendations for marking, lighting, or
removal are made at that time.

d. Paragraph 151, Coordination Con-
flicts. AVN-100 shall make every effort to resolve
coordination conflicts, and shall thoroughly evaluate
objections received as a result of coordination or by
direct inquiry. This evaluation should determine the
validity of the comments and the course of action to be
taken:

(1) Acknowledge the comments and amend or
withdraw the procedure; or

(2) Determine that the procedure is correct
as submitted. All adverse comments received, through
formal coordination, shall be answered in writing.
Conflicts which cannot be resolved by the region shall
be forwarded to the Flight Procedure Standards
Branch, AFS-420, with an information copy to the
commenting agency.

e. Paragraph 160, Identification of Pro-
cedures. Military operators have stated a require-
ment for TACAN instrument approach capability to a
limited number of airports. These airports have a
prescribed VOR procedure, based on a VORTAC
facility, where TACAN-equipped aircraft are expected
to operate. VOR procedures at these locations may be
executed by TACAN-equipped aircraft 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 TACAN. Approval of the use
of individual VOR procedures by TACAN-equipped
aircraft is subject to review for compliance with
TERPS and flight check criteria. Take the following
actions to implement this program:

Page 4-2

12/29/99

(1) Designate VOR/DME procedures,
predicated upon the use of VORTAC, as "VOR/DME
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.
FAF procedures identified "../DME” are not
authorized.

(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:

(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.

(a) 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/DME or TACAN procedures.

f. Paragraph 161, Straighbt-in Procedure
Identification. When approaches meet straight-in

Chap 4
Par 404


8260.19C CHG 1

9/18/98

SECTION 6. NEW OR REVISED JET ROUTES

350. COORDINATION PROCEDURES

a. The regional Air Traffic Division
provides AVN-100 with the Notice of Proposed
Rule Making (NPRM) for new or revised routes.

b. AVN-100 Action: AVN-100 requests
flight inspection to furnish a copy of the NPRM
and forwards preliminary evaluation results to the
AT division. If the proposal is satisfactory,
include changeover point information. If the
route is mot satisfactory, provide alternate
recommendations.

351. PUBLICATION OF PROCEDURAL
DATA.

a. AVN-100 shall forward final route data,
with the NPRM docket number, to NFDC on FAA

Page 3-10

Form 8260-16. This form must be submitted
within the comment period specified in the
inspections of established routes, which would
require a change of MEA, MOCA, MAA, or COP
from the previously published data, shall be
brought to the attention of the procedures
specialist for corrective action.

b. The ARTCC, in conjunction with the
regional System Management Branch (Axx-: 530),
is responsible for developing airspace require-
ments for the routes published in 14 CFR Parts 71
and 75; and AVN-100 is responsible for
developing the related procedural data published
in 14 CFR Part 95.

352-359. RESERVED.

Chap 3
Par 350


9/18/98

(5) Establish priorities for task assign-
ments, scheduling, and utilization of personnel and
physical resources.

(©) Assure system configuration, docu-
mentation, and reliability.

(7) Conduct extensive operational testing
and debugging, to assure system software is in
conformance with Order 8260.3, United States
Standard for Terminal Instrument Procedures
(TERPS) and other appropriate directives, advisory
circulars, and 14 CFR provisions. Conduct final
system certification of software before release to
users through coordination with AFS-420.

(8) Review national user requirements and
approve system modifications.

(9) Ensure that the provisions of FAA
Order 1600.54B, FAA Automated Information
Systems Security Handbook, are complied with in
the security control of computer programs and
associated documentation.

c. The Flight Inspection Technical Support
Branch, AVN-210, is responsible for establishing
and maintaining the Aviation Standards Information
System (ASIS) in support of [APA requirements.

d. AVN-100 is responsible for final certi-
fication of instrument flight procedures to include
that:

(1) Data used to develop the instrument
approach procedure was correct.

(2) The instrument approach procedure
was developed in accordance with FAA Order
8260.3; Order 8260.19, Flight Procedures and
Airspace; and other appropriate directives, advisory
circulars, and Federal Aviation Regulations listed in
appendix 1.

(3) The appropriate Flight Procedures
Standards Waiver, if required, is on file.

122, OFFICE OF INFORMATION SERVICES
RESPONSIBILITY.
abe

The Office of Information Services, AMfl-1, is
responsible for the software development from its

Chap 1
Par 121

8260.19C CHG 1

inception through implementation. It is also respon-
sible for maintenance of system software, and shail
provide and control automatic data processing
(ADP) resources which include:

a. The utilization of personnel (including
contract personnel) and physical resources.

b. Providing technical consultation and advice
as required.

c. Providing telecommunications support, and
other necessary ADP enhancement and support
services for LAPA.

d@ Participating in the review of site
preparation, installation, and testing support as
Tequired.

e. Providing on-site hardware and software
installation and testing support as required.

f. Providing preliminary testing of software to
assure conformance with the United States Standard
for Terminal Instrument Procedures and other
appropriate directives, advisory circulars, and
Federal Aviation Regulations as advised by the
program office.

123. OFFICE OF INFORMATION TECH-
NOLOGY RESPONSIBILITY.

The Office of Information Technology, AIT-1, will
develop governing policies and responsibilities for
automatic data processing (ADP) program manage-
ment in accordance with Order 1370.52, Information
Resources Policy.

124. DIRECTOR, AIRWAY FACILITIES
SERVICE.

The Director, Airway Facilities Service, AAF-1, is
responsible for the determination of agency-wide
priorities for use and control of telecommunications
resources needed to support IAPA. This responsi-
bility is administered through the Telecommuni-
cations Integrated Product Team in the NAS
Operations Program (AOP) of Airway Facilities.

125-199. RESERVED.

Page 1-9



9/16/93

8260.19C

> CHAPTER 3. EN ROUTE PROCEDURES

SECTION 1. GENERAL

300. GENERAL.

a. The en route airspace structure of the
National Airspace System consists of three strata.
The first, or lower stratum, is an "airway"
structure which extends from the base of
controlled airspace up to but not including 18,000
feet MSL. The second stratum contains
identifiable jet routes as opposed to designated
airways, and extends from 18,000 feet MSL to
Flight Level (FL) 450. The third stratum, FL 450
and above, allows random operation.

b. The standards in chapter 17 of TERPS are
concerned with the first two strata and apply to
the establishment of flight procedures for airway
and off-airway routes in the lower stratum, and
for designated and non-designated jet routes in
the second stratum. The 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. Consideration is also
given to communications requirements and to the
use of radar to fill navigation "gaps." In areas
outside the continental United States which do
not have the airway structure divided as above,
the criteria apply to the corresponding altitude
levels in the development of en route procedures.

Chap 3
Par 300

3801. PUBLICATION.

a. En route minimum altitudes. MEA
(Minimum Enroute Altitude), MRA (Minimum
Reception Altitude), MAA (Maximum Authorized
Altitude), MOCA (Minimum Obstruction
Clearance Altitudes), MCA (Minimum Crossing
Altitudes), and COP (Changeover Point) are
established by the Federal Aviation
Administration for instrument flight along
Federal Airways in FAR Part 95. They may be
established for off-airway routes within the
United States and its territories. The altitudes
are established after it has been determined that
the navigation aides 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 prescribed route widths.

b. Altitudes and changeover points are
published regularly in the Federal Register as
Part 95 of the Federal Aviation Regulations
(FAR). The master lists of Part 95, COPs, direct
routes, intersections, holding patterns, and off-
airway routes (non-Part 95) are maintained by
NFDC.

302-309. RESERVED.

Page 3-1


9/16/93 8260.19C

UNCONTROLLED AIRSPACE

CDE
VORTAC

—
a

ABC
VORTAC

Kos
OBSTACLE STUDY AND
FLIGHT INSPECTION
(CENTERLINE MJST BE IN OF SUB-—ROUTE
CONTOLLED AliSPACE.) BCD REQUIRED.

VORTAC

(SHUTDOWN)

SUB-ROUTE V-98

Figure 3-1. FAR Part 95 Sub-Route

CDE
VORTAC

ABC
VORTAC
OBSTACLE STUDY AND
; ey FLIGHT INSPECTION
cUelnovne OF SUB~ROUTE

eco REQUIRED.

VORTAC

(SHUTDOWN)

Figure 3-2. Non-Part 95 Sub-Route

Chap 3
Par 335 Page 3-5


12/29/99

be——=10 am PT——+}
t000

ot

FAr

15S

ae

Terrain 700) msi

Rwy Elev
O mst

Figure 5-5

2. When the SIAP specifies a
minimum altitude at the FAF less than 1,000’ above
the highest terrain in the final segment, BUT greater
than 1,000' above the highest terrain in the
intermediate segment, establish the 1,000° point at
the FAF.

3. When the SIAP specifies a
minimum altitude at the FAF greater than 1,000'
above the highest terrain in the final segment.
establish the 1,000' point as per para-
graph 507c(2)(a).

(©) PT over facility/stepdown fix
AFTER the FAF:

1. Where the SIAP specifies a
minimum altitude at the FAF less than 1,000' above
the highest terrain in the intermediate segment, the
1,000' point is assumed to be outbound beyond the
FAF at a distance determined by application of a
200'/NM descent to the FAF (see figure 5-6).

a 10 am PT
fix/facitity |

1000" point

1OOO'0g + 600 terrain = 1600'ms!
1600" = 1100%¢FAF) = 500
300" / 200 ft per nm = 25am
Snm(FAF) + 2.5 = 7.50

= 1000" point

Terrain 600° msi

Runwoy Elev
Oo mat

Figure 5-6

2. Where the SIAP specifies a
minimum altitude at the final stepdown fix less than
1,000' above the highest terrain in the final

Chap 5
Par 507

8260.19C CHG 2

segment, while specifying a minimum altitude at the
FAF greater than 1,000' above the highest terrain in
the intermediate segment, the 1,000' point is
assumed to be inbound from the FAF at a distance
determined by application of a 300'/NM descent
gradient from the FAF. Use 500/NM descent
gradient for the distance that the FAF exceeds 7 NM
from the threshold (see figure 5-7).

PT
fix/focitty

1000'ag) + 670 terroin = 1670'msi
0"

| ooo S7e,terem 5 Je7Om | cont

YOnm PT

2000,

330° / 300 ft per am = Taam
Som{PaF) — 11 = 390m
= 3000" point
Terrain_700° m
300" resi
Figure 5-7

3. Where the SIAP specifies a
minimum altitude at the final stepdown fix greater
than 1,000' above the highest terrain in the final
segment, the 1,000’ point is assumed to be inbound
from the final stepdown fix at a distance determined
by application of a 300'/NM descent gradient from
the final stepdown fix. Use 500/NM descent
gradient for the distance that the stepdown fix
exceeds 7 NM from the threshold (see figure 5-8).

pT

fix /fociity
1000°og! + 300 terrain = 1300'mst
1700 (stepoown) - 1300° = 400°
400° / 300 ft per nm = 1.3om
Snm(s/d) ~ 1.3nm = 3.Jom
= 1000 point Be
7700
a a
1000" point
Tem
Runwoy Elev 2 Terrain 300° mst
Figure 5-8

(@) Procedure turn over stepdown
PRIOR to the FAF:

(Condition: Distance between the stepdown

fix/facility and the FAF Jess than 5 NM - see TERPS
paragraph 244d.)

Page 5-5


8260.19C CHG 2 ; 12/29/99

c. Use the “Other Comments” block of this form 107-109. RESERVED
providing a complete explanation of why the suggested
change is necessary.

Page 1-4 Chap 1
Par 106


9/18/98

8260.19C CHG 1

SECTION 5. OFF-AIRWAY ROUTES

340. 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 14
CFR Part 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. Normally, requests for the establish-
ment of off-airway routes are imitiated by a
scheduled air carrier operator through its Principal
Operations Inspector (POI). Upon receipt of a

| request for an off-airway route, AVN-100 shall
coordinate with the Air Traffic Division. The Air
Traffic Division will process the route in accordance
with Handbook 7400.2 to ascertain that there is no
conflict in’ use of the airspace. Following AT
| coordination, AVN-100 shall 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
Toute.

| b. AVN-100 Documentation. Document MEA’s
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.

Chap 3
Par 340

341, LISTING.

Pursuant to the responsibility of the Air Transpor-
tation Division (AFS-200) for surveillance of all
authorized navigation facilities and routes, a
requirement exists for maintaining a current listing
of off-airway routes which have been assigned to air
carriers by AFS operations personnel. These routes
are documented in the National Flight Data Digest
(NFDD) which is published by NFDC when changes
occur.

342, OFF-AIRWAY DATA.

AVN-100 should establish arrangements for
obtaining and maintaining complete off-airway route
information. The following is suggested:

a. FSDO’s provide AVN-100 with copies of all
changes or cancellations to IFR off-airway route
authorizations.

b. AVN-100 uses this information for develop-
ment of flight inspection requirements and for
maintaining current records.

343. PROCESSING DATA TO NFDC.
Use FAA Form 8260-16 to forward IFR off-airway

data to NFDC. Do not designate off-airway non-14
CFR Part 95 routes as special routes even though

associated with special instrument approach
procedures.
344-349. RESERVED.

Page 3-9


8260.19C CHG 2 12/29/99

Page No.

CHAPTER 3. EN ROUTE PROCEDURES

SECTION 1. GENERAL ...0....ccccssesesessessseneesessenestescesesesecsenecseeneneenenensesenecesacenensenesscseseqneneeneenenees 3-1

300. GENERAL....
301. PUBLICATION.
302.-309. RESERVED.

SECTION 2. CRITERIA APPLICATION AND DEVELOPMENT ..............::ccesssessssseeeesees 3-2

310. CRITERIA APPLICATION
311. DEVELOPMENT OF CRITERIA .
312.-319. RESERVED

SECTION 3. ESTABLISHMENT OF EN ROUTE AIRSPACE ...........ccccccsssssssessseeseeeestesenees 3-3

320. RELATIONSHIP OF COP’S TO AIRSPACE DIMENSIONS
321. RELATIONSHIP OF MEA’S TO CONTROLLED AIRSPACE FLOORS
322.-329. RESERVED .

SECTION 4. SUBSTITUTE EN ROUTE FLIGHT PROCEDURES .............cscscessessessssesseseee 3-4

330.
331.
332.
333.
334. FLIGHT INSPECTION................

335. PLANNING AND COORDINATIO:
336. PROCESSING.........
337. PERIODIC REVIEW .
338. DISTRIBUTION ..
339. RESERVED.

SECTION 5. OFF-AIRWAY ROUTES...

340. ESTABLISHMENT.
341. LISTING..............
342 OFF-AIRWAY DATA............. 3-9
343. PROCESSING DATA TO NFDC
344,-349. RESERVED

SECTION 6. NEW OR REVISED JET ROUTES. ............::ccccsssessssesssssssesneerenssscensacnesasaeenenseneene 3-10

350. COORDINATION PROCEDURES
351. PUBLICATION OF PROCEDURAL DATA ..
352.-359. RESERVED

Page vi


8260.19C CHG 2

12/29/99

SECTION 7. DEPARTURE PROCEDURES (DP)

470. GENERAL.

a. AVN-100 is responsible for the development of
instrument departure procedures (DP’s) under Order
8260.46, Instrument Departure Procedure (DP)
Program, and for the issuance of NOTAM'’s relating
thereto.

b. Establish takeoff minimums or develop
departure procedures only for those airports with
approved instrument approach procedures.

c When the AVN-100 study reveals obstacles
requiring climb gradients greater than 200 feet per
mile, a DP is required. Specific procedures shall
include: a note placed in the Take-Off Minimums and
(Obstacle) Departure Procedures section of the
Terminal Procedures Publication (TPP) to enable the
pilot to see and avoid obstacles that require a climb
gradient (CG) (see paragraph 835d(2)(a)4 and TERPS
Chapter 12); mandatory ceiling and visibility
minimums to allow obstacles to be seen and avoided;

establishment of standard takeoff minimums with
required CG’s; detailed textual or graphic flight
maneuvers; a combination of these methods; or denial
of an instrument departure. See table 4-1 for allowable
combinations relating to specific situations.

(1) A ceiling and visibility shall not be
published for obstacles identified under TERPS
paragraph 1205d. See table 4-1, situation 2.

(2) Where CG’s are required for obstacles
within and also beyond 3 SM of DER, publish a
graphic DP. Where operationally practicable, CG's
may be combined with publication of the more
demanding CG's to an altitude that clears all
obstructions.

(3) Whenever mandatory ceiling and
visibility are used to allow obstacles to be seen and
avoided, they shall be accompanied by an alternative to
use standard take-off minimums with a minimum
required climb gradient

TABLE 4-1

SITUATION

ACTION

1) TERPS obstacle assessment does not identify any
obstacle penetrations; i.e., diverse departure evaluation
successful.

No further action required - standard takeoff minimums
apply.

2) TERPS obstacle assessment identifies only obstacles
that require a CG to an altitude 200’ or less above DER.

Establish a DP which provides the pilot a note identifying
the obstacle(s) type, location relative to the DER, height
(AGL) and elevation.

3) TERPS obstacle assessment identifies obstacles that
require a CG to an altitude greater than 200’ above the
DER.

A) Obstacle 3 SM or less from DER: establish a DP
which provides the pilot a note identifying the obstacle(s)
type, location relative to the DER, height (AGL) and
elevation, and which specifies: 1) a ceiling and visibility to
see and avoid the obstacle; with 2) standard takeoff
minimums with a minimum CG to a specified altitude;
and/or 3) provide a specific textual or graphic route to
avoid the obstacle(s). Include takeoff minimums and/or
CG's as necessary for each runway served.

B) Obstacle greater than 3 SM from DER: establish a DP
for obstacle avoidance that uses standard takeoff
minimums with a required CG; or provide a textual or
graphic departure route to avoid the obstacle(s).

NOTE: Include takeoff minimums and/or CG’s on the
graphic DP. If neither of these actions is feasible, an IFR
departure shall not be authorized.

Page 4-14

Chap 4
Par 470



9/18/98

most recent Epoch Year's MV, and the projected MV
for the next Epoch Year. For the purpose of
planning and implementation, maintain a current
listing of those candidate navigational aids and
airports with a difference of 2° or more between the
MV of record and the nearest future Epoch Year
value.

(6) Notify NFDC 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 shall allow sufficient 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 procedural
amendment.

(7) Amend instrument flight procedures as
Tequired, predicated on navigational aids or airports
undergoing a change of MV of record. Conduct a
thorough survey to determine the full impact the MV
change will have on any instrument procedure. Such
surveys shall 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, departure
procedures (DP's), SID’s, STAR's, and any other
application to instrument flight procedures. Use the
MV of record (or as officially changed) to develop
instrument flight procedures - regardless of the MV
shown on the chart being used.

(8) VOR, VOR/DME, and VORTAC
facilities supporting the route structure (which
may or may not have instrument procedures
predicated on them):

(a) Modify all fixes and IAP's. Modify
all 14 CFR Part 95 Direct and Off-Airway (Non-Part
95) routes with documented radial(s) or bearing(s).
Change ESV's. Make all modifications to meet an
effective date that coincides with the en route change
cycle.

NOTE: A listing of affected fixes, holding
patterns, DP's, SID’s, STAR's, military training
routes, preferred routes, and ATS routes may be
obtained from NFDC (ATA-110).

Chap 2
Par 216

8260.19C CHG 1

(b) Coordinate changes with ATC
(ARTCC and approach control) in an attempt to
eliminate routes, fixes, and instrument procedures

that are no longer required.

(9) Navigational aids NOT supporting en
route structure: |

(a) Initiate implementation of the nearest
future Epoch Year MV whenever any instrument
procedure is established or amended. The nearest
future Epoch Year MV will become effective
concurrent with publication of the amendment (see
paragraphs 816n and 8160).

(6) Amend and process multiple instru-
ment procedures to simultaneously become effective
concurrent with the instrument procedure specified
in the MV change notification to NFDC.

(©) Submit revisions of all affected fixes
with the instrument procedure(s). Change ESV's. |

(@ Amend radar and DF procedures
when airport MV of record is changed. If the DF is
located at an off-airport site, obtain the MV for the
antenna site; include MV and Epoch Year in the
lower right corner of the FAA Form 8260-10. See
chapter 4, section 5.

(10) Military facilities.

(a) Accomplish MV changes for U.S.
Army facilities in the same manner as for civil
facilities; however, obtain the installation
commander’s prior approval.

(b) Notify the appropriate military
representatives when the need to change the MV of
other military facilities is identified.

(11) Airports.
(a) Amend IAP's, SID’s, and DP's

which specify runway designator numbers affected
by MV change.

(b) Notify the regional 530 office of the
need for amendment action if STAR's contain
runway designator numbers affected by MV change.

Page 2-9


8260.19C CHG 2

12/29/99

SECTION 6. CATEGORY I AND III ILS

460. GENERAL.

a. Guidance. The following directives contain
criteria to be used in the development or amendment of
ILS Category 0 and II procedures:

(1) Order —8260.3B,
Order 8260.36A, Civil
Landing System (MLS).

chapter 9; 9 or
Utilization of Microwave

(2) AC 120-29, Criteria for Approving
Category I and If Landing Minima for FAR 121
Operators, appendix 2.

(3) AC 120-28C, Criteria for Approval of
Category III Landing Weather Minima, paragraph 8.

(4) Order 8200.1, United States
Flight Inspection Manual, section 217.

Standard

(5) Order 8240.45, Flight Inspection of Type
TLILS Facilities Used for Category II Operations.

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

(7) Order 8400.8, Procedures for Approval of”

Facilities for FAR Part 121 and Part 135 CAT I
Operations.

b. Advise the general public of airports
authorized Category I, I, and II minimums by
publishing the appropriate 14 CFR Part 97 SIAP.
Category Ic minimums shall be included in the
minimums format of the IAP (see paragraph 813k).

c. The minimum class of performance (see
Order 6750.24) required for an ILS to support a
published ILS Category II or III SIAP is as follows:

(1) Class I/T/2 for Category I operations.

(2) Class IM/D/3 for Category II operations
not less than RVR 700.

(3) Class HWI/E/3 for Category III operations
not less than RVR 600.

(4) Class II/E/4 for Category Il operations
less than RVR 600.

Page 4-12

d. A detailed explanation of the characters used
to identify a facility's class of performance is contained
in Order 6750.24, appendix 2. The first character (1, I,
or III), ILS International Civil Aviation Organization
(ICAO) standards, is determined jointly by flight
inspection and engineering personnel. The second
character (A, B, T, D, or E), localizer course structure,
is determined solely by flight inspection personnel.
The third character (1, 2, 3, or 4), ILS integrity and

continuity, is determined solely by engineering
personnel,
461. ACTION.

a. Regions. Regional Airway Facilities Division
and AVN-100 coordination is essential. AVN-100,
having planned Category II and I ILS runways in its
area of responsibility, shall issue checklists to assure
the system meets the necessary ground system and
obstacle clearance requirements. See Order 8400.8.

NOTE: The requirements for the marking of ILS
glide slope (GS) and localizer (LOC) obstacle free
zones, and procedures for ensuring obstacle
clearance with respect to aircraft on the ground,
are contained in AC 150/5300-13, Airport Design.

b. AVN-100.

() AVN-100 shall forward the completed
checklists to the Flight Operations Branch, AFS-410.
AVN-100 shall advise the regional Flight Standards
Division (FSD) when a Category II or II system has
passed flight inspection. Notification shall contain the
following information:

(a) Airport.

(b) Runway.

(c) Flight inspection completion date.
(d) Facility classification.

(e) Minimums:

Category IT DA and RA.
Category II a/b/e RVR (as appro-
priate).
(f) Date approach procedure will be
available.
Chap 4
Par 460



12/29/99

Category UI monitored facility (not monitored by
ATC). Ifa procedure has a stepdown fix predicated on
a Category III monitored facility, establish alternate
minimums no lower than the minimum altitude without
the fix. See TERPS paragraphs 213c(1) and (2).
Standard alternate minimums provide a margin of
safety over basic straight-in landing minimums. Where
higher than basic landings minimums are required,
consider an equivalent increase for the alternate
minimums, particularly at remote airport locations.
Similar consideration should be given when
establishing alternate minimums at airports served by a
single instrument approach which authorizes circling
minimums only.

z. Paragraphs 413a(2), 513a(2)(b), 613a(2), and
713a(2)(b). Circling approach alignment criteria, using
on-airport facilities, permits the use of all radials
(360 degrees). It is not a requirement for the final
approach course to pass through a portion of the
landing surface.

aa. Paragraph 957, Missed Approach
Segment. The missed approach area dimensions for
the localizer differ from those of the full ILS, unless the
MAP’s are collocated. Evaluate both missed approach
areas for obstacle clearance requirements. Provide a
single missed approach procedure to serve both ILS
and localizer approaches. An LDA, localizer-only,
localizer back course, or SDF missed approach point
shall be at least 3,000’ prior to the localizer facility. For
precision approaches, or where a glide slope is used,
the DH/MAP shall be no closer to the localizer antenna
than a point where the localizer is 400’ wide. See
Order 8200.1, paragraph 217.3206a.

bb. Paragraph 1201, Application.

(1) Apply diverse departure criteria to all
runways at airports where public or special IAP’s exist,
and the FAA is the approving authority. If restrictions
are not imposed, expect aircraft departures in all
directions from all runways.

(2) If restrictions (40:1 surface
penetrations) are identified for a specific runway in
the diverse review, apply TERPS paragraph 1202 or
1203.

cc. Paragraph 1202. Defer that part of this
paragraph pertaining to sectoring departures until
further notice.

Chap 4
Par 404

8260.19C CHG 2

dd. Paragraphs 1202a(2), 1203a(2), |
1203b(2)(a), and 1203c¢(2)(a). Originate the obstacle
identification surface (OIS) at the elevation of the
departure end of runway (DER). It may begin no higher
than 35’ above the DER when required by existing
obstacles. In the latter case, annotate the procedure
with the minimum DER crossing height requirement;
e.g., "CROSS DER AT OR ABOVE xx' AGL/xxx’
MSL." Do not increase the origination height to
accommodate new or proposed obstructions.

ee. Paragraphs 1202b(1) and 1202c(1). The
“minimum altitude authorized for en route operations”
is that altitude which allows en route obstacle clearance
in conjunction with random (diverse) departures.
Evaluate the 40:1 surface to an altitude equal to the
highest obstacle elevation plus appropriate required
obstacle clearance (ROC). Evaluate obstacles as
follows:

(1) Construct Zones 2 and 3 OJS radial
extensions from a point on the runway centerline 2,000’
from the start end of the runway out for a distance of
110 NM for CONUS and 140 NM for Alaska;
construct the hemispherical boundaries accordingly.
(The 110 NM approximates the distance for a 40:1
surface to reach 16,500’ - 14,500’ for the highest
CONUS terrain plus 2,000’ ROC worst case. In Alaska,
Mt. McKinley, 20,320’ plus ROC was used.)

(2) Determine the highest terrain/obstacle
within this area; add appropriate ROC (Special ROC,
etc.).

(3) Divide the results by 152/NM. (This
determines the actual radius for the obstacle search.
Anything beyond this radius will be cleared by the 40:1
surface).

(4) Evaluate the area out to this radius for
40:1 penetrations. Measure the distance to the
obstacles as in chapter 12. (Suggest searching the area
out to a 10 NM radius first as most controlling
obstacles are found in this area.)

(5) If there are no penetrations, diverse
departures are authorized. Aircraft can be expected to
safely depart in random directions from the airport to
the altitude determined in paragraph 404ee(2).

(6) If there are penetrations, diverse
departures are NOT allowed. Evaluate specific

Page 4-5


8260.19C CHG 1

9/18/98

SECTION 2. AERONAUTICAL CHARTS

204. USE OF MAPS AND CHARTS.

| a AVN-100 should maintain an adequate
supply of current charts 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, the Airport Obstruction Chart (OC), a
WAAS precision survey, or an equivalent plan and
profile chart, is recommended for use. For all
approach procedures, the 7 1/2 and 15 minute
quadrangle topographic charts (Quads) produced by
the U.S. Geological Survey provide excellent source
for determining terrain elevation. 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 IAPA,
AMIS, Quarterly Obstacle Memo, Digital Terrain
Elevation Data (DTED), Digital Elevation Model
(EM), etc, in addition to on-site obstacle
assessment evaluations, where necessary. The
Sectional Aeronautical Chart (scale 1:500,000) and
the 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. Charting requirements for inclusion in a
flight inspection package should be determined from
the Flight Inspection Policy and Standards Branch
(AVN-230). See FAA Order 8200.1, United States
Standard Flight Inspection Manual, paragraph
214.2.

205. AERONAUTICAL CHARTS AND
PUBLICATIONS.

Page 2-2

a. Aeronautical charts used for air navigation
are generally of two groups: VFR charts and IFR
charts. The VFR charts are the Sectional and VFR
Terminal Area charts and the visual navigation
chart. IFR charts are the En Route Low and High
Altitude, Area, Instrument Approach Procedure,
DP/SID, and STAR charts.

b. Tue primary publication which contains
basic flight information related to instrument
operations in the NAS is the Aeronautical
Information Manual (AIM). The primary publi-
cation serving as a preflight and planning guide for
use by U. S. nonscheduled operators, business, and
private aviators flying outside of the United States is
the Aeronautical Information Publication (AIP).
AFS-420 personnel should conduct surveillance of
the AIM and AIP to verify the accuracy and
appropriateness of the information therein.

c. AVN-100 personnel should monitor charts
or publications released by FAA which provide
informative material, recommended or mandatory, to
determine that safe operating practices and
conditions are accurately described for aviation
users.

d. AVN-100 is responsible for the accuracy and
completeness of flight data submitted by that office
for publication. Procedure specialists should review
the resulting NOS charts to ensure correct portrayal.
AVN-100 serves as the focal point for questions
about the data published on these charts.

e. Any FAA personnel, who find or are notified
of discrepancies and/or errors in aeronautical charts,
the AIM, or AIP, should forward the information to
AFS-420, or the NFDC.

Chap 2
Par 204


9/18/98 8260.19C CHG 1

@) Review all associated waivers in revision. Do NOT make SIAP amendments solely to
correct an MSA altitude except when the MSA

provides less than 950 feet of obstacle clearance.

@ Annotate and incorperate editorial
changes noted during the review in the next 242-249. RESERVED.

Chap 2 Page 2-19
Par 241


9/18/98

8260.19C CHG 1

SECTION 7. RADAR VECTORING ALTITUDE CHARTS

360. CHART PREPARATION.

Radar vectoring charts are developed for areas where
there are numerous minimum vectoring altitudes
(MVA’s) due to variable terrain features or
manmade obstacles. The responsible ATC facility
determines whether its radar systems require
required, the ATC facility develops the basic chart in
accordance with instructions contained in Order
7210.3, Facility Operations and Administration, or
Order 7210.37, En Route Minimum IFR Altitude
(MIA) Sector charts. AVN-100 personnel may be
Tequested to participate in original chart develop-
ment at the option of the ATC facility.

361. AREAS OF CONSIDERATION.

The area considered for obstacle clearance shall be
the maximum range of the radar. This area may be
subdivided into sectors to gain relief from obstacles
which are clear of the area in which flight is to be
conducted. There is no prescribed limit on the size,
shape, or orientation of the sectors; however, they
must be designed with consideration to aircraft
maneuvering ability, obstacle clearance require-
ments, and air traffic flow requirements. To avoid
excessively high minimum altitudes within a sector,
prominent high obstacles may be isolated by
enclosing the obstacle with a buffer area whose
boundaries are at least three miles from the obstacle
(five miles if 40 miles or more from the radar
antenna). Vectoring charts should be designed to
emphasize. simplicity and safety in radar traffic
control applications. Terminal MVA charts are
oriented to magnetic north, An example of a
Terminal MVA chart can be seen in Order 7210.3,
chapter 3, section 9.

362. OBSTACLE CLEARANCE.

Obstacle clearance shall be provided over all
obstacles within the vectoring areas or sectors
established by ATC on the Terminal MVA chart or
the En Route MIA chart, irrespective of the coverage

the sector within 3 miles of the sector boundaries (5
niles if 40 miles or more from the radar antenna).
In areas of overlapping radar coverage, where data

Chap 3
Par 360

from an antenna more than 40 miles away may be
used, only 5 miles clearance shall be applied. ATC
facilities will apply 1000 feet of obstacle clearance in
non-mountainous areas and 2000 feet in areas
designated as mountainous in 14 CFR Part 95.
MVA’s and MIA’s should provide at least 300 feet
above the floor of controlled airspace. Round off
resultant altitudes to the nearest 100 feet. For
example, 1149.99 feet becomes 1100 feet, and |
1150.00 feet becomes 1200 feet.

NOTE: Controlled airspace considerations are
the responsibility of ATC facilities. AVN-100 |
review shall assure the obstacle clearance
requirements are met. It is the responsibility of
the controller to determine that a target return is
adequate for radar control purposes.

363. OBSTACLE CLEARANCE REDUC-
TION.

Where lower altitudes are tequired in designated
mountainous areas to achieve compatibility with
terminal routes or to permit vectoring to an
instrument approach procedure, AVN-100 may |
approve reductions to the minimum altitude in
accordance with the following:

a. ASR - 1000 feet of obstacle clearance may be
authorized in accordance with Order 8260.3, para-
graph 1041b(3).

b. ARSR - Reductions to not less than 1700 or
1500 feet of terrain clearance may be authorized
with appropriate obstacle clearance in accordance
with en route criteria contained in Order 8260.3,
paragraphs 1720b(1) and (2).

c. When approving altitudes with less than
2000 feet of obstacle clearance, a record of such
approval shall be maintained by AVN-100. |

364. RADAR DATA PROCESSING (RDP).

ATC Centers are equipped with RDP that receives
radar return from multiple antennas. MIA charts for
these facilities shall provide obstacle clearance in
accordance with paragraph 362 above or Order
8260.3, chapter 17.

Page 3-11


9/18/98 8260.19C CHG 1
25 nm (46.3 km) +40" 40°
12,000 ft
(3.658 m)
“BACK AZIMUTH AZIMUTH
~ (CENTERLINE
extenoeD
1,000 ft WHEN INSTALLED
(305 m)
-40° +40°

Figure 2-3. STANDARD TERMINAL

SERVICE VOLUME
b. NDB
Facility Distance
Class (Miles)
COMLO NOTE: Low frequency 15
MH beacons have no 25
H standard height 50
HH limitations. 75

Height Above Distance
Facility Facility (Miles)

Localizer (FC) 4,500 and below 18
Localizer (BC) 4,500 and below 18
Glide Slope (2°-4°) varies with angle 10

d MLS
Height Above Distance
Facility Facility Miles)
MLS (FC) 20,000 and below 20
MLS (Back AZ) 5,000 and below 20
MLS EL 20,000 and below 20
Chap 2

Par 209

Figure 2-4. MLS AZIMUTH COVERAGE

20,000 FT

| TYPICAL
GUIDE PATH

!
1
i]
!
1
_I
EL i i 20 NM
LOWER:
teat

Figure 2-5. MLS ELEVATION COVERAGE

210. REQUESTS FOR EXPANDED SERVICE
VOLUMES (ESV).

a. When ATC requires use of NAVAID’s

beyond limitations cited in paragraphs 209a through
209d, ATC submits an ESV request, with a
description of the flight procedure requiring it. This
Tequest is first reviewed by the FMO. 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 ESV’s are then reviewed by AVN-100.

Page 2-5



12/29/99

(b) If the penetration turn completion
altitude is greater than 1,000' above the highest
terrain in the area prior to the 10-mile point, the
1,000" point is assumed to be inbound from the turn
completion point at a distance determined by
application of a 500'/NM descent gradient.

(2) 1,500" point: Refer to TERPS table 2.
The distance to the point of penetration turn
completion and the "distance turn commences” from
table 2 are assumed to be equal.

(a) If the penetration turn completion
altitude is less than 1,500’ above the highest terrain
underlying the penetration turn, the 1,500' 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 507k(12)).

(b) If the penetration turn completion
altitude is greater than or equal to 1,500' above the
highest terrain underlying the penetration turn, AND
less than 1.500' above the highest terrain in the
straight segment prior to the 10-mile point, the
1,500" point is at the turn completion point.

(c) If the penetration turn completion
altitude is greater than 1.500' above the highest
terrain underlying the penetration tum in the
straight segment prior to the 10-mile point, the
1,500' point is assumed to be inbound from the turn
completion point at a distance determined by
application of a 500'/NM descent gradient.

(d) If the FAF altitude is greater than
1,500’ above the highest terrain in the final segment,
apply the methodology in paragraph 5070(2)(a)
using a 500'/NM descent gradient from the FAF.

h. HI-TACAN, VOR/DME, or VOR (with
FAF).

(1) 1,000" Point:

(a) If the penctration turn completion
altitude is greater than 1,000' above the highest
terrain in the segment prior to the IF, the 1,000'
point is assumed to be inbound from the tum
completion point at a distance determined by
application of a 500'/NM descent gradient.

Chap 5
Par 507

8260.19C CHG 2

(b) If the penetration turn completion
altitude equals 1,000" above the highest terrain in
the segment prior to the IF, the 1,000" point is at the
IF.

(c) If the UF altitude is greater than
1,000’ above the highest terrain in the intermediate
segment, the 1,000’ point is assumed to be inbound
from the IF at a distance determined by application
of a 500'’7NM descent gradient.

(d) If the FAF altitude is greater than
1,000' above the highest terrain in the final segment,
apply the methodology in paragraph 507c(2)(a).

(2) 1,500' Point:

(a) If the penetration turn completion
altitude is less than 1,500' above the highest terrain
between the turn completion point and the IF. the
1,500’ point is in the penetration turn area.

(b) If the penetration turn completion
altitude equals 1,500' above the highest terrain
between the turn completion point and the IF, the
1,500’ point is at the turn completion point.

(©) If the penetration turn completion
altitude is greater than 1,500' above the highest
terrain between the turn completion point and the IF,
the 1,500’ point is assumed to be inbound from the
turn completion point at a distance determined by
application of a 500'/NM descent gradient.

(d) If the IF altitude is greater than
1,500’ above the highest terrain in the intermediate
segment, the 1,500’ point is assumed to be inbound
from the IF at a distance determined by application
of a 500'7NM descent gradient.

(©) If the FAF altitude is greater than
1,500' above the highest terrain in the final segment,
apply the methodology in paragraph 507c(2)(a)
using a 500'/NM descent gradient from the FAF.

i. Radar vector to FAF (Radar Required).
Q)) If the FAF altitude is greater than 1,000°

above the highest terrain in the final segment, apply
the methodology in paragraph 507c(2)(a).

Page 5-15


8260.19C CHG 2

12/29/99

SECTION 12. WAIVER OF STANDARDS

280. GENERAL.

Submit a request for a waiver of flight procedures
standards on an approved computer generated FAA
Form 8260-1, Flight Procedures Standards Waiver (see
paragraph 903). 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. The waiver 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.

281. WAIVER PROCESSING.

Request “waivers by completing the front of
Form 8260-1. Detailed instructions for completing the
form are contained in chapter 9, section 3.
Figure 9-1 provides an easy reference for waiver form
processing and routing requirements.

a. Forward the original FAA Form 8260-1 and
supporting data for approval to AFS-400 through
AFS-420. For U.S. Army procedures, forward waiver
requests for approval to the U.S. Army Aeronautical
Services Agency (USAASA) or U.S. Army
Aeronautical Services Detachment, Europe. Use the
specially adapted automated version of the
Form 8260-1 for U.S. Army waiver processing.

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 forms with
each request. Include large scale charts depicting the
procedure and/or obstacles which are the subject of the
waiver.

c. Enter only one waiver request on the waiver
form.

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

e. When a waiver is proposed for obstacle
penetration of ILS final or straight missed approach

Page 2-26

surfaces, request a Collision Risk Model (CRM) study
through AFS-420. Refer to Order VN 8260.4, ILS
Obstacle Risk Analysis. At the time of the request,
provide all data required for conducting the study.
AFS-420 then analyzes and interprets the result of the
CRM and provides the results to AVN-100.

f. The Flight Procedure Standards Branch,
AFS-420, reviews all waiver requests, and develops
and forwards the proposed Flight Standards
endorsement to AFS-400 for final action. When
necessary, Flight Standards will annotate the
Form 8260-1 that approval is contingent upon a
successful flight inspection report.

g. AVN is responsible for ensuring that an
approved waiver of standards is on file for each
instrument procedure requiring waiver action. AFS
waiver approval shall be obtained before submitting
the procedure to NFDC for publication.

282. WAIVERS FOR SPECIAL INSTRUMENT
APPROACH PROCEDURES.

Except for proponent developed procedures, when a
waiver is approved for a special instrument approach
procedure, AVN shall coordinate with the appropriate
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 training may
be required as an equivalent level of safety.

283. PERIODIC REVIEW OF WAIVERS.
AVN shall review approved waivers biennially to
determine whether the waivers are still required.
Cancel unnecessary waivers.
284. CANCELLATION OF WAIVERS.

a. Cancellation of waivers shall include a reason

in the comments block. Such termination may be
directed by AFS-400. AVN is_ responsible

Chap 2
Par 280


8260.19C CHG 2

1300" point in PT

3300

Terrein 2000" mst

~\

Figure 5-22

2. If the PT completion altitude is
1,500' or more above the highest terrain in the
intermediate segment, the 1,500’ point is assumed to
be 7 miles from the PT fix or facility on the PT
inbound leg (5 NM for a 5-mile PT) (see figure
5-23).

~~

1500" point

Terrain

Figure 5-23

3. If the FAF altitude is greater
than 1,500’ above the highest terrain in the final
segment, the 1,500’ point is assumed to be inbound
from the FAF at a distance determined by
application of a 500/NM descent gradient (see
figure 5-24).

7500" op + BOC" terrain = 2300 mst or
2eor rar? - 2300" = 500
500" 7 500 Ft per mm = 1 om

1
GeeF AF) ~ ton = Sam = 1500" pot |

3300

1500" pont

Terroin 1200" ast

Figure 5-24

Page 5-10

12/29/99

(c) PT over a stepdown fix AFTER the
FAF:

1. If the PT completion altitude is
Jess than 1,500' above the highest terrain in the
segment underlying the course reversal, the 1,500'
point is in the PT maneuvering area (see
paragraph 507k(7) and figure 5-25).

1500" point #9 PT
reneuvering arec

[a

sD a

Terrain 2000 ast

ee a

Figure 5-25

2. If the PT completion altitude is
1,500' or more above the highest terrain in the
segment underlying the course reversal, the 1,500
point is assumed to be 7 miles from the PT fix or
facility on the PT inbound leg (5 NM for a 5-mile
PT) (see figure 5-26)

Terrain 2000" nst

Figure 5-26

3. If the FAF altitude is 1,500' or
more above the highest terrain in the segment
underlying the course reversal or the final segment,
the 1,500' point is assumed to be inbound from the
FAF at a distance determined by application of a
500'/NM descent gradient (see figure 5-27).

Chap 5
Par 507


8260.19C CHG 2

r. RESERVED.

s. Paragraph 311. When Category E mini-mums
are required on civil procedures, use TERPS table 10
to establish visibility minimums. Category E minimums
shall not be less than that required by table 9.

t. Paragraph 323b, Remote Altimeter Setting
Source. Whether the use of a remote altimeter setting
is primary or full-time, or secondary to a local source,
establish the required visibility as stated in para-
graph 404u.

u. Paragraph 330, Establishment of Visibility
Minimums. For nonprecision approaches, use TERPS
paragraphs 330c(1) and (2) and 251 to determine the
minimum no-lights visibility. For precision approaches,
TERPS paragraphs 251, 330c(1), and 350 apply.

(1) Circling minimums shall not be less than
no-lights straight-in minimums.

(2) Visibility based on the distance direct
from MAP to threshold shall be rounded to the next
higher reportable value.

(a) When the visibility without light
credit is less than 3 statute miles (sm), round the
no-light visibility to the next higher quarter mile; e.g.,
1.75 remains 1.75 sm, but 1.76 becomes 2 sm.

(b) When the visibility without light
credit is greater than 3 statute miles, round the no-light
visibility to the next higher whole mile increment; e.g.,
4.00 remains 4 sm, but 4.01 becomes 5 sm.

y. Paragraph 333, Runway Visual Range
(RVR). RVR shall be authorized on adjacent runways,
when segments of those runways are located within a
2,000’ radius of the trans-missometer location and the
requirements of TERPS paragraph 334 are met.

(1) RVR shall be authorized in accordance
with the following. See Order 6560.10, Runway Visual
Range (RVR):

(a) Category I/M Rollout RVR.
Threshold plus 2,000’ of runway required within the
2,000’ circle.

(b) Category I ILS and nonprecision

touchdown RVR. Threshold plus 1,200’ of runway
required within the 2,000’ circle.

Page 4-4

12/29/99

(ce) Mid-field RVR. 2,000’ coverage of
runway centerline including the runway midpoint
required within the 2,000’ circle.

(2) When a transmissometer serves more
than one runway and a Category D/M rmway is
involved, the touchdown RVR will be sited with
respect to the Category I/II runway. RVR installations
meeting requirements for use on adjacent runways may
be utilized for reducing standard takeoff visibility.

(3) AVN-100 shall determine, in conjunction
with Airway Facilities (AF), the following:

(a) Planned RVR _ installations, pro-
posed commissioning dates, and runways to be served.

(b) Runways that meet the require-
ments for authorizing RVR.

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

(4) AVN-100 shall revise affected procedures
by the normal amendment process or P-NOTAM
process,

w. Paragraph 334, Runway Requirement for
Approval of RVR. 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, AVN-100 should advise the airport sponsor
of the proposed course of action. Where corrective
action cannot be accomplished within a reasonable
length of time, AVN-100 shall submit a revised
procedure reflecting the adjustment to landing
minimums.

x. Paragraph 343, Visibility Reduction. The
runway alignment indicator light (RAIL) portion of a
MALSR or SSALR must be operating in order to retain
visibility reductions authorized in TERPS table 9.
Unattended approach light systems that have a radio
control device for a pilot to exercise control over the
system, qualify for the same minimums as light systems
that are controlled from a‘ ground position.

y- Paragraph 360, Standard Alternate
Minimums. Do not authorize alternate minimums
when the facility providing final approach guidance is a

Chap 4
Par 404



12/29/99

1900'e9'* s0e'xerrain
500 =

og = 2600s!
Braoteary ~ 2 109"

Figure 5-27

4, If the stepdown  fix/facility
altitude is 1.500’ or more above the highest terrain
in the final segment, the 1,500’ point is assumed to
be inbound from the stepdown fix/facility at a
distance determined by application of a 500'‘/NM
descent gradient (see figure 5-28).

Pr

1500" og! + 3000" terrain = 2500 ast
250057 p> - 2500" = 200
S00" / S00 ¢¢ per mm = Obrm

= 100" pont

3500

1500"

Terrain 1200 msi

Figure 5-28

(@) PT over a stepdown fix PRIOR to
the FAF:

(Condition: Distance between the stepdown
fix/facility and the FAF less than 5 NM - see TERPS
paragraph 244d)

1, If the PT completion altitude is
less than 1,500' above the highest terrain in the
segment underlying the course reversal, the 1,500°

Chap 5
Par 507

8260.19C CHG 2

point is in the PT maneuvering area (see para-

graph 507K(7) and figure 5-29.
PT 1800" point in PT
0 ae

Figure 29

2. If the PT completion altitude is
equal to or greater than, BUT the minimum altitude
at the stepdown fix/facility is less than 1,500' above
the highest terrain in the segment underlying the
course reversal, the 1,500' point is assumed to be 7
miles from the stepdown fix/facility on the PT
inbound leg (see figure 5-30).

1500" point

Terroin 2000" rst

Figure 5-30

3. If the stepdown  fix/facility
altitude is 1,500' or more above the highest terrain
in the segment between the fix/facility and the FAF,
the 1,500' point is assumed to be inbound from the
fix/facility at a distance determined by application of
a 500/NM descent gradient from the stepdown
fix/facility (see figure 5-31).

Page 5-11


8260.19C

(5) When a Lead Radial or Bearing is
required, enter the data in parentheses
immediately below the course and distance data
in the following manner: (ABC LR-300); (ABC
LBRG-3800).

ce. ALT Column. Enter the altitude
authorized for the route. When the routing
requires a course reversal, the altitude authorized
shall not be lower than the procedure turn
altitude. The altitude authorized for any
terminal route shall 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 whenever
possible. Optimum descent gradients shall be
used where feasible for noise considerations and
as a means to conserve airspace.

811. LINES 1 THROUGH 8.

a. Line 1.

(1) Enter procedure turn 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 CRS 018.18 outbound, 2300
ft. within 10 mi. of MELIS INT (IAF).

(2) Delete all pre-printed information
on line 1, when a teardrop course reversal is
specified, and enter the data in accordance with
the following examples:

Collocated facility:

Teardrop R-160 outbnd, R-355 inbound,
4800 ft. within 15 mi. of ABC VORTAC
(IAF).

Non-collocated facility:

Teardrop R-160 (ABC VORTAC)(IAF)
outbound to NIXON/19.00 DME, 355.00
(I-XYZ) inbound, 3000 ft. to KENNEDY
OM/INT.

(8) Enter "NA" following "PT" when a
procedure turn is not authorized.

Page 8-10

9/16/93
" b. Line 2.

(1) For purposes of standardization,
instrument approach procedures should authorize
a standard PT where a course reversal is
required. TERPS paragraph 234e establishes
conditions for utilizing a holding pattern in lieu
of a PT; however, the requirements of
paragraphs 234e(1) and (2), and paragraph 292
must be met. When a holding pattern is
authorized, establish the direction of holding
based on the inbound course as shown in figure
8-1. Enter holding data on line 2 in accordance
with the following example:

Hold SE OMEGA LOM, RT, 313.09
inbound, 1600 ft. in lieu of PT (IAF).

Magnetic Course Holding Pattern Direction
(Inbound) (based on inbound course)
338-022 s
023-067 SW
068-112 WwW
113-157 NW
158-202 N
203-247 NE
248-292 E
293-337 SE

Figure 8-1. Holding Pattern Directions

(2) On procedures that do not
authorize a PT or holding pattern, enter the
fix/facility from which the profile is to start. The
profile shall include the intermediate fix and may
be extended to include all fixes established on the
final approach course extended for clarity. (The
exception is when radar vectoring is required to
the FAF.)

Profile starts at STING.

(8) When an obstacle in the PT entry
zone precludes early descent to PT altitude, place
an attention symbol after the PT fix on line 1 and
enter the restrictive note on line 2. (IAPA places

this note in "Profile Notes" on the IAPA
equivalent form 8260-3/5.)
*Maintain 12000 or above until

established outbound for PT.

Chap 8
Par 810b(5)


12/29/99

The currently published SIAP is AMDT 4A. A
P-NOTAM has been issued, but not yet charted
promulgating AMDT 4B. Another P-NOTAM is
required that will promulgate AMDT 4C. In this case,
because AMDT 4B is not yet charted, issue a
T-NOTAM against the currenily charted procedure
(AMDT 4A). When AMDT 4B is charted, cancel the
T-NOTAM and reissue it as a P-NOTAM promul-
gating AMDT 4C.

(4) Issue a T-NOTAM and amend the SIAP
as a priority to the AVN-100 work schedule, when all
changes and corrections cannot be accommodated
using a P-NOTAM.

(5) When changes to civil procedures also
affect FAA-developed military procedures at civil or
joint-use airfields, AVN-100 shall issue a separate
FDC NOTAM for the military procedure as specified
jn Orders 8260.15, United States Army Terminal
Instrument Procedures Service, and 8260.32, United
States Air Force Terminal Instrument Procedures
Service. _AVN-100 shall request the USNOF to
forward the civil NOTAM and the reason to the
cognizant military authority for appropriate military
NOTAM action.

(6) NOTAM requirements for FAA
developed U.S. Army procedures at military airfields
will be processed under Order 8260.15.

b. Changes to textual DP’s shall be issued under
the FDC NOTAM process as outlined under
paragraph 223. Only FVT-NOTAM's may be issued.
Permanent procedural changes to textual DP's must be
made via a new or amended Form 8260-15A within
224 days of the issuance of the associated NOTAM.

c. Changes to graphic DP’s (formerly SID’s)
shall be promulgated as NOTAM (D)’s under
Order 7930.2. These NOTAM’s are developed by
AVN-100 and are issued by the USNOF using the
accountability code “USD.” The following format
‘examples are provided:

USD 12/001 SAN BORDER THREE
DEPARTURE JULIAN TRANSITION: FROM
OVER BROWS INT VIA JLI R-182 TO JLI
VORTAC,

USD XX/XXX LAX CHATY TWO DEPARTURE,
GORMAN TRANSITION: MINIMUM

Chap 2
Par 224

8260.19C CHG 2

ALTITUDE BROWS, INT TO GMN VORTAC,
8000 FT.

In the first example above, “USD” is the NOTAM
accountability code; “12/001” is the NOTAM number
which is assigned by the USNOF (first NOTAM (D)
issued in December), “SAN” indicates the three-letter
airport identifier; the remainder is the NOTAM text.

(1) The following procedures shall be
followed when a NOTAM (D) for a DP is required:

(a) AVN-100 shall forward the NOTAM
text directly to the USNOF via facsimile for
transmittal.

(b) For muitiple airport DP’s, a separate
NOTAM (BD) must be prepared for each airport
affected by the DP.

(c) Temporary and permanent conditions
may be promulgated via the NOTAM (D) process;
however, NOTAM (D)’s shall not be used as a source
to effect charting changes. Permanent procedural
changes to graphic DP’s must be made via a new or
amended FAA Form 8260-15B within 224 days of the
issuance of the associated NOTAM (BD).

(d) The USNOF shall review each
NOTAM to ensure formatting, contractions, etc. are
correct and assign the NOTAM number. Questionable
items must be resolved with the originator prior to
issuance.

(e) Once issued, AVN-100 shall be
responsible for obtaining the NOTAM number from
the USNOF, tracking, and canceling the NOTAM
when the condition requiring the NOTAM is no longer
applicable.

d. Changes to STAR’s requiring NOTAM
action are also promulgated as NOTAM (D)’s. The
appropriate ARTCC retains the responsibility for
initiating, tracking, and canceling NOTAM (D)’s for
STAR’s.

e. General NOTAM (D) Actions.
() When a NOTAM (D) is issued closing an
airport permanently, an FDC NOTAM need not be

issued denying use of a SIAP. A routine procedure
cancellation should be processed.

Page 2-13



12/29/99 8260.19C CHG 2

Page No.
811. 8-10
812. 8-13
813. MINIMUMS ..........cccccesceesesesteesseseneneeeeeeeeees 8-14
814. NOTES ...... eee 8-19

815. MISSED APPROACH
816. ADDITIONAL FLIGHT DATA
817. LOWER BLOCKS
818.-830. RESERVED .........ccccccssessesessesseneenessseeseneesesesesenessenssesenenseeseeaeneneneasasaeasseenarencansegeees

SECTION 4. COMPLETION OF FAA FORMS 8260-4/7/10/15

831.
832. FAA FORM 8260-4, RADAR,
833. FAA FORM 8260-7, SPECIAL INSTRUMENT APPROACH PROCEDURE
834. FAA FORM 8260-10, CONTINUATION SHEET
835. FAA FORM 8260-15, DEPARTURE PROCEDURES/TAKEOFF M!

SECTION 5. CERTIFICATION, PROCESSING, AND REVIEW ...........:-::::sscseseesseeeetsteneeee 8-35

836.
837. CERTIFICATION AND DISTRIBUTION OF SIAP’s
838. CANCELLATION OF INSTRUMENT APPROACH PROCEDURES.
839. MINOR REVISIONS TO SIAP’s .
840 PROCESSING. ..........-:::ceeeeeeee
841. FIO AND FPB REVIEW OF SIAP’s AND CHARTS.
842.-899. RESERVED

CHAPTER 9. FORMS AND FORM USE...........s::scssessessssssssssssesssesesneeneseenecasenesenessearensaeeneneeneaenens 9-1

SECTION 1. PROCEDURES FORM PROCESSING

900. INTRODUCTION
901. FIO ACTION...

SECTION 2. EXPANDED SERVICE VOLUME REQUEST, FAA FORM 6050-4 .............. 9-2

902. PREPARATION OF FAA FORM 6050-4 ..

SECTION 3. FLIGHT PROCEDURES STANDARDS WAIVER,

FAA FORM 8260-1, (RIS:FS8220-7)...........c:ccsssssssssssessneseceeeseneeenseneneeneeeeseenes 9-4
903. PREPARATION OF FAA FORM 8260-1, FLIGHT PROCEDURES
STANDARDS WAIVERS .....:csesssssessessessssesssssssonssesscesennsneeneneeasenecucnececsensanencenenennenvoneenes 9-4
SECTION 4. RADIO FIX AND HOLDING DATA RECORD, FAA FORM 8260-2............. 9-12

904. INTRODUCTION
905. PREPARATION OF FAA FORM 8260-2 ..

9-12
9-12

Page xi


8260.19C CHG 1

9/18/98

SECTION 13. [APA PROCEDURES DEVELOPMENT AND PROCESSING

290. GENERAL.

The FAA _ Instrument Approach Procedure
Automation (LAPA) system has been developed and
is being incrementally implemented. In addition to
automated procedure development, the system
provides for automated storage and transmittal of
instrument flight procedures. AVN-100 should use
the IAPA system to’ develop fixed-wing, original or
amended, nondirectional beacon (NDB) and Very
High Frequency Ommni-directional Range (VOR)
SIAP’s; and Global Positioning System (GPS)
instrument procedures to the extent permitted by
approved IAPA programming. Use of IAPA is not
mandatory, however, because IAPA ensures accurate
computations and approved interpretation of criteria,
it shall be used to the maximum extent permitted by
certified software programming.

a. Waivers. The standardized, programmed

criteria shall be applied to develop and store SIAP’s
using the design sequences of IAPA software. For

Page 2-28 .

nonstandard application of criteria, a waiver must be
on file or initiated. SIAP’s having design require-
ments or waivered construction that cannot be
processed on IAPA must be completed manually.

b. Other SIAP types or additional instrument
procedures should be developed on [APA as software
programming permits. Additional software pro-
grams to support these SIAP’s and other instrument
procedures will be implemented at a later date as
time and resources permit.

291. IAPA RECORDS DISPOSITION. Use
guidelines and procedures identified in Order
1350.15, Records Organization, Transfer, and
Destruction Standards, to determine the correct
disposition standards for all records created utilizing
the IAPA system.

292-299. RESERVED.

Chap 2
Par 290



8260.19C CHG 2 12/29/99

TOS. GENERAL .....ccccscsssessesessscsnsccessrecesessasssscsssessensecnenesessseneossesescsesesessessseseseneneseseseseneseseenges 7-6
706. REQUIREMENTS FOR OUTER COMPASS LOCATORS FOR NEW ILS
INSTALLATIONS .......-sccscssssessessesesssessseenescscsscscacencasssesesesacaenesnssncsscsusasseneenenseececnensensees 7-6
SECTION 6. AIRPORT PLANNING .........::c:sccccsessssssessesesseeesseseeeescaeeesseeaeeaensneeteneneaneacansacenenees 7-12
TOT. GENERAL ......cccsesessessssesesessesssssesesescsesnsenescecesssesseensaesensaceceaeceatensnesacaenesensnensrerssaseeanacas 7-12
SECTION 7. PRIVATE AID. ....0......cccccsssssssesssssssessensneseesesseneneenencnenecacaneneesesneseenenenseaesensencenensenens 7-13
708. GENERAL........-...00+4 sssseeeesssssunesereceenstotsssassccansanssssseenecennasssetssannneninnsanassesannassseesensennenasttt 7-13

SECTION 8. FACILITY AND EQUIPMENT (F&E) SUPPORT. a 7-14

709. SUPPORT 7-14
710.-799. RESERVED 7-14
CHAPTER 8. INSTRUMENT APPROACH PROCEDURES DATA TRANSMITTAL
SYSTEM... ececestscscsssccenseecsesecnesssessesesenensensenaeesessensnsceccesnsssanseasseeneneneesesenennsees 8-1
SECTION 1. GENERAL 0.0......cssssssssssssssssesssssssessntsesscsneacessceussncsacsesnconssnecasesaseaseseeneesneenesnessnesneee 8-1
BOO. GENERAL} ........cccsssscsesssssessessssscesessssescenesncnssnesnceaceaesseeseeseneenessecenseeatenceesseeaseacencenneneenees 8-1

801. USE OF FORMG.........
802. FORM PREPARATIO!
803. AIRPORT DATA REQUIREMENTS FOR INITIAL INSTRUMENT APPROACH
PROCEDURE SERVICE
804. COURSE AND DISTANCE INFORMATION
805. COMMUNICATIONS DATA
806. NOS OBSTACLE DATA.....
807.
808.

810. TERMINAL ROUTES.

Page x


8260.19C CHG 1

266. CORRELATION OF NAVIGATIONAL
FIXES AND CHANGEOVER POINTS (COPS).

The designation of navigational fixes should be directly
related to COP’s. Care should be taken to avoid
designating navigational fixes which require the use of
a facility beyond the COP. Figure 2-6 is an example of
the proper and the improper method of designating a
navigational fix in relation to COP’s.

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

VOR “A” VOR “EB”

Tatersection and COP desig—
notions are compatible.

VOR "Cr No problem in this case.

40

VOR “A” 7 VOR “a”

“/ 60
COP ond intersection designation are
jin conflict. If intersection is desig

ni : P will pre—
i vor "c" ated off VOR’s B & C. COP will p

vent use of VOR 8 ot the intersec

SOLUTION: Redesigncte intersection off
VOR's A & C

Figure 2-6. PROPER AND IMPROPER
METHOD OF DESIGNATING A
NAVIGATIONAL FIX

Page 2-22

9/18/98

267. MINIMUM RECEPTION ALTITUDES
(MRA).

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 shall be established for the
fix and indicated on Forms 8260-2 and 8260-16. Once
established, an MRA will not be revised unless the
reception altitude is changed by 200 feet or more (see
paragraph 905d(2)(e)).

268. FLIGHT INSPECTION.

After completion of required coordination, flight
inspection personnel shall confirm facility per-
formance at the proposed operational altitudes. Where
possible, determinations shall be predicated on current
facility performance records; otherwise, a flight check
shall be accomplished.

269. MAXIMUM AUTHORIZED ALTITUDES
(MAA).

MAA’s are procedural limits which might be
determined by technical limitations or such other
factors as limited airspace or compatibility with other
procedures. Where MAA’s are required in connection
with the publication of flight procedures, they are in-
cluded on Forms 8260-2 and 8260-16, or worksheets
used to process the data. See also para-
graph 905d(2)(e).

Chap 2
Par 266


9/16/93

8260.19C

SECTION 3. COMPLETION OF FAA FORMS 8260-3/5

809. GENERAL.

This section contains information applicable to
the completion of FAA Forms 8260-3 and 8260-5.
Certain information contained herein is also
applicable to Forms 8260-4, 8260-7, and 8260-10
which is covered in the succeeding section.
Guidance is referenced to each separate area of
the forms.

810. TERMINAL ROUTES.

The information described in the Terminal Route
section along with data entered on line 1 or 2 is
used to develop the plan view of the instrument
approach chart.

a. From-To columns. Routes shall be listed
from fix to fix. Terminal routes that do not
provide a NoPT capability should be established
direct to the fix or facility from which the course
reversal is authorized. Enter the name of the fix
to which an arc segment connects in the "TO"
column. If there is no named fix, enter the
appropriate fix description in accordance with
paragraph 808c.

(1) IAF designations shall be entered in
the "FROM" column after each initial approach
fix. Describe RNAV ATD fixes with respect to the
next waypoint: 5.00 ATD from NIXON WP.

(2) NoPT shall be entered in the "TO"
column for initial segments that permit
elimination of the procedure turn. The
intermediate segment shall only be designated
NoPT if necessary to clarify the procedure. A
segment after a course reversal fix shall not be
designated NoPT.

(8) CW for clockwise or CCW for
counter-clockwise shall be entered in the "FROM"
column for are segments.

(4) Feeder or initial routes based on
dog-leg segments, where there is no altitude
change between segments, shall be entered on one
line and described fix to fix. For a dog-leg to a
DME fix on a localizer course, enter only the
DME fix; e.g, IAG 10.00 DME. The localizer
course is specified in the course/distance column.

Chap 8
Par 809

See paragraph 810b(3) below.

(5) If an altitude change occurs where a
feeder or initial joins the next segment, specify
each segment on separate lines. A combined
initial/intermediate segment entry is authorized
only when there is no altitude change between
the segments.

(6) Multiple initial segments which
connect at a common IF require separate line
entries for each initial segment, and a single
entry for the intermediate segment, irrespective
of the segment altitudes.

b. Course/Distance column. Specify the
course and distance for each route segment.
Enter the actual magnetic course to the
hundredth of a degree, and distance to the
hundredth of a mile. NOS will round for
publication.

(1) Where course guidance is apparent
(fix to facility, facility to a fix, or facility to
facility): 090.17/10.03.

(2) Where course guidance must be
specified (fix to fix): Specify NDB bearings
"FROM" the facility.

090.44/7.12 (I-ABC).
090.11/8.20 (ABC R-270).
090.34/10.56 (XXX Brg 090).
251.38/7.89 (M-AVE).

(83) Where there is a single route
defined from fix to fix via two segments
(dogleg), and there is no altitude change between
segments, the course, distance and guidance shall
be identified for each segment in one single entry.

180.49/7.10 (ABC R-130) & 185.01/4.33
(XYZ R-185).

005.21/3.60 (Hdg) & 296.36/4.82 (I-MSP).
130.28/4,.12 (Hdg) & 180.18/7.45 (ABC
R-360).

(4) Enter the DME arc utilized in an are
segment: 14.00 DME Arc.

Page 8-9


9/18/98

8260.19C CHG 1

CHAPTER 2. GENERAL PROCEDURES

SECTION 1. GENERAL

200. GENERAL.

This chapter provides guidelines and procedures
which are common to all instrument flight
procedures. Specific guidelines and procedures for
en route and terminal instrument flight procedures
are contained in chapters 3 and 4, respectively.

201. REQUESTS FOR PUBLIC-USE INSTRU-
MENT FLIGHT PROCEDURES.

a. Requests for approval and/or establishment
of instrument flight procedures may originate from
many different sources. 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 (ATC), or
AFS personnel. See Order 8260.3, paragraph 121.

b. All requests for public-use instrument flight
procedures receiyed by any FAA office shall be
| forwarded to AVN-100 for further handling.
Requirements for approval of instrument approach
procedures are contained in Chapter 1 of Order
8260.3.

c. Procedures with specific effective dates, and
other urgent projects, will be assigned priorities by
AVN-100. AL other projects will be processed as
workload permits, in order of AVN-100 receipt.

202, AIR TRAFFIC LETTERS OF AGREE-
MENT.

When letters of agreement affect or include flight
procedures, they must be coordinated between ATC
| facilities and AVN-100.

| a. When these letters are received, AVN-100
shall review them to ensure compatibility with
published or planned flight procedures.

Chap 2
Par 200

b. Copies of letters of agreement received in
AVN-100 shall 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, AVN-100 shall return the letters to the ATC |
facility with a memorandum which explains the
findings. When appropriate and practical,
consideration should be given to adjusting the
procedures to accommodate the terms of the
agreement.

d. Normally, a letter of agreement is an
agreement between two or more ATC facilities.
Unless AVN-100 is a party to the agreement, it is not |
a signatory and does not approve or disapprove the
agreement.

203. AIRPORT LIGHTING AND VISUAL
AIDS.

a. Operation of airport lighting and visual aids
is contained in Orders:

(1) 7110.10, Flight Services.
Q) 7110.65, Air Traffic Control.

(3) 7210.3,
Administration.

Facility Operation and
b. Installation criteria are contained in Order
6850.2, Visual Guidance Lighting Systems.
c. Refer to appendix 1, Flight Procedures

References, for other applicable orders and advisory
circulars.

Page 2-1


9/18/98

8260.19C CHG 1

SECTION 2. RESPONSIBILITIES

110. FLIGHT STANDARDS SERVICE (AFS-1)

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
QNAS). Responsibility includes governing policy
and oversight of manual and automated development
and maintenance of terminal and en route flight
procedures. The director has final authority to issue,
amend, and terminate rules and regulations relating
to instrument procedures, minimum Toute
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 (AFS-400). This order is primarily con-
cerned with those offices having direct responsibility
for the accomplishment of the Flight Procedures and
Airspace Program. The following is a brief descrip-
tion of their activities.

111. FLIGHT TECHNOLOGIES AND
PROCEDURES DIVISION (AFS-400).

a. This division is the principal element of the
Flight Standards Service governing policies, criteria,
and standards for establishing and maintaining
terminal and en route flight procedures; for using air
navigation facilities, appliances, and systems, and
for certification of LAPA software. This office is
designated as the final authority to issue, amend and
appeal minimum en route IFR altitudes and asso-
ciated flight data under 14 CFR part 95 and standard
instrument approach procedures under 14 CFR part
97. The division is also responsible for approval/
disapproval of special instrument approach pro-
cedures and requests for waivers of standards.

b. The Flight Operations Branch, AFS-410, 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. It develops concepts for
design, evaluation, and approval of Category I, I,
and III approach and landing operations, as well as
lower than standard takeoff minimums.

Chap 1
Par 110

c. The Flight Procedure Standards Branch,
AFS-420, is the principal element within the
division, with respect to the rulemaking process of
the Flight Procedures Program; also with respect to
the development, application, and oversight of
national policies and directives for the admini-
stration of the national flight procedures program,
and development of criteria pertinent to the design of
instrument flight procedures; and with respect to
testing, data analysis, verification, and validation of
navigation systems and concepts. This branch serves
as the focal point within Flight Standards for all
matters relating to airspace and cartographic
programs, and is the primary interface for industry
on matters relating to instrument procedures criteria.
It participates as the division focal point in the
waiver review process, soliciting comments from
appropriate FAA offices, providing operational
input, and recommending the division final waiver
approval/disapproval. The branch provides technical
advice and assistance to other FAA elements,
government agencies, and industry on the
interpretation and application of criteria. It analyzes
and evaluates execution of flight procedure programs
within the FAA to determine compliance with
national policy. It also provides for the technical
evaluation and risk assessment of proposed
instrument operations not covered by standard
criteria.

112, REGIONAL FLIGHT
DIVISIONS (AXX-200)

STANDARDS

a. The Regional Flight Standards Divisions
(FSD) manage and direct the geographic regions’ air
carrier, general aviation and all weather operations
programs. Each FSD provides the regional imple-
mentation of national concepts, policies, standards,
systems, procedures and programs with respect to the
operational and flight technical aspects of the all
weather operations program.

b. The all weather operations program
responsibilities include but are not limited to the
following:

(1) Establishing regional requirements
for, and managing distribution of, special instrument
approach procedures. Receiving and resolving
user/industry comments on new and revised special
instrument approach procedures.

Page 1-5



12/29/99 8260.19C CHG 2

Page No.
SECTION 7. RADAR VECTORING ALTITUDE CHARTS. ...........::cccccccsccsesesssesensseeeneetseees 3-11
360. CHART PREPARATION 3-11
361. AREAS OF CONSIDERATION .3-11
362. OBSTACLE CLEARANCE... 3-11
363. OBSTACLE CLEARANCE REDUCTION .. 3-11
364. RADAR DATA PROCESSING (RDP)..... 3-11
365. CHART REVIEW AND APPROVAL...... . 3-12
366. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM; . 3-12
367.-369. RESERVED .3-12

CHAPTER 4. TERMINAL PROCEDURES
SECTION 1. GENERAL ...0.0....cccccecssessesssseeeeeeeeneeseneeseneeneceseseneneenearaeeessassssssesssessensasscseseecsneneenes 4-1

400.
401. CATEGORIES OF INSTRUMENT APPROACH PROCEDURES.
402. AIRSPACE REQUIREMENTS ........cccssessseseeseses
403 CONTRACTUAL USE OF PRIVATE FACILITIES
404. TERPS APPLICATION ....
405. SIDESTEP MANEUVERS
406.-419. RESERVED

4-1

4-1

4-7

421 :
422. RADAR INSTRUMENT APPROACH PROCEDURES..
423.429. RESERVED

SECTION 3. VISUAL DESCENT POINT (VDP) ..........-:.-::ssssssssssseeesseeteesecteesteneeaeatseneeneeannese 4-9
430. ESTABLISHMENT.

431. FAA FORM 8260-9 ENTRIES
432.-439. RESERVED

SECTION 4. SPECIAL PROCEDURE PROCESSING INSTRUCTIONS ...........---eesseseeses 4-10
440.-449, RESERVED .......:sssssessssesseneseessssesssasesssensnecesncnenessesscnecneacnesesecsssnsnsuenessanscssenasessnseese 4-10

SECTION 5. DIRECTION FINDING (DF) PROCEDURES

450. GENERAL.
451. FORMAT.
452. APPLICATION OF CRITERIA...
453. DF VECTORING ALTITUDES ..
454.

Page vii


12/29/99

8260.19C CHG 2

SECTION 7. PRIVATE AID

708. GENERAL.

a. Informal Discussions. Regional Flight
Standards and regional AVN-100 personnel will
frequently be called upon 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 cooperation is encouraged. However. it
should be made clear that informal discussions with
sponsors of private facilities (non-Federal) are
advisory in nature and do not necessarily represent
the FAA's official position nor commit it to a
particular course of action. AVN personnel should
be familiar with the guidance in Order 6700.20,
Non-Federal Navigational Aids and Air Traffic
Control Facilities, regarding establishment of non-
Federal NAVAID’s.

b. Proposal Process. 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 Part 171

Chap 7
Par 708

or other applicable Administration directives.
Requests received for establishment of non-Federal
electronic air navigational aid facilities shall be
forwarded to the appropriate regional AF division for
initial processing. See Order 6700.20, paragraph 13.

c. Sponsor Advice. 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,
regional Flight Standards and FPO personnel shall |
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 handling 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 regional Airways Facilities office
for necessary review and processing. Contact Flight
Standards, AFS-400, for advice regarding the impact
of new/emerging technologies on the facility
proposal.

Page 7-13


12/29/99

c. Sector reduction. Use a minimum number of
sectors by combining sectors where possible.

NOTE: Remember that DF is for emergency
use; and ATC is attempting to get the aircraft
into radar coverage or a clear area where the
aircraft can let down VFR.

d. Minimum safe or sector altitudes may be
increased and combined with adjacent higher sectors
when a height difference does not exceed 500’-
UNLESS an operational requirement exists for lower
altitudes (e.g., initial approach altitude for DF SIAP).

455. DISTRIBUTION.
AVN-100 shall prepare and approve the

Form 8260 10, assign the effective date, and distribute
as follows:

Chap 4
Par 454

8260.19C CHG 2

FPO 1 copy
FSS/Tower providing DF Service l copy
ARTCC lcopy
ATA-110 1 copy
AVN-100 Retain Original

456. CANCELLATION OF DF PROCEDURES.
When the DF procedure or DF Vectoring area is no
longer required, AVN-100 shall take action to cancel
the procedure. Continued need shall be determined
during the biennial review.

457-459. RESERVED.

Page 4-11


8260.19C CHG 1

| b. The National Flight Procedures Office 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. The flight inspector may utilize
facility files and approve the ESV based on
supporting data, providing the data was taken within
the last five years. If sufficient data are not available,
accomplish a flight check of the procedure before
| AVN-100 approval.

c. A requirement for an ESV may be
determined by the procedures specialist when
developing an instrument procedure; e.g., the
instrument procedure is proposed beyond SSV. In
this case, the procedures specialist processes an FAA

| Form 6050-4 to obtain FMO and, in tum, flight
inspection approval. An ESV request shall not be
used as a substitute for proper instrument procedure
design.

@ Facility rotation due to magnetic variation

change should have no effect on coverage; however,

| radials used will change. AVN-100 initiates a

tevised FAA Form 6050-4 and explains the action in

the REMARKS box of Part Ill; eg. "R-035

changed to R-038 due to variation change to
23E/85 effective 4 AUG 83."

e. Describe holding patterns by an arc and two
radials (e.g., 306-322°, 83 NM) which enclose the
holding pattern.

f. Preparation. Instructions for preparation of
an ESV request are in paragraph 902. Figure 9-2 is
a sample request.

g- Distribution. The FAA Form 6050-4 is
supplied in 6-sheet sets. See paragraph 902¢ for
specific distribution instructions.

b. AVN-100 Periodic Review. Review ESV’s
biennially.

211. UTILIZATION OF LOCALIZERS AS EN
ROUTE ADS.

Page 2-6

9/18/98

The use of a localizer in en route flight procedures
may be authorized in accordance with the following
limitations:

a. The use of the localizer for course guidance
shall start and end at an approved navigational fix.

b. The use of localizers for en route instrument
flight procedures shall be limited to those instances
where it is essential to air traffic control.

c. Appropriate navigational aids will be
recommended at the earliest possible date in order to
discontinue the use of the localizer for course
guidance in the en route environment.

212. MONITORING OF NAVIGATION
FACILITIES.

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 which causes 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 NDB’s
and marker beacons, installed by the FAA, are
provided with an internal monitoring feature. Older
FAA NDB’s and some nonfederal NDB’s do not
have the internal feature and monitoring is
accomplished by other means.

b. Monitoring Categories. Navigational facili-
ties 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 Category 3 status when the control point
is unmanned.)

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

Chap 2
Par 210


9/18/98

8260.19C CHG 1

CHAPTER 1. ADMINISTRATIVE

SECTION 1. GENERAL

100. PURPOSE

This order provides guidance to all FAA personnel
for the administration and accomplishment of the
FAA Flight Procedures and Airspace Program.

101, DISTRIBUTION.

This order is distributed to offices on special mailing
list ZVN-826.

102. CANCELLATION. Order 8260.19B, Flight
Procedures and Airspace, dated December 18, 1991,
is canceled.

103. EXPLANATION OF CHANGES.
a. Use of maps and charts clarified.

b. Expanded service volume (ESV) distribu-
tion modified.

c. Use of Notice to Airmen (NOTAM) system
modified.

a@ Airway NOTAM?’S introduced with
examples.

e. Periodic (annual) standard instrument
approach procedure (SIAP) review interval
extended to two years; airway review interval to four
years.

f. Instrument Approach Procedures Automa-
tion (APA) procedure development and storage
clarified.

g. Instructions for reporting IAPA equipment
or communications problems added.

h. All references to control zones changed to
“Class B/C/D/E Surface Areas;” and references to
transition areas changed to “Class E 700’ airspace.”

i. Flight Inspection Office (FIO)/Air Traffic
Control (ATC) actions regarding minimum vector

Chap 1
Par 100

altitude (MVA) / Minimum IFR Altitude (MIA)
charts clarified.

j. Instructions regarding area navigation
(RNAV) feeder routes incorporated.

k. Requirement for drawings with airspace
packages deleted.

L Rounding convention clarified.

m. Terminal distance measuring equipment
(@ME) fix designations clarified.

n. “LOC only” notation clarified.
o. Alternate minimums notation clarified.
p. Dual minimums notes clarified.
q- Inoperative component notes clarified.

r. Automatic weather observation system
(AWOS) instructions modified.

s. Additional flight data block instructions for
LORAN-C added.

t. FAA Form 8260-2 controlling obstruction
documentation clarified.

u. FAA Form 8260-9 required obstruction
clearance (ROC) and height of missed approach
surface (HMAS) documentation clarified.

y. FAA Form 8260-16 changeover point (COP)
instructions clarified; flight inspection date and
cancellation instructions clarified.

w. Numerous flight procedure references added
to appendix 1.

x FAA 8260-series forms examples udpated.

Page 1-1


12/29/99

8260.19C CHG 2

SECTION 6. NOTICES TO AIRMEN (NOTAM)

220. GENERAL.

NOTAM's provide timely knowledge to airmen, and
other aviation interests, of information or conditions
which are essential to safety of flight. NOTAM’s
pertaining to instrument procedures remain in effect
until the pertinent charts and publications are amended
or the condition requiring the NOTAM ends. This
section deals primarily with procedures for issuing
Flight Data Center (FDC) NOTAM’s which are
required to maintain the accuracy and currency of
charted terminal and en route flight procedures.

221. NATIONAL NOTICE TO AIRMEN
SYSTEM.

A National Notice to Airmen System has been
established to provide airmen with the current status of
the National Airspace System (NAS). Details for
handling this information are contained in Order
7930.2, Notices to Airmen. The following is a brief
summary of the services provided:

a. FDC NOTAM’s pertaining to instrument
flight procedures are issued through the National
Flight Data Center (NFDC) and are primarily used to
disseminate safety of flight information relating to
regulatory material. They may also be used to provide
wide dissemination for flight procedures data,
aeronautical information, and other time-critical
information. They are numbered by the U.S. NOTAM
Office (USNOF) to reflect the year of issuance and the
sequence number for the calendar year, (e.g., 8/0445).
FDC NOTAM’s are transmitted on all Service A
circuits, and stored in the Consolidated NOTAM
System, after which they are entered in the Notices to
Airmen Publication (NTAP), also referred to as the
“Class TI (mail distribution) publication” until
canceled,

b. D NOTAM’s issued under the Flight Service
Stations’ Accountability System receive the same
dissemination as the surface weather report for the
originating station, and provide the user with current
information on an hourly basis. They are numbered to
reflect the month of issuance and the sequence number
of the month, (e.g. 6/18).

222. FDC NOTAM TYPES.

Chap 2
Par 220

Changes to instrument flight procedures, which have
been charted and distributed, may be processed as
FDC NOTAM’s and issued through NFDC.
Procedural minimums shall not be lowered by
NOTAM unless fully justified as a safety of flight
issue. In order to identify procedural amendments that
can be charted from the NOTAM_ information,
AVN-100 personnel shall prefix the text with an action
code as follows:

a. FI/P (Flight Information/Permanent). This
prefix shall be used when the amended procedure is
expected to be effective for more than 4 charting
cycles (224 days). FI/P-NOTAM’s (P-NOTAM’s)
contain information that is complete for charting
purposes. Cartographic agencies will _ initiate
immediate changes to charted information, based upon
the P-NOTAM data, prior to receiving from NFDC the
formal amendment to the appropriate procedure. Only
one SIAP shall be addressed per P-NOTAM.
P-NOTAM’s may NOT be used for Airway changes.
Refer to paragraphs 224b, c, and d for DP and STAR
NOTAM procedures.

FI/P-NOTAM’s may be used to amend
procedures without a complete review of the
procedure. The amendment will be indicated by an
alphanumeric identifier; e.g., Amdt 3A, Amdt 4C, etc.
A hard copy of each P-NOTAM shall be affixed to the
current amendment and maintained in the procedures
file by both the NFDC and AVN-100, for each SIAP
until the next full amendment is effective.

b. F/T (Flight Information/Temporary). Use
this prefix when the amended procedure will be
effective for less than 4 charting cycles (224 days). If,
at any time, it is determined that the condition is
expected to last longer or will become permanent,
amend the procedure via an FI/P-NOTAM or revised
8260-series form. The P-NOTAM or 8260-series form
should be submitted prior to the expiration of the
temporary timeframe.

223. FDC NOTAM PREPARATION, REVIEW
AND TRANSMITTAL.

a. AVN-100 is responsible for formulating
procedural and airway FDC NOTAM’s and
forwarding them for transmittal. The following

procedures apply:

Page 2-11


12/29/99

8260.19C CHG 2

CHAPTER 7. PLANNING

SECTION 1. GENERAL

700. 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 and AVN-100’s
regional 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 airport landing and maneuvering areas.

Chap 7
Par 700

b. The allocation of funds frequently depends on
the determination that efficient procedures can be
developed and can be justified on the basis of
operational benefits (landing minimums) or safety
improvements. Therefore, the operational planning
associated with facility installations and airport
development, particularly in large terminal areas, is one
of the most important responsibilities of the Flight
Standards, Flight Procedures, and Airspace Program.

Page 7-1


8260.19C CHG 2

(2) If the FAF altitude is less than 1,000'
above the highest terrain in the final segment, the
1,000' point is located PRIOR to the FAF (see
paragraph 507k(4)).

(3) If the FAF altitude is greater than 1,500"
above the highest terrain in the final segment, apply
the methodology in paragraph 507c(2)(a) using a
500'/NM descent gradient from the FAF.

(4) If the FAF altitude is less than 1,500'
above the highest terrain in the final segment, the
1,500' point is located PRIOR to the FAF (see
paragraph 507k(7)).

j. Radar vector to IF (Radar Required).

(1) If the IF altitude is greater than 1,000'
above the highest terrain in the intermediate
segment, apply the methodology in para-
graph 507c(2)(b).

(2) If the IF altitude is less than 1,000'
above the highest terrain in the intermediate
segment, the 1,000' point is located PRIOR to the IF
(see paragraph 507k(4)).

(3) If the IF altitude is less than 1,500'
above the highest terrain in the intermediate
segment, the 1,500' point is located PRIOR to the IF
(see paragraph 507k(7)).

(4) If the 1,500’ point is at/inside the IF,
apply the methodology in paragraph 507e(2)(b).

k. Information to be forwarded to ATC: Sec
also paragraphs 506c and 909c(6).

(1) ARP coordinates; threshold coordinates
(if straight-in authorized).

(2) FAF or IF coordinates.

(3) Distance from ARP (for circling-only),
runway threshold (for straight-in), FAF, or IF to the
1,000° point. If applicable, state: "1,000’ point
located outside FAF (or IF) - see current MVA
Chart," and leave (5) blank.

(4) Width of the segment primary area at
the widest point between the Class B/C/D/E Surface
Area (control zone) and the 1,000° point; and the
highest terrain elevation in the segment containing
the 1,000' point (see paragraph 507d(2) and
figure 5-19).

Page 5-16

12/29/99

(5) True course (to the hundredth of a
degree) of the segment in which the 1,000" point is
located.

(6) Distance from ARP (for circling-only).
runway threshold (for straight-in), FAF, or IF to the

1,500' point. If applicable, state: "1,500' point
located in the PT maneuvering area"; or
"1500' point located in holding pattern area";

1,500" point located outside IF - see current
MVA Chart"; or "1,500" point located outside
FAF - see current MVA Chart"; and leave (7)
blank. (The regional AT office will then establish
the transition area in accordance with Order 7400.2)

(7) Width of the segment primary area at
the widest point between the Class E 700° airspace
(transition area) and the 1,500‘ point; and the
highest terrain elevation in the segment containing
the 1,500' point (see paragraph 507e).

(8) True course (to the hundredth of a
degree) of the segment in which the 1,500' point is
located.

(9) Highest terrain elevation in the PT (or
hold in lieu of PT) primary area excluding entry
zone. Include holding pattern size.

(10) For high-altitude penetrations, para-
graphs 507k(1) through (9), except para-
graph 507k(2), apply. If applicable, state: "1500'
point located in the penetration turn area," and
leave (8) blank.

L_ SIAP Adjustment: 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 are increased above
optimum.

m. Conversion: The appropriate Air Traffic
office will convert the submitted nautical mile
computations to statute miles to determine the actual
dimensions required in accordance with Order

7400.2. However, AVN-100 shall 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 507k.

Chap 5
Par 507


8260.19C CHG 1 9/18/98

104. FORMS.

a. The following forms are stocked at the FAA Logistics Center (AML), or provided in electronic form for use
in the development and maintenance of flight procedures

NATIONAL STOCK UNIT OF

FAA FORM NUMBER TITLE NUMBER(NSN) ISSUE

FAA Form 8260-1 Flight Procedures Standards Waiver 0052-00-66 1-8001 SH

FAA Form 8260-2 Radio Fix and Holding Data Record 0052-00-606-9001 SH

FAA Form 8260-3 ILS-Standard Instrument Approach 0052-00-69 1-2003 SH
Procedure

FAA Form 8260-4 Radar-Standard Instrument Approach 0052-00-691-3001 SH
Procedure

FAA Form 8260-5 Standard Instrument Approach 0052-00-677-7002 SH

: Procedure

FAA Form 8260-7 Special Instrument Approach 0052-00-684-3001 SH
Procedure

FAA Form 8260-8 Form Letter for Coordination of SIAP 0052-00-683-5000 SH

FAA Fomm 8260-9 © Standard Instrument Approach 0052-00-684-6000 SH
Procedure Data Record

FAA Form 8260-10 Standard Instrument Approach 0052-00-69 1-4002 SH
Procedure (Continuation Sheet)

FAA Form 8260-11 U.S. Amny ILS Standard Instrument 0052-00-803-1001 SH
Approach Procedure

FAA Form 8260-12 U.S. Army Radar Standard 0052-00-803-2001 SH
Instrument Approach Procedure

FAA Form 8260-13 U.S. Amny Standard Instrument 0052-00-803-3001 SH
Approach Procedure

FAA Form 8260-15 Departure Procedures/Takeoff 0052-00-838-8001 SH

FAA Form 8260-16 Transmittal of Airways/Route Data 0052-00-634-4001 SH

FAA Fonm 8260-20 U.S. Army Standard Instrument 0052-00-856-5000 SH
Approach Procedure(Continuation Sheet)

FAA Form 8260-21 U.S. Army Departure Procedures/ 0052-00-856-6000 SH
Takeoff

FAA Form 8260-22 MLS-Standard Instrument Approach 0052-00-889-8000 SH
Procedure

Page 1-2 Chap 1

Par 104


12/29/99

8260.19C CHG 2

CHAPTER 6. MILITARY PROCEDURES

600. GENERAL.

FAA Order 8260.3, United States Standard for
Terminal Instrument Procedures (TERPS), specifies
that the U.S. 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.

a. U.S. Army procedural requirements shall
be processed in accordance with Order 8260.15, U.S.
Army Terminal Instrument Procedures Service.

pb. U.S. Air Force procedural requirements
shall be processed in accordance with Order
8360.32, U.S. Air Force Terminal Instrument
Procedures Service.

c. Questions concerning U.S. Navy procedures
shall be directed to the Naval Flight Information
Group (NAVFIG); Washington Navy Yard;
1339 Patterson Ave., SE, Room 301; Washington,
DC 20374-5088. Phone: (202) 433-3473.

601. REVIEW AND COORDINATION.

a. Military Procedures. 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 series

Chap 6
Par 600

orders (except as noted in paragraph 600) is NOT
an FAA responsibility. AVN-200 shall forward
flight inspection comments regarding procedure
design, flyability, etc., to the attention of the
authority submitting the procedure(s).

b. Military Fixes. Military fixes are maintained
in the National Data Base, accessed by FAA air
traffic system computers for radar display, and used
to develop aeronautical charts and avionics data
bases. Therefore, it is imperative that the
requirement to document and name fixes supporting
military operations/procedures receive the same
priority as Forms 8260-2 that support civil
procedures. AVN-100 shall review submitted forms
for accuracy, forward them for flight inspection, and
process the forms as specified in Chapter 9.

602, FAA ACCEPTANCE.

FAA accepts military procedures for civil use unless
the note "Not for Civil Use" is annotated on the
procedure by the military.

603. ASSISTANCE.

Where a military command requests technical
assistance concerning instrument procedure design,
criteria, completion of FAA forms, or in determining
an equivalent level of safety related to a waiver,
AVN-100 shall honor the request commensurate
with present workload.

604-699. RESERVED.

Page 6-1 (and 6-2)


12/29/99

8260.19C CHG 2

SECTION 4. AIRWAY PLANNING

704. GENERAL.

a. The primary responsibility for the
establishment, amendment, or deletion of airways/jet
routes rests with Air Traffic Service based on air
traffic demand and user requirements. AVN-100,
both at the national and regional level, shall
participate in airway planning with respect to
navigational signal coverage over designated routes,
development of MEA’s and related data. and the
siting of electronic facilities. Frequently terrain
factors 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.

Chap 7
Par 704

b. AVN-100 should be cognizant of operational |
requirements and environmental conditions in the
enroute and terminal areas that need to be
considered in order to develop sound recommen-
dations for optimum facility siting. Situations will
arise where AVN-100 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 MEA’s, improve-
ment in airway alignment, and elimination of
criteria waivers, etc. Every effort should be made to
develop recommendations in coordination with
appropriate airway facilities and ATC so that full
consideration of local problems will be reflected in
Tegional planning.

Page 7-5


9/16/93

block. In this situation, (NoPT) shall be added 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 shall be included in
Terminal Routes, unless both fixes are marked by
DME from the same source or LOC minimums
are not authorized.

(8) When a procedure turn or holding
pattern is not authorized, the intermediate
segment shall be included in the profile view of
the instrument approach chart and entries
pertaining to these segments shall be included in
the Terminal Routes section, and on line 4 of the
form 8260. The only exception will be when radar
vectoring is required to the FAF.

808. TERMINAL FIXES.

Named terminal fixes shall be documented on
FAA Form 8260-2. Named facilities do not
require this documentation unless holding is
established. See also paragraph 264.

a. Restriction. The following fixes should
NOT be named unless naming is required for
control of aircraft, such as when used as a
clearance limit, for holding, or for procedural
clarity:

(1) DME only fixes.

(2) Starting and ending points of arc
initial or feeder segments.

(8) Points where feeder or initial routes
intercept the final approach course extended prior
to the initial or intermediate fix. A dog-leg route
description is preferable.

b. Audit Trail. List terminal procedures
using a fix in the "Remarks" section of the 8260-2.
This helps ensure that affected procedures are not
overlooked when the fix is modified. If the list
would be too large, show only types of procedures
and airports served. Maintain the "Chart
Publication" section of the 8260-2 in current
status to ensure correct charting of the fix.

c. DME References. When designating fixes
on Form 8260-3, -4, -5 and -7, include DME

Chap 8
Par 807j(1)

8260.19C

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:

JOANV/7.00 DME

(2) DME fix, with DME not collocated
with course facility, identify fix and facility
providing DME:

JOANV/ABC 7.00 DME

(8) 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

(4) Unnamed DME fixes shall be
described clearly: Specify NDB bearings "FROM"
the facility.

ABC R-259/4.00

ABC VORTAC R-259/4.00 (Enter “VORTAC”
if required for clarity.)

DEF 072/23.00 (Facility is DEF NDB/DME)

6.51 DME (Exclude the DME identification
when there is no doubt that course guidance and
DME are from the same facility)

d. A full description of a fix, when it first
occurs on the form, satisfies charting
requirements. For example, entering "ARNET
LOM/INT/ABC 8.53 DME" or, "NIXON INT" once
in the Terminal Routes section, and thereafter
entering "ARNET" or "NIXON" where ever else it
occurs on the form ensures that the fix will be
charted correctly on both the plan view and the
profile sections of the approach chart. When
included in the missed approach instructions, use
a full description of a fix appropriate to its use in
the missed approach procedure. Example: (Fix
name: MORIS LOM/INT/7 DME) "CLIMB TO
8600 DIRECT MORIS LOM AND HOLD."
Example: (Fix name: DAVEE INT/16 DME)
"CLIMB TO 3600, THEN CLIMBING RIGHT
TURN TO 4000 VIA ABC VORTAC R-180 TO
DAVEE INT/16 DME AND HOLD."

Page 8-7


12/29/99

SECTION 2. STANDARD INSTRUM!
420. GENERAL.

SIAP’s shall be established in accordance with
TERPS, other specific FAA 8260-series orders, and
the policies set forth in this order. FAA policy and
instructions for completing FAA 8260-series forms
are contained in chapters 8 and 9.

421. COORDINATION OF TERMINAL
INSTRUMENT PROCEDURES.

Coordination requirements for terminal instrument
procedures are set forth in TERPS, chapter 1,
section 5. See paragraph 908 for a sample formatted
letter that can be used for coordination, and
instructions for processing. AVN-100 shall

Chap 4
Par 420

8260.19C CHG 2

'T APPROACH PROCEDURES (SIAP)

initiate the letters. Evaluation and disposition of
user comments are the responsibility of AVN-100.
Valid user objections that cannot be accommodated
by AVN-100 should be referred to AFS-420 for
resolution prior to submission of the procedure for
publication (see paragraph 837d).

422. RADAR INSTRUMENT APPROACH
PROCEDURES.

ATC personnel determine which runways require
radar instrument approach procedures and

coordinate these requirements through AVN-100.

423-429. RESERVED.

Page 4-7


12/29/99

(g) Status of SMGCS Plan (from
regional AWO).

(2) Amend ILS SIAP’s when Categroy II, Hla,
Tb, and Ic minimums are authorized. Where only
Category II and Ila are authorized, indicate Category
Ib and Ic as not authorized (NA) (see paragraph
813k).

(3) Irregularities in pre-threshold terrain or
HUD/autoflight system/radar altimeter characteristics
might adversely affect radar altimeter indications and
thus affect autoland performance of some aircraft (see
paragraph 462). Until or unless these aircraft
demonstrate norma] radar altimeter readings and
acceptable HUD/autoland operations on that runway,
and this fact is listed in their operations specifications,
they cannot conduct Category II] HUD/autoland
operations. AFS-410 acts as the clearing house for
listing which combinations of autoflight systems/
runways are or can be approved, and is positioned for
receipt of information from Flight Inspection, AAF,
Airports, and airport authorities regarding irregular
underlying terrain situations at new runways or
runways at which future Category I/II procedures are
proposed.

c. The Flight Inspection Technical Support
Branch, AVN-210, shall maintain the current ILS
performance classifications in the Aviation Standards
Information System (ASIS) database. The regional
Airway Facilities Division shall notify the Flight
Standards Division and AVN-210 of individual ILS
facility performance classification determinations, and
any change in the performance class of a facility, so
that changes in Category III authorizations can be
made.

d. The regional FSD will provide user notif-
ication to AFS-410 when Category II or II] operations
are authorized. Notification shall contain the

Chap 4
Par 461

8260.19C CHG 2

information obtained from AVN-100 (see paragraph
461b(1).

e. AFS-410 will update the Flight Standards
Bulletin Board (BBS). This notification will provide
ATA and operators with the planned availability of the
new minimums for preparation of operations
specifications, and autoland “testing” prior to
publication of the SIAP.

462. RADIO ALTIMETER HEIGHTS.

The methodology used in computing radio altimeter
setting is contained in Order 8260.23, Calculation of
Radio Altimeter Height. Establish radio altimeter
heights by utilizing the as-built approach light system
(ALS) vertical profile drawings or drawings of equal
accuracy. Use terrain elevations on the runway
centerline extended to compute radio altimeter heights
(see paragraph 461b(2)).

463. NOTAM REQUIREMENTS.

When any component of the ILS system fails to meet
the appropriate performance tolerances, Airways
Facilities issues a NOTAM (D) for suspension of
Category I/D minimums. If the suspension will exist
longer than 224 days or will be permanent, AVN-100
shall issue an FDC P-NOTAM or amend the
8260-series form deleting Category II and/or II
minimums from the procedure (see also para-
graph 224f(4).

464. WAIVER REQUIREMENTS.
When required, AVN-100 shall prepare a waiver
request on Form 8260-1, in accordance with chapter 2,

section 12, of this order.

465-469. RESERVED.

Page 4-13


9/18/98

(10) Acting as focal point for flight
inspection problems within the region.

c. The Flight Inspection Operations Division,
AVN-200, is the AVN element responsible for flight
inspection of navigation aids and flight procedures
in support of the NAS. The division initiates and
completes investigative remedial action with respect
to any deficiency or reported hazard, including
restrictions or emergency revisions to procedures. It
maintains liaison with AVN-100, as well as other
FAA offices, civil and military interests, to ensure
consideration of all requirements relating to the
procedural use of navigation facilities. It maintains
a Suitable record system reflecting the status of each
flight procedure with required supporting data.

114. AERONAUTICAL
SERVICES (ATA-100).

INFORMATION

a. This is the principal element within Air
Traffic Service (AAT) directly responsible for
managing the agency’s program to provide
aeronautical infor-mation services to ensure the flow
of information necessary for safety, regularity, and
efficiency of air navigation. This division is charged
with the responsibility for collecting, collating,
validating and disseminating aeronautical data
regarding the United States and its territories. It is
also a source for technical assistance to AVN
regarding data base accuracy standards, content, and
format. This division also serves as the primary
interface between the FAA and the National Oceanic
and Atmospheric Administration for government
aeronautical charting services.

b. The National Flight Data Center,
ATA-110, is the principal element within ATA-100
with respect to maintaining the national aeronautical
information data base and for disseminating
information relating to the NAS. NFDC responsi-
bilities include but are not limited to:

(1) Publishing the daily National Flight
Data Digest (NFDD) to promulgate additions,
changes, and deletions to elements of the NAS.

(2) Conducting pre-publication review of
aeronautical data contained in standard instrument

Chap 1
Par 113

8260.19C CHG 1

approach and departure procedures, standard
terminal arrival routes, standard instrument
departures, military training routes, navigational
aids, airport data, and airspace actions submitted for
action, and to identify and correct items in non-
conformance with applicable directives.

(3) Validating submitted data with the
National Data Base and resolving contradictions.

(4) Reviewing, processing for transmittal,
and tracking NOTAM’s regarding amendments,
cancellations, and corrections to instrument
procedures in the NAS and canceling these
NOTAM’s when government charts are updated.

(5) Compiling NOTAM’s for publication in
the Notices to Airmen Publication (NTAP).

(6) Managing the development and assign-
ment of five-letter fix names and NAVAID/airport
identifiers.

(7) Promulgating SIAP’s with assigned
effective dates in a bi-weekly transmittal letter and
completing necessary requirements for publication in
14 CFR part 97.

(8) Issuing, on a predetermined schedule,
amendments to 14 CFR part 95.

(9) Maintaining copies of 8260 and 7100
series forms that support public use SLAP’s, fixes,
airways, STAR’s and DP’s (SID’s).

115. INDIVIDUAL.

Personnel working within the Flight Procedures
Program are responsible for maintaining pro-
fessional knowledge in a technical, complex, and
specialized field, and for the application of the
knowledge to assure safety and practicality in air
navigation. Where directives are deficient, each
individual shall 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 increased operational safety.

Page 1-7



8260.19C CHG 2

12/29/99

SECTION 2. PLANNING STANDARDS

701. PLANNING STANDARDS.

a. Facility Establishment. Airway Planning
Standards contain the criteria for the establishment of
air navigation facilities. 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 Limitations. 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 exist 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
individually evaluated to determine whether the
benefits to be gained are commensurate with the cost
of the facility or service.

c. Benefit/cost ratios have been established by the
office of Aviation Policy and Plans (APO). Phase I
deals with determining the traffic activity using
Airway Planning Standard Number One (APS-1).
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 improvement in the form of
lower altitudes or reduced visibilities with respect to
IFR operations or a safety benefit with respect to visual
aids which 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 Air Traffic System
Requirements Service (ARS-1). At the regional level,
the responsibility for identifying improvements to
operational minimums or for establishing safety
requirements is jointly shared by AVN-100 and Flight
Standards Service (AFS-1). Specific areas of
responsibility are delineated in Chapter 1. However,
each organization has unique skills and expertise
which must, in many situations, be combined in

Page 7-2

ateamwork approach in the area of airport and
navigational facility planning. AVN-100 personnel
serve in a team leadership role for the region in
developing and recommending improvements to IFR
procedures, operational minimums, and associated
facilities.

702. DETERMINATION OF OPERATIONAL
BENEFITS/ IMPROVEMENTS.

a. General. An operational benefit/improve-ment |
is 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;

(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’ in descent
altitude or a reduction of 1/4 mile in visibility
requirements should be indicated to adequately support
an operational benefit. Where a reduction of less than
100’ in descent altitude is anticipated, additional
justification should be provided to show that other
improvements in the overall operation can be achieved
with the additional facilities. Such improvements
might include simplification of operating procedures;
reduction of flight time; improved course guidance;
improved runway alignment; or elimination of criteria
waiver, etc. Flight Standards and AVN-100 personnel
are expected to provide this type of supporting
information during the planning phases for new
NAVAID’s.

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 purposes based on the best
information available at the time.

Chap 7
Par 701


9/18/98

8260.19C CHG 1

SECTION 3. ENVIRONMENTAL REQUIREMENTS

206. NOISE ABATEMENT.

The establishment of noise abatement procedures is
the responsibility of Air Traffic Service. However,
the Flight Standards Service has an input from an
aircraft operational standpoint. These procedures
should be coordinated between the appropriate
regional FSD and the regional FPO. The regional
FSD shall review noise abatement procedures for
aircraft performance characteristics and operational
safety considerations. The regional FPO shall
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.

Chap 2
Par 206

207. ENVIRONMENTAL IMPACTS.

FAA Order 1050.1, Policies and Procedures for
Considering Environmental Impacts, describes the
requirements for documentation of environmental
impact or lack of impact concerning actions taken by
regional FPO’s. In particular, appendix 4 of the
document defines actions that require an
environmental assessment or a declaration of
categorical exclusion. [See also paragraph 800.]
AVN will normally act as responsible federal official
(RFO) for ali AVN and non-AVN developed
procedures. In such capacity, AVN shall apply
national environmental standards and policies.
However, AFS reserves the right to act as RFO for
selected non-AVN developed procedures.

Page 2-3


8260.19C CHG 1

9/18/98

SECTION 4. SUBSTITUTE EN ROUTE FLIGHT PROCEDURES

330. GENERAL.

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

b. AVN-100, in coordination with ARTCC’s,
determines when the length of outages or other
factors require publication of sub-routes.

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

331. FORMAT.

ARTCC’s can use a format similar to that shown
in figure 3-4 in preparing substitute routes for
scheduled or unscheduled facility shutdowns, and
for submission of the sub-route to AVN-100 for
approval. © Substitute routes shall be described
from navigational fix to navigational fix, to
accurately define the route to be used. An MEA
and an MAA shall be provided for each route
segment. Temporary reporting points should be
substituted for the out-of-service facility and only
as essential by Air Traffic. Normally, temporary
reporting points over intersections will not be
necessary where center radar coverage exists. An
MRA shall be established for each temporary
Teporting point. Where a substitute route cannot
be developed for an existing route or reporting
point, indicate none under the substitute column.

332. FACILITIES USED.

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

Page 3-4

pe utilized where VOR/VORTAC coverage is
inadequate and ATC requirements necessitate use
of such aids. Where operational necessity dic-
tates, process an ESV request (see paragraph
210). Temporary reporting points may be
established in connection with the substitute
Toutes and, where possible, a temporary reporting
point will be established over the facility being
shutdown.

333. CONTROLLED AIRSPACE.

Substitute routes may be approved as long as the
centerline of the route is contained within con-
trolled airspace. Designation of additional con-
trolled airspace to contain substitute routes need
not be accomplished because of the temporary
nature of the routes. Substitute routes for off-
airway (non-Part 95) routes need not be in
controlled airspace (see figures 3-1 and 3-2).

334. FLIGHT INSPECTION.

Substitute routes are flight inspected in accord-
ance with FAA Order 8200.1. If substitute routes
do not overlie existing routes, or are wider than
existing routes (see figure 3-3), map studies
are required to identify controlling obstacles.
AVN-100 shall document controlling obstacles on
FAA Form 8260-16, Transmittal of Airways/
Route Data. Retain these forms locally for future
review. Flight inspection verifies controlling
obstacles.

335. PLANNING AND COORDINATION.

The regional Airway Facilities Division will
provide the dates of proposed scheduled shut-
downs to AVN-100, who shall maintain a |
schedule of shutdowns and the estimated duration
of the outages. AVN-100 shall act on this |
information as far in advance as possible to enable
timely submission of the sub-routes to NFDC for
publication. AVN-100 should be prepared for the l
eventuality when publication of sub-routes is not
telated to scheduled outages.

Chap 3
Par 330


8260.19C CHG 2

12/29/99

SECTION 5. RESTRICTED AREAS

517. GENERAL.

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.

Obstacle Clearance. Restricted areas as such are

not considered obstacles to the establishment of
instrument flight procedures. However, obstacle

Page 5-20

clearance shall be provided over terrain and/or man-
made obstacles within the restricted area which
underlies the flight procedure clearance area.

518. LETTER OF PROCEDURES.

A letter of procedures between the using agency of a
joint-use restricted area and the ATC facility
(controlling agency) may be promulgated to allow
nonparticipating aircraft to transit the restricted area
when the area is not being used for its designated

purpose.

519. RESERVED.

Chap 5
Par 517


12/29/99

Two ARTCC’s:

“FDC 8/0011 ZBW FI/T AIRWAY ZBW ZNY. V1
HARTFORD (HFD) VORTAC, CT TO DIXIE
INT, NJ MEA 3000.

FDC 8/0012 ZNY FIT AIRWAY ZBW ZNY. V1
HARTFORD (HFD) VORTAC, CT TO DIXIE
INT, NJ MEA 3000.

REASON: TEMPORARY NEW TOWER. OE
98-ANE-1329.""

Three ARTCC’s:

“FDC 8/0011 ZBW FIT AIRWAY ZBW ZNY
ZDC. V1 HARTFORD (HFD) VORTAC, CT TO
WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0012 ZNY FI/T AIRWAY ZBW ZNY ZDC.
V1 HARTFORD (HFD) VORTAC, CT TO
WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0013 ZDC FI/T AIRWAY ZBW ZNY ZDC.
Vi HARTFORD (HFD) VORTAC, CT TO
WATERLOO (ATR) VORTAC, DE MEA 3000.

REASON: TEMPORARY NEW TOWER. OE
98-ANE-1329."

Four or more ARTCC’s:

“FDC 8/0001 FDC FIT AIRWAY ZNY ZDC ZAT
ZJX. V1 DIXIE INT, NJ TO CRAIG (CRG)
VORTAC, FL MEA 4000.

REASON: TEMPORARY NEW TOWER. OE
98-ANE-1329."

226. NOTAM CONTENT.

a. FDC NOTAM’s shall identify the procedure
being amended and the current amendment number.
The NOTAM shall be as concise as possible, and shall
NOT contain information that could be published at a
later date by a routine amendment. For example,
changes to the touchdown zone or airport elevation,
which do not affect visibility minimums, do not require
NOTAM action.

b. The text shall be prepared by AVN-100 using
plain language and those contractions found in

Chap 2
Par 225

8260.19C CHG 2

the NTAP. Specialists must keep in mind that the
NOTAM is directed to the pilot, and should be worded
so that the intended change will not be misinterpreted.
Avoid the use of internal cartographic instructions
which have no meaning to pilots. Spell out NAVAID
names in clear text followed by the identifier. If it
appears that the NOTAM length will exceed 20 lines,
refer to FAA Order 7930.2, paragraph 4-3-4.

c. For temporary obstructions, include the type,
elevation, distance, and direction from the airport or
runway threshold, as appropriate, as the last line of the
text.

d. If the NOTAM contains permanent informa-
tion for charting, the last line of the NOTAM text shall
identify it as the next sequential alphanumeric
amendment; i.e, ORIG A, AMDT 4B, etc. The date
of the NOTAM will become the effective date of that
amendment.

e. Include a reason for the NOTAM following
the NOTAM text. This information will not be
transmitted as a part of the NOTAM text, but will
inform the NFDC and the USNOF of the basis for the
NOTAM. It will also ensure the data is retained in the
NOTAM historical files.

Examples:

"FDC 8/ ELP FY/P EL PASO INTL ARPT,
EL PASO, TX.

ILS RWY 22 AMDT 10...

GS 3.0 DEGREES, TCH 51, GS ALT AT LOM
5155, GS ALT AT MM 4159.

THIS IS ILS RWY 22 AMDT 10A.

REASON: 8240.47 EVALUATION OF
RELOCATED GLIDE SLOPE."

“FDC 8/ ORD FIT CHICAGO O'HARE
INTL, CHICAGO, IL.

VOR RWY 22R AMDT 8B...

MDA 1400/HAT 750, VIS 1-1/2 ALL CATS.
TEMPORARY CRANE 1100 MSL 1.2 NM SE OF
RWY 23. (Specify distances less than 1 NM in feet.)

REASON: TEMPORARY CRANE FOR
90 DAYS. OE 98-AGL-1689."

Page 2-15


8260.19C CHG 1

9/18/98

SECTION 3. INSTRUMENT APPROACH PROCEDURES
AUTOMATION (IAPA) RESPONSIBILITIES

120. BACKGROUND.

a. The FAA has developed IAPA to automate
the mechanics of the Instrument Flight Procedures

flight procedures with ancillary system benefits.

b. The- IAPA system standardizes the
application of criteria specified in FAA Order
8260.3, United States Standard for Terminal
Instrument Procedures (TERPS); FAA Order
8260.19, Flight Procedures and Airspace; and other

provides for application of standardized data and
data accuracy standards in the development of
instrument flight procedures.

c. IAPA includes obstacles, terrain, NAVAID,
fix, holding, airport, and runway data that are
available to system users. IAPA is included in the
FAA's Capital Investment Plan (CIP). Procedures
for controlling changes to this system will be in
accordance with FAA Order 1370.52, Information
Resources Policy.

121, AVIATION
RESPONSIBILITY.

SYSTEM STANDARDS

The Aviation System Standards, AVN-1, is the office
of primary interest and is responsible for overall
functional management of the IAPA system and has
been delegated responsibility for certification of
IAPA software (see paragraph 121b(7)).

a. The Resource Management Staff,
AVN-20, is responsible for establishing policy
guidance in the administrative control of IAPA, as
well as coordinating actions required to mect
changing legal and user requirements. In addition,
this division is responsible for:

(1) Carrying out the development of IAPA

by coordinating the efforts of users, developers,
operators, and contractors associated with LAPA.

Page 1-8

(2) Managing and reporting on project
schedules, costs, and other supporting resources for
the Airway Facilities Service (AAF) Information
Resource Manager.

(3) Establishing and maintaining a positive
change control management system through the
developmental and implementation phases to assure
that the completed project (the operational [APA
system) meets the requirements of the system
definition.

(4) Determining that all proposed changes
are essential to the development task and are
coordinated among all prospective users of the
system.

(5) Keeping contracting officers advised, if
appropriate, on proposed changes in order that the
officer may be alerted to the impact that they may
have on current or proposed contractual actions.

(© Preparing for and participating in
operational tests and evaluations of the information
system.

b. The Automation Technology Branch,
AVN-22, is responsible for assuring the successful
ongoing operation of the data system. In the
performance of these responsibilities, the
Automation Technology Branch shall:

(1) Establish and maintain a positive
change control management system to assure that all
changes to the operational IAPA system are cost
effective and are coordinated among all parties who
use IAPA.

(2) Develop necessary guidelines for the
control and dissemination of data from IAPA and
other assigned systems.

(3) Authorize release of data in special
cases where guidelines are not available.

(4) Provide for coordination in data systems
where several program elements share primary
operational interest.

Chap 1
Par 120


12/29/99

criteria for multiple runways, name the procedures
accordingly.

VOR RWY 14L/R
NDB RWY 26L/C
VOR RWY 5/7

Examples:

g. Paragraph 162, Circling Procedures.

(1) Do not duplicate the alphabetical suffix for
circling procedures at an individual airport to identify
more than one circling procedure. If more than one
circling procedure exists, and regardless of the final
approach alignment or type of facility, use successive
suffixes.

Example: NDB-A, VOR-B, LDA-C.

(2) The alphabetical suffix for circling
procedures shall not be duplicated at airports with
identical city names within one state. Regardless of the
airport name, successive suffixes shall be used for all
airports which serve the same city.

Examples:

State City Airport Procedure
Georgia Atlanta Municipal VOR-A
Georgia Atlanta DeKalb NDB-B
Georgia Atlanta Fulton VOR-C

h. Paragraph 172, Effective Dates. See
Order 8260.26. FAA policy does not permit the
issuance of complete civil instrament approach
procedures by NOTAM (see paragraphs 837 and 838).

i, Paragraph 221b, Emergency Safe
Altitudes. This paragraph does not apply to civil
procedures.

j- Paragraph 241, Altitude Selection. The FAF
altitude shall not be less than the highest straight-in or
circling MDA, including adjustments.

k. Paragraph 250, Final Approach
Segment. For nonprecision approaches, the final
approach segment area considered for obstacle
clearance begins at the FAF and ends at the runway or
missed approach point, whichever is encountered last.
This concept applies to TERPS paragraphs 513, 523,
713, 953, and 1044. For precision approaches, the area
considered for obstacle clearance begins at the
precision final approach fix (PFAF) (i.e., glideslope

Chap 4
Par 404

8260.19C CHG 2

intercept point) and ends at a point 200 feet outward
from the threshold (see TERPS paragraph 930).

1. RESERVED.

m. Paragraph 261, Circling Approach Area Not
Considered for Obstacle Clearance. Sectorize the
circling area only to deny circling within a prescribed
area.

n. Paragraph 270, Missed Approach Segment.
The missed approach altitude shall not be less than the
highest MDA, including adjustments.

o. Paragraph 283. Fixes formed by Radar.
Coordinate with the appropriate air taffic facility
before establishing a radar fix to assure the facility
agrees to provide radar fix service when requested or
required. When an air traffic facility advises that they
can no longer provide radar fix service, revise
procedures to remove the radar fix.

p- Paragraphs 275, 277b, 943, 945b, 1033,
1035b, Turning Missed Approach/Turning Area.

(1) The missed approach segment must be
constructed with consideration given to all categories
of aircraft. Plotting only the highest or heaviest
authorized aircraft category area will not assure proper
area evaluation for lower categories. Construct turning
areas for the lowest and highest aircraft categories for
turns at the MAP; or for turns at the end of the straight
portion of the combination straight and turning missed
approach. Where obstacle penetrations exist, evaluate
the appropriate area for each category to determine
specific aircraft category impact.

(2) Section 2 boundary terminates at Point B
(or Point C for ILS or PAR) only if a fix exists at the
end of section 1 and if course guidance is provided in
section 2.

q. Paragraph 287c, Final Approach Fix (FAF). |
If-the buffer or 40:1 surface evaluation identifies an
obstacle penetration, you may clear the problem by
increasing the minimum descent altitude (MDA) by the
amount of obstacle penetration. When applying the
buffer to a straight missed approach segment with
positive course guidance, the area between the missed
approach point (MAP) and the 40:1 rise starting point
is considered missed approach primary area. The 12:1
surface begins where the 40:1 rise starts.

Page 4-3


9/16/93

(4) 97.29 ILS, ILS/DME, MLS, MLS/DME
and MLS/RNAV.

(5) 97.31 RADAR.

(6) 97.33 VOR/DME RNAV, LORAN
RNAV, GPS RNAV.

(7) 97.35 COPTER (including COPTER
LORAN, COPTER GPS, etc.)

ec. Combined Charting. Some charting
agencies combine certain instrument approach
procedures 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
developed 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
shall not be combined on SIAP forms or on NOS
approach charts, except for "VOR or TACAN" and
"VOR/DME or TACAN" SIAPs predicated on
VORTAC facilities. Where Army offices request
combined procedures based v.. iifferent types of
facilities, separate but computible procedures
shall be documented on the appropriate forms.
Combining of instrument approach procedures on
military charts will then be accomplished as a
cartographic function of the Defense Mapping
Agency.

d. IAPA Forms. Guidance for preparation of
IAPA generated 8260-series equivalent forms is
contained in appropriate sections of the IAPA
Users Manual.

803. AIRPORT DATA REQUIREMENTS
FOR INITIAL INSTRUMENT APPROACH
PROCEDURE SERVICE,

a. Pre-Request Action. The regional FPB shall
ensure that an airspace analysis of the airport
has been accomplished as required by Order
7400.2, Procedures for Handling Airspace
Matters, and TERPS paragraph 122a before
requesting the FIAO to establish the initial
instrument approach procedure to an airport.
Instrument approach service shall not be
authorized for an airport that is restricied to VFR
operations until it is reclassified as an IFR
airport by the region. The intent of this
paragraph is to establish the minimum data

Chap 8
Par 802b(4)

8260.19C

required to construct a procedure after IFR
operations are approved. Accordingly, regions
should accept less data during the initial approval
stage when approval is in question and the
submitted layout plan or drawing is adequate for
determining IFR status.

b. Data Requirements. In order to construct
initial instrument approach procedures and
publish approach charts in accordance with Inter-
Agency Air Cartographic Committee (IACC)
specifications, data, in addition to that supplied
on the FAA 8260-series forms, are required unless
a current OC chart exists for the airport. Ifa
current OC chart is not available, the regional
FPB is responsible to see that engineering plans
or other accurate airport drawings containing tie
points to section corners, bench marks, or other
specific geographic or topographic landmarks are
provided.

ec. Processing. FPBs shall forward such plans
or drawings to AVN-240 for evaluation and
coordination of any changes required, prior to
inclusion into the AMIS/IAPA data base and use
in procedure construction.

d. Data Elements. These plans shall also
include the following data elements to the desired
accuracy as indicated:

(1) Type runway surface, length, width,
station points, true azimuth, and runway
end/threshold coordinates to the nearest
hundredth of a second.

(2) The elevation of the highest point of an
airport’s usable runways (airport elevation), and,
if straight-in minimums are desired, the highest
centerline elevation in the first 3000 feet of the
runway beginning at the threshold (touchdown
zone elevation) - to the nearest foot above mean
sea level; and, the elevation of the runway
ends/thresholds - to the nearest tenth of a foot.

(8) Beacon and control tower location by
latitude and longitude to the nearest hundredth
of a second, and height/elevation to the nearest
foot if installed.

(4) NAVAID location by latitude/ longitude
to the nearest hundredth of a second; and by
relation to the runway in Cartesian (X,Y)
coordinates if located on the airport.

Page 8-3


9/16/93

a. Non-Radar Routes. Since radar vectoring
is an approved method of providing procedure
entry, the number of non-radar routes shall be
limited where radar vectoring is provided on a
24-hour basis. Where practical, at least one
non-radar route shall be provided to ensure
transition from the en route 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).

b. Transition. Instrument approach
procedures shall NOT be developed 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 with segments of the en route
structure; however, these routes shall be
designated when a lower altitude is authorized or
when clarity is essential. With the exception of
arc feeder or arc initial approach segments,
terminal routes originating on an airway require
the establishment of a named fix to identify the
starting point of the route. The fix shall be
common to the en route structure and instrument.
approach procedure.

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 routes.

da. Charting. All terminal routes listed in the
Terminal Routes section of the 8260 series forms
will be charted or identified in the plan view of
the instrument approach chart. Where a
procedure turn or holding pattern entry is not
authorized, the procedure shall identify the point
where the profile begins.

e. Feeder Routes. Where feeder routes are
required to transition from the en route structure
they will terminate at an initial approach fix or at
the facility from which a procedure turn or
holding pattern entry is authorized. En route
obstacle clearance criteria apply to feeder routes.

Chap 8
Par 807a

8260.19C

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." Where radar is not
available, delete DME arcs where an alternate
means of procedure entry is available.

(8) DME frequencies are paired with
the frequencies of the VOR, localizer, or MLS.
When a non-paired DME is used in a
VOR/DME, ILS/DME, etc., procedure,
simultaneous reception of both facilities must
be assured. This requires a standard Note
indicating the DME location and the identification
of both facilities: "DME from XYZ VORTAC,
Simultaneous reception of I-ABC and XYZ
DME required." DME frequencies are not
paired with NDBs; and, DME antennas may or
may not be collocated with the NDB. For
NDB/DME SIAPs, use standard Note:
"Simultaneous reception of ABC NDB and
XYZ DME required."

(4) 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
profile Note is required: "Use I-XXX DME
when on the LOC/LDA course.” This applies
to front and back course procedures regardless of
glide slope availability. In Additional Flight
Data, indicate that the note is to be charted in
profile.

(5) Similar precautions may be necessary

for MLS. Evaluate each situation and take the
appropriate action.

Page 8-5


8260.19C CHG 2 12/29/99

455. DISTRIBUTION
456 CANCELLATION OF DF PROCEDURES.
457.-459. RESERVED

SECTION 6. CATEGORY (CAT) II AND HIT TLS 1.0... eeeeeeceeseeteeeeeetetereeetenenenseeetseenseeeneneensee 4-13

460. GENERAL
461. ACTION...
462. RADIO ALTIMETER HEIGHTS
463. NOTAM REQUIREMENTS...
464. WAIVER REQUIREMENTS..
465.-469. RESERVED

SECTION 7. DEPARTURE PROCEDURES (DP).............:::ccsesseeceseeeeeesrereeeesensseseeeseaneneaeene 4-15

470. GENERAL
471. PUBLICATION..
472.-479. RESERVED

SECTION 8. STANDARD TERMINAL ARRIVAL ROUTES (STAR).........-.:::ccseesesseeeeseenees 4-18

480. INTRODUCTION .......... 4-18
481. AVN-100 ACTION
482. - 499. RESERVED .

CHAPTER 5. AIRSPACE ...0......ccccccsssesssscsessesesessssenesseseseesenenenenesesesseneaeacensecseneseneotnensesseensceesanqneneeness 5-1

SECTION 1. OBSTRUCTION EVALUATION (OE)

500.
501. RESPONSIBILITY AND PROCESSING OF FAA FORM 7460-1.
502. REVIEW OF NOTICES
503. OBSTRUCTIONS UNDER SUBPART C. 14 CFR PART 77

SECTION 2. DESIGNATION OF CONTROLLED AIRSPACE .

504.
505. AT RESPONSIBILITY
506. AVN-100 ACTION .....
507. TERMINAL AIRSPACE

SECTION 3. AIRPORT AIRSPACE ANALYSIS ...........cccsssssssesseessseeceesseneenneneneeasseeneeneeneenees 5-17

508. GENERAL
509. AVN-100 INPUTS IN ESTABLISHMENT OF AIRPORTS AND HELIPORTS
510. ALTERATIONS OF AIRPORTS OR HELIPORTS

Page viii


8260.19C CHG 2

b. Heliport Establishment. All proposals for
the establishment of heliports must be given an
on-site operational evaluation as specified in Order
8700.1, Volume 2, chapter 61. Proposed heliports to
be located in congested areas, or any rooftop
heliport, should be evaluated by helicopter qualified
operations inspectors.

c. Study Requirements. 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 AVN-100 and AFS positions be
developed and forwarded to the appropriate Airports
division/oranch. 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.

510. ALTERATIONS OF AIRPORTS OR
HELIPORTS.

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 which 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 existing instrument approach procedures
previously established for the airport. There is also

Page 5-18

12/29/99
the possibility of the need for relocation of associated
navigation facilities.

511. DEACTIVATION
HELIPORTS.

OF AIRPORTS OR

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, AVN-100 and
AFS 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 NOTAM’s should, if required,
be published and the closed airports should be
marked in accordance with existing standards.

512. ASSISTANCE IN ZONING PROBLEMS.
From time to time, AVN-100 or AFS personnel may
receive requests for assistance in the development of
airport zoning acts (state) or ordinances (local). Such
inquiries should be referred to airports personnel,
and in the field to the appropriate airport engineer.
It is FAA policy to advocate state and local
legislation in the field of airport zoning in
accordance with model acts prepared in cooperation
with other National agencies, such as the Council of
State Governments, the National Association of
State Aviation Officials, and the National Institute of
Municipal Law Offices. Airports personnel are well
versed with the model legislation which has been
developed, and have been instructed in the
dissemination of the material contained thercin.

Chap 5
Par 509


8260.19C CHG 1

9/18/98

SECTION 9. COMMUNICATIONS AND WEATHER

250. COMMUNICATIONS
MENTS.

REQUIRE-

FAA Order 8200.1, U.S. Standard Flight Inspection
Manual, section 211, 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 shall be available.

a. MEA’s or MAA’s 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 communications coverage. Coordination
must be effected with ATC for determination of the
acceptability of communications coverage in a
particular area.

b. Mandatory communications with the
appropriate ARTCC are not required; communi-
cations 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
Standards District Office (FSDO) operations
inspector.

251. USE OF UNICOM.

UNICOM may be used to satisfy the communications
requirements of Order 8260.3, paragraph 122e;
however, there are limitations on its use that must be

considered. According to FCC Rules and
Regulations, Part 87, Subpart C, UNICOM stations

Page 2-20

are not authorized for ATC purposes other than the
telay 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 respon-
sibility for the letter of agreement on the
licensee, but FAA Handbook 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,

paragraph 122e.

252. AUTOMATIC ALTIMETER SETTING
AND WEATHER REPORTING SYSTEMS.

Approved devices for automatically reporting
altimeter settings and weather may be used to satisfy
the requirements of Order 8260.3, paragraph 122d.
Special notes will be required on the approach
charts. Examples of standard notes can be found in
paragraph 814f.

253-259. RESERVED.

Chap 2
Par 250


12/29/99

8260.19C CHG 2

SECTION 3. SAFETY ANALYSIS

703. 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 REIL or PAPI will
not provide the necessary service.

b. In those cases where visual aids are
considered essential to operational safety and 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. AVN-100 personnel will recommend to,
or assist, the Airports and Airways Facilities
Divisions in developing the principal justification for
programming visual aids at IFR airports.

c. Flight Standards regional and field
personnel will provide input to the regional
planning teams through the All Weather Operations
(AWO) Program Manager 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 improvements at VFR public
use airports. The AWO/PM will review all division
inputs for appropriateness and develop
Tecommendations for the regional airports and
facilities planning groups.

d@. Determining visual aids safety benefits.
Orders 7031.2, Airway Planning Standard Number
One Terminal Air Navigation Facilities and ATC
Services, and 7400.2, Procedures for Handling
Airspace Matters, provide FAA personnel with the
basic guidance for establishment and justification.

(1) There are a number of operational and
environmental situations where visual reference
deficiencies exist, and where improvements can be

Chap 7
Par 703

made by the installation of a visual aid system to
enhance safety. Typical deficiencies include:

(a) Deceptive Approach Area. A situa-
tion 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 which presents an unbroken or
indefinite surface lacking the contrast for depth
perception and glide angle maintenance.

(b) Obstruction Clearance. A situation
in which natural or manmade 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 appropriate marking or
lighting.

(c) Runway Identification. A situation
in which environment surrounding an airport
derogates the pilot’s ability to instantaneously
establish and maintain runway identification at
2 miles or less from the runway threshold within 90°
of the runway centerline extended. Identification
may be hampered by one of the following conditions:

1. Overriding Lights. A general
preponderance of metropolitan or area lighting
located within 2 miles of the circling approach area
to the runway.

2. False Lights. A configuration of
non-aviation lighting, underlying the approach
surface, which presents to the pilot a false runway
identification such as a well-lighted boulevard,
expressway, or railroad yard which crosses the
approach area at 45° or less to the runway centerline
extended.

(a) Runway Alignment. 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:

Page 7-3



9/18/98

8260.19C CHG 1

SECTION 11. OBSTACLE DATA ACCURACY

270. GENERAL.

The primary purpose of obstacle evaluation is to
determine how an object will impact instrument

| determinations only if AVN-100 procedures
specialists apply the same rules, criteria, and
processes during development, review, and revision
phases. This section 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 are to be applied by
AVN-100 specialists in all instrument procedures
obstacle evaluations.

271. OBSTACLE DATA ACCURACY
STANDARDS FOR INSTRUMENT PRO-
CEDURES.

This paragraph identifies the MINIMUM require-
ment for accuracy of obstacle data used in the
development of instrument procedures, and provides
minimum accuracy standards for each instrument
procedure segment.

a. Concept. Obstacle data accuracy is not
absolute, and the accuracy depends on the data
source. The magnitude of the error does not pre-
clude the use of these data, provided it is identified
and accounted for. In some cases, upgrading obstacle
accuracy can provide relicf from operational
Testrictions in an instrument procedure. This will
allow expenditure of funds for obstacle surveys in
areas where benefit to the aviation community would
result. In no case, however, will the application of
obstacle data accuracy preempt the requirement for
the flight check of an instrument procedure for
discrepancies. For sources of obstacle data accuracy,
see appendix 2.

b. Standards. The minimum accuracy standards
in this order are for use in the development, review,
and revision of instrument procedures. They shall be
applied to all new procedures and to existing
procedures at the next revision or periodic review,
whichever occurs first. The minimum accuracy
standards are listed in paragraphs 271b(1) through

Chap 2
Par 270

(6). ADJUST the location/elevation data of the
segment controlling obstacle by the amount indicated
by the assigned accuracy code ONLY if that assigned
code does not meet or exceed the following
standards. For example, if the nonprecision final
segment controlling obstacle has an assigned
accuracy code 4D, adjust its location data by +250'
laterally, and its elevation data by +50‘ vertically,
this is because 4D does not meet or exceed the
minimum accuracy requirement of +50' horizontal
and +20' vertical (2C) applicable to the nonprecision
final segment.

(1) +20' horizontal and +3' vertical
accuracy. Precision final segment.

(@) +50' horizontal and +20' vertical
accuracy. Nonprecision final segment, missed
approach 40:1 surface evaluation; circling areas. For
departures and SID’s: Zone 1/Section 1 and first 2
NM of departure route.

(3) +250’ horizontal and +50' vertical
accuracy. Intermediate segment. For departures
and SID’s: Zones 2 and 3; Section 2; and beyond
first 2 NM of departure route.

(4) +500' horizontal and +125' vertical
accuracy; (1000' ROC and Special ROC); (aon-
mountainous). Initial segments; feeder segments;
en route areas; missed approach holding/level
surface evaluation, MSA; ESA; MVA; EOVM;
MIA; DF Vector Areas. For SID’s: level route
portion.

(5) +1000" horizontal and +250' vertical
accuracy; (2000' ROC) (mountainous). Feeder
segments; en route areas, ESA’s, DF Vector areas.
For SID’s: level route portion.

(© In all cases, if it is determined that the
horizontal and/or vertical uncertainty adjustment
associated with the controlling obstacle must be
applied, application shall be in the most critical
direction; e.g., applied in the horizontal and/or
vertical direction which most adversely affects the
procedure.

(7) If the controlling obstacle elevation plus
accuracy code adjustments affects a minimum

Page 2-23