Distribution: A-W(SY/PO/UA/AR/ND/AS/AT/FS/AF)-3; ATA-100(15Cys); AVN-503(15 Cys) Initiated By: AFS-420

 AVN-100(150Cys); AOS-200(10CYS); AMA-200(80CYS); A-X(FS/AT/AF/AS)-3; 

 A-FFS-O (STD); AEU-1(10CYS); A-FAF-O(STD); ZVN-826; Special Military and Public Addressees

CHANGE U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION 8260.19C CHG 3

7/14/03 

SUBJ: FLIGHT PROCEDURES AND AIRSPACE

1. PURPOSE. This change transmits revised pages to Order 8260.19C, Flight Procedures and 

Airspace. 

2. DISTRIBUTION. This order is distributed in Washington headquarters to the branch level in the 

Offices of System Safety; Aviation Policy and Plans; Air Traffic Systems Development; Aviation 

Research; Communications, Navigation, and Surveillance Systems; Airport Safety and Standards; to 

Flight Standards, Air Traffic, and Airway Facilities Services; to the Aeronautical Information Division 

(ATA-100); the National Aeronautical Charting Office (AVN-500); to the National Flight Procedures 

Office (AVN-100), the National Airway Systems Engineering and the Regulatory Standards Divisions at 

the Mike Monroney Aeronautical Center; to the branch level in the regional Flight Standards, Air Traffic, 

Airway Facilities, and Airports Divisions; to all Flight Inspection Offices; International Flight Inspection 

Office; the Europe, Africa, and Middle East Area Office; to all Flight Standards and Airway Facilities 

Field Offices; special mailing list ZVN-826; and Special Military and Public Addressees. 

3. EFFECTIVE DATE. September 1, 2003 

4. EXPLANATION OF CHANGES. Reference to National Ocean Service (NOS) is changed to 

reflect the National Aeronautical Charting Office (NACO), where applicable. The term Standard 

Instrument Departure (SID) is re-introduced where applicable to support the formal re-introduction of the 

term FAA-wide on February 20, 2003. Chapters 8 and 9 have been rewritten and combined into 

Chapter 8 to consolidate forms completion instructions and to reflect organizational changes and 

reassignment of responsibilities for the Flight Standards Service and the Aviation System Standards 

(AVN). Policy and responsibilities are also revised to reflect current policy and terminal instrument 

procedures (TERPS) instruction letters. Significant areas of new direction, guidance, and policy included 

in this change are as follows: 

a. Chapter 1. 

 (1) Paragraph 105. Adds new terms and definitions.

 (2) Paragraph 113d. Adds the new office in AVN (National Aeronautical Charting Office 

(NACO)) that is responsible for the production and distribution of aeronautical charts and related products. 

b. Chapter 2.

 (1) Paragraph 216b(10)(b). Modifies this paragraph to require AVN-160 to provide MV values 

in writing.
8260.19C CHG 3 7/14/03 

Page 2 

 (2) Paragraph 221. Eliminates NFDC involvement in initial NOTAM issuance. 

 (3) Paragraph 222a. Adds policy that P-NOTAMs may not be used for changes to SIAPs. 

 (4) Paragraph 222b. Clarifies that FDC T-NOTAMs are used for changes to SIAPs, airways, 

and textual DPs. Also adds policy to use abbreviated 8260-series forms to publish permanent procedure 

amendments promulgated by T-NOTAMs. 

 (5) Paragraph 223a. Delegates internal guidance for FDC NOTAM preparation, quality 

control, issuance, cancellation, and follow-up procedures to be jointly developed by AVN-160, 

ATA-110, and AAT-134 with oversight by AFS-420. 

 (6) Paragraph 223d. Adds requirement to coordinate all charting errors with ATA-130 to 

determine appropriate course of action. 

 (7) Paragraph 224. Eliminates P-NOTAM use for procedure amendments in favor of 

T-NOTAMs followed by submission of appropriate 8260-series form(s). 

 (8) Paragraph 224b(1). Delegates internal guidance for NOTAM D transmittal, quality 

control, tracking, and cancellation procedures to be jointly developed by AVN-160 and AAT-134 with 

oversight by AFS-420. 

 (9) Paragraph 225a. References Order 7930.2, Notices to Airmen (NOTAMs) for example 

airway NOTAMs. 

 (10) Paragraph 226d. Examples updated to reflect revised T-NOTAM policy. 

 (11) Paragraph 263b. Adds information to indicate that established fixes or NAVAIDs should 

be used, whenever possible, in lieu of creating new fixes. 

 (12) Paragraph 264a. Changes "criteria" to "policy."

 (13) Paragraph 271. Adds information for obtaining obstacle data. 

 (14) Paragraph 274. Adds policy to include a 200-foot adverse assumption obstacle (AAO) in 

determining a preliminary controlling obstacle. 

 (15) Paragraph 274b. Adds policy for missed approach and departure procedure controlling 

obstacle determination. 

 (16) Paragraph 275. Changes "criteria" to "policy," and expands paragraph 275a to include 

airport surveys. 

c. Chapter 4. 

 (1) Section 1, paragraph 404j. Adds the requirement to develop and depict an intermediate 

segment on all graphically published procedures. 

 (2) Section 1, paragraph 404aa. Provides guidance for application of military reduced ROC 

for NDB SIAPs at civil and joint-use airports.
7/14/03 8260.19C CHG 3 

 Page 3

 (3) Section 4. New section added to provide policy, guidance, and responsibilities for 

processing Special Instrument Procedures.

 (4) Section 7. Deletes this section and refers to Order 8260.46, Departure (DP) Program, for 

initiating, processing, developing, and managing the DP program. 

 (5) Section 9. New section added to provide supplementary guidance for the development of 

area navigation (RNAV) (Global Positioning System (GPS)) instrument procedures. 

 d. Chapter 5. 

 (1) Paragraph 504b. Provides clarification that a 300-foot buffer is included in the airspace 

computation examples. 

 (2) Paragraph 507c(1). Expands guidance to include new technologies and updates guidance 

to reflect modification made in Order 8260.3B CHG 19, United States Standard for Terminal Instrument 

Procedures (TERPS). 

 (3) Paragraph 517. Adds policy for restricted areas based on tethered balloons. 

 e. Chapter 8. Combines chapters 8 and 9 into one chapter, and contains the form use and 

preparation for various instrument approach procedures. 

f. Appendix 1. Updates Flight Procedures references. 

g. Appendix 2. Updates information under the National Imaging and Mapping Agency (NIMA). 

 h. Appendix 3. Deletes the “Directive Feedback Information because it was moved to Chapter 1 

under “Information Update.” This appendix now contains the Data Worksheet for FAA Form 8260-2. 

i. Appendix 4. Updates samples of Form 8260-2, Radio Fix and Holding Data Record. 

 j. Appendix 5. Updates samples of Form 8260-3, ILS and RNAV Standard Instrument Approach 

Procedures. 

k. Appendix 6. Updates samples of Form 8260-4, Radar – Standard Instrument Approach 

Procedure. 

l. Appendix 7. Updates samples of Form 8260-5, Standard Instrument Approach Procedure. 

m. Appendix 8. Updates samples of Form 8260-7, Special Instrument Approach Procedure. 

n. Appendix 9. Updates samples of Form 8260-9, Standard Instrument approach Procedure Data 

Record. 

o. Appendix 10. Updates samples of Form 8260-10, Standard Instrument Approach Procedure 

Continuation Sheet. 

p. Appendix 11. Deletes sample of Form 8260-15, and inserts the Final Approach Segment Data 

Block Data Requirements.
8260.19C CHG 3 7/14/03 

Page 4 

q. Appendix 12. Adds ARINC 424 Database Codes for waypoint description/definitions that are 

used by navigation database developers. 

5. DISPOSITION OF TRANSMITTAL. This transmittal sheet must be retained until it is canceled by 

a new order. 

PAGE CONTROL CHART 

REMOVE PAGES DATED INSERT PAGES DATED 

1-1 thru 1-2 9/18/98 1-1 9/18/98 

1-3 thru 1-4 12/29/99 1-3 thru 1-4 7/14/03 

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PAGE CONTROL CHART 

REMOVE PAGES DATED INSERT PAGES DATED 

APPENDIX 11 9/16/93 APPENDIX 11 7/14/03 

1 thru 3 (and 4) 1 thru 11 (and 12) 

 APPENDIX 12 7/14/03 

 1 thru 5 (and 6) 

James J. Ballough 

Director, Flight Standards Service 
9/18/98 8260.19C CHG 1 

Chap 1 Page 1-1 

Par 100 

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) 

distribution modified. 

 c. Use of Notice to Airmen (NOTAM) system 

modified. 

d. Airway NOTAMs 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 

Automation (IAPA) 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

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 

(DME) 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. 

 v. 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 updated. 
8260.19C CHG 3 7/14/03 

 Chap 1 

Page 1-2 Par 104 

104. FORMS.

 a. The following forms are provided in electronic form for use in the development and maintenance of flight 

procedures. 

 

FAA FORM NUMBER TITLE 

FAA Form 8260-1 Flight Procedures Standards Waiver 

FAA Form 8260-2 Radio Fix and Holding Data Record 

FAA Form 8260-3 ILS-Standard Instrument Approach Procedure 

FAA Form 8260-4 Radar-Standard Instrument Approach Procedure 

FAA Form 8260-5 Standard Instrument Approach Procedure 

FAA Form 8260-7 Special Instrument Approach Procedure 

FAA Form 8260-9 Standard Instrument Approach Procedure Data Record 

FAA Form 8260-10 Standard Instrument Approach Procedure (Continuation Sheet) 

FAA Form 8260-11 U.S. Army/U.S. Air Force ILS Standard Instrument Approach Procedure 

FAA Form 8260-12 U.S. Army/U.S. Air Force Radar Standard Instrument Approach Procedure 

FAA Form 8260-13 U.S. Army/U.S. Air Force Standard Instrument Approach Procedure 

FAA Form 8260-15A Takeoff Minimums and Textual Departure Procedures (DP) 

FAA Form 8260-15B Graphic Departure Procedures (DP) 

FAA Form 8260-15C Departure (Data Record)

FAA Form 8260-16 Transmittal of Airways/Route Data 

FAA Form 8260-20 U.S. Army/U.S. Air Force Standard Instrument Approach Procedure 

 (Continuation Sheet) 

FAA Form 8260-21 U.S. Army Departure Procedures/Takeoff Minimums 

FAA Form 8260-23 U.S. Army/U.S. Air Force Standard Instrument Departure (SID) 

FAA Form 8260-24 U.S. Army/U.S. Air Force Standard Terminal Arrival (STAR) 
7/14/03 8260.19C CHG 3 

Chap 1 Page 1-3 

Par 104 

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 Support, AVN-160C. 

 (3) Equipment Requirements. Each user 

office must have access to the appropriate 

hardware/software to use automated electronic forms 

software. Contact AVN-160C 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 that prescribe 

intended flight tracks, operational altitudes, and 

arrival/departure minimums. Flight procedures are 

subdivided into six general categories as follows: 

departure procedure, en route, instrument approach, 

missed approach, holding, and fix descriptions. The 

following words have the meaning shown: 

a. AAO − Adverse Assumption Obstacle. 

 b. May − action is permissible.

 c. Must/Shall − action is mandatory. 

d. Should - action is desirable. 

e. Will − Indicates a presumption that action is to be 

taken.

f. AWO/PM − All Weather Operations Program Manager. 

g. 14 CFR − Title 14 of the Code of Federal 

Regulations. 

 h. FICO − Flight Inspection Central Operations, 

AVN-250. 

 i. Flight Inspection Operations 

Division, AVN-200. 

 j. FPO − Flight Procedures Office. 

 k. IAPA − Instrument Approach Procedures 

Automation. 

 l. IFP – Instrument Flight Procedure. 

m. Miles − nautical miles (NM) unless otherwise 

specified.

 n. NACO - National Aeronautical Charting 

Office, AVN-500.

 o. NFDC − National Flight Data Center, 

ATA-110.

 p NTAP − Notices to Airmen Publication.

 q. NFPO − National Flight Procedures Office, 

AVN-100. 

 r. SIAP − Standard Instrument Approach 

Procedure. 

 s. USNOF − U.S. NOTAM Office. 

106. INFORMATION UPDATE. 

For your convenience, FAA Form 1320-19, 

Directive Feedback Information, is included at the 

end of this change to note any deficiencies found, 

clarification needed, or suggested improvements 

regarding the contents of this change. When 

forwarding your comments to the originating office for 

consideration, please provide a complete explanation 

of why the suggested change is necessary. 

107-109. RESERVED
8260.19C CHG 3 7/14/03 

 Chap 1 

Page 1-4 Par 110 

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 

(NAS). 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 en route 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 concerned with those offices having direct 

responsibility for the accomplishment of the Flight 

Procedures and Airspace Program. The following is a 

brief description 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 IAPA software. This office is 

designated as the final authority to issue, amend, 

and appeal minimum en route IFR altitudes and 

associated flight data under 14 CFR Part 95 and 

standard instrument approach procedures under 14 

CFR Part 97. The division is also responsible for 

approval/disapproval of special instrument approach 

procedures 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, II, and III 

approach and landing operations, as well as lower than 

standard takeoff minimums. 

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 administration 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 STANDARDS 

DIVISIONS (AXX-200) 

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 implementation 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. 
7/14/03 8260.19C CHG 3 

Chap 1 

Par 112 Page 1-5 

 (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 II and III approvals including approval of the 

associated Surface Movement Guidance System plan. 

 (5) Providing the operational input on 

matters related to regional capacity studies and airport 

operational safety initiatives. 

 (6) Performing airport/airspace evaluations 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 submission 

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 SYSTEM STANDARDS (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. 

b. The National Flight Procedures Office, 

AVN-100, is the AVN element responsible for the 

development, maintenance, quality assurance, and 

technical approval of public-use instrument procedures. It is also responsible for quality assurance 

and operations 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 

operational data is included in the national database. 

Responsibilities include but are not limited to: 

 (1) Forwarding industry and user 

comments on instrument procedures to AVN-160 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 action 

is required. 

 (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 submissions 

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 environmental impact studies as required by current policy.

 
8260.19C CHG 3 7/14/03 

 Chap 1 

Page 1-6 Par 113 

 (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. 

 d. The National Aeronautical Charting 

Office (NACO), AVN-500, is the AVN element 

responsible for the production and distribution of 

aeronautical charts and related publications and 

products. This includes the construction and 

maintenance of Standard Instrument Approach 

Procedures (SIAPs), Departure Procedures (DPs), 

Standard Terminal Arrival Routes (STARs) charts, 

Airport Diagrams and Special Graphics. NACO is 

responsible but not limited to: 

(1) Selecting and evaluating source data

for final chart compilation. 

(2) Validating geographical positions, 

distances, and bearings. 

(3) Maintaining liaison with elements of 

FAA to support safe and accurate portrayal of 

charting data. 

(4) Evaluating obstacle source data to 

certify accuracy codes as built. 

 (5) Providing civilian charts in support of 

military requirements. 

(6) Providing international charting 

support to selected foreign countries. 

114. AERONAUTICAL INFORMATION 

SERVICES (ATA-100). 

a. This is the principal element within Air 

Traffic Service (AAT) directly responsible for 

managing the agency’s program to provide 

aeronautical information 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 database and for disseminating 

information relating to the NAS. NFDC 

responsibilities 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 

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 Database and resolving contradictions. 

(4) Reviewing, processing for transmittal, 

and tracking NOTAMs regarding amendments, 

cancellations, and corrections to instrument procedures 

in the NAS and canceling these NOTAMs when 

government charts are updated. 

(5) Compiling NOTAMs for publication in 

the Notices to Airmen Publication (NTAP). 

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

identifiers. 

 (7) Promulgating SIAPs with assigned 

effective dates in a bi-weekly transmittal letter and 

completing necessary requirements for publication in 

Part 97. 

(8) Issuing, on a predetermined schedule, 

amendments to Part 95. 
7/14/03 8260.19C CHG 3 

Chap 1 

Par 114 Page 1-7 

 (9) Maintaining copies of 8260 and 7100 

series forms that support public use SIAPs, fixes, 

airways, STARs and DPs (SIDs). 

115. INDIVIDUAL.

Personnel working within the Flight Procedures 

Program are responsible for maintaining professional 

knowledge in a technical, complex, and 

specialized 

field, and for the application of the knowledge to 

assure safety and practicality in air navigation. Where 

directives are deficient, each individual must take the 

initiative to seek an acceptable method of resolution 

and to inform the responsible office of any 

recommended change to policy, procedures, etc., that 

is cost beneficial and/or provides increased operational 

safety. 

116-119. RESERVED. 
8260.19C CHG 3 7/14/03 

 Chap 1 

Page 1-8 Par 120 

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 

Program to include the development, review, storage, 

and electronic transmittal of instrument flight 

procedures with ancillary system benefits. 

 b. The IAPA system standardizes the 

application of criteria specified in Order 8260.3, 

United States Standard for Terminal Instrument 

Procedures (TERPS); Order 8260.19, Flight 

Procedures and Airspace; and other appropriate 

directives, advisory circulars, and Federal Aviation 

Regulations. IAPA applies established FAA software 

standards. IAPA software 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 Order 1370.52, Information 

Resources Policy. 

121. AVIATION SYSTEM STANDARDS 

RESPONSIBILITY. 

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 National Flight Procedures Office, 

AVN-100, is responsible for establishing policy 

guidance in the administrative control of IAPA, as well 

as coordinating actions required to meet 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 IAPA. 

 (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 

IAPA 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. 

 (6) Preparing for and participating in 

operational tests and evaluations of the information 

system. 

 (7) AVN-100 is responsible for final certification of instrument flight procedures to include that: 

 (a) Data used to develop the 

instrument approach procedure was correct. 

 (b) The instrument approach 

procedure was developed in accordance with 

Order 8260.3; Order 8260.19, and other appropriate 

directives, advisory circulars, and Federal Aviation 

Regulations listed in appendix 1. 

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

b. The Quality and Operations Assurance 

Branch, AVN-160, is responsible for assuring the 

successful ongoing operation of the data system. In 

the performance of these responsibilities, the Quality 

and Operations Assurance Branch must: 
7/14/03 8260.19C CHG 3 

Chap 1 

Par 121 Page 1-9 (and 10) 

 (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. 

 (5) Establish priorities for task 

assignments, scheduling, and utilization of personnel 

and physical resources. 

 (6) Assure system configuration, documentation, and reliability. 

 (7) Conduct extensive operational testing 

and debugging, to assure system software is in 

conformance with Order 8260.3 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 

Order 1370.82, Information Systems Security 

Program, 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 IAPA requirements. 

122. OFFICE OF INFORMATION SERVICES 

(AMI-1). 

The Office of Information Services, AMI-1, is 

responsible for the software development from its 

inception through implementation. This office is also 

responsible for maintenance of system software, and 

must provide and control automatic data processing 

(ADP) resources that 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 IAPA. 

 d. Participating in the review of site 

preparation, installation, and testing support as 

required. 

 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 ASSISTANT ADMINISTRATOR FOR INFORMATION SERVICES 

(AIO-1). 

The Office of Assistant Administrator for Information 

Services, AIO-1, will develop governing policies and 

responsibilities for automatic data processing (ADP) 

program management in accordance with 

Order 1370.52, Information Resources Policy. 

124. DIRECTOR, AIRWAY FACILITIES 

SERVICE (AAF-1). 

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 responsibility 

is administered through the Telecommunications 

Integrated Product Team in the NAS Operations 

Program (AOP) of Airway Facilities. 

125-199. RESERVED.
9/18/98 8260.19C CHG 1 

Chap 2 Page 2-9 

Par 216 

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 must 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 required, 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 must include high and low altitude airways/jet 

routes, direct routes, air carrier off-airway routes, fixes 

in both high and low altitude structures, terminal 

routes and fixes, ODPs, SIDs, STARs, 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 en route structure (which may 

or may not have instrument procedures predicated on 

them): 

 (a) Modify all fixes and IAPs. Modify 

all 14 CFR Part 95 Direct and Off-Airway (NonPart 95) routes with documented radial(s) or 

bearing(s). Change ESVs. Make all modifications to 

meet an effective date that coincides with the en route 

change cycle. 

NOTE: A listing of affected fixes, holding patterns, 

DPs, SIDs, STARs, military training routes, 

preferred routes, and ATS routes may be obtained 

from NFDC (ATA-110).

 (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 816o). 

 (b) Amend and process multiple instrument procedures to simultaneously become effective 

concurrent with the instrument procedure specified in 

the MV change notification to NFDC. 

 (c) Submit revisions of all affected fixes 

with the instrument procedure(s). Change ESVs. 

 (d) 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 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, in writing, when the need to change 

the MV of other military facilities is identified. 

(11) Airports. 

 (a) Amend IAPs, SIDs, and ODPs 

which specify runway designator numbers affected by 

MV change. 

 (b) Notify the regional 530 office of the 

need for amendment action if STARs contain runway 

designator numbers affected by MV change. 
8260.19C CHG 3 7/14/03 

Page 2-10 Chap 2 

 Par 216 

 (c) Take appropriate NOTAM action if 

repainting of an affected runway is not accomplished 

on the required date. 

c. 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. Once obtained, it is the responsibility of 

the military to provide ATA-110 MV updates. 

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, or 

appropriate military authority, may have to arrange for 

repainting of runway designator numbers (see 

paragraph 858e(2)(e)). 

NOTE: Guidelines pertaining to runway 

designation marking relative to magnetic changes 

can be found in AC 150/5340-1, Standards for 

Airport Markings, paragraph 7d. 

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 must be 

changed to the nearest future Epoch Year value. When 

the difference is less than 3°, AVN must 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) must 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 must be used in the development of instrument 

flight procedures. 

d. Runway bearing must 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.
7/14/03 8260.19C CHG 3 

Chap 2 

Par 220 Page 2-11 

SECTION 6. NOTICES TO AIRMEN (NOTAM) 

220. GENERAL. 

NOTAMs provide timely knowledge to airmen,

and other aviation interests, of information or 

conditions that are essential to safety of flight. 

NOTAMs 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 policy for 

issuing Flight Data Center (FDC) NOTAMs when 

required to maintain the accuracy and currency of 

charted terminal and en route flight procedures. Also 

see Order 8260.3, United States Standard for 

Terminal Instrument Procedures (TERPS), paragraph 150e. 

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). This system 

is under the purview of Air Traffic Service (AAT) 

and management/operational guidance is contained in 

Order 7930.2, Notices to Airmen (NOTAMs). The 

following is a brief summary of the issues that are 

applicable to instrument procedure changes and 

government chart corrections. 

a. FDC NOTAMs are issued through the 

U.S. NOTAM Office (USNOF) and primarily used to 

disseminate safety of flight information relating to 

regulatory material (see Order 7930.2, Chapter 7 for 

specific FDC NOTAM categories). FDC NOTAMs 

are numbered by the U.S. NOTAM System (USNS) 

to reflect the year of issuance and the sequence 

number for the calendar year, (e.g., 2/0445). FDC 

NOTAMs are transmitted on all Service B circuits, 

and stored in the Consolidated NOTAM System, 

after which they are entered in the Notices to Airmen 

Publication (NTAP) until canceled. The NTAP is 

distributed via U. S. mail. 

b. NOTAM Ds are issued under the Flight 

Service Stations' Accountability System and 

receive the same dissemination as the surface weather 

report for the originating station. NOTAM Ds 

provide the user with current information on an 

hourly basis and are numbered to reflect the month of 

issuance and the sequence number of the month, (e.g. 

6/18). 

222. FDC NOTAM TYPES. 

FDC NOTAMs may be either permanent 

(P-NOTAMs) or temporary (T-NOTAMs), as 

specified below, when used to promulgate changes to 

published instrument flight procedures, and 

corrections to U.S. Government charts. FDC 

NOTAMs must be prefixed with an action code as 

follows: 

 a. FI/P (Flight Information/Permanent).

This prefix (FI/P) is used only to promulgate U.S. 

Government charting correction information. 

Cartographic agencies may initiate immediate 

changes to charted information based upon the 

P-NOTAM information. P-NOTAMs may NOT be 

used for changes to SIAPs, airways, DPs, or STARs. 

Refer to paragraphs 224b and c for DP and STAR 

NOTAM procedures. 

 b. FI/T (Flight Information/Temporary). 

Use this prefix when safety of flight issues requires 

changes to SIAPs, airways, or textual DPs. If the 

condition requiring the NOTAM will be effective for 

more than four charting cycles (224 days), an 

abbreviated or full amendment 8260-series form must 

be submitted to amend the procedure. The 

abbreviated form must be submitted as soon as 

possible to allow publication of the procedural 

change within the 224-day timeframe (see paragraph 813). 

223. FDC NOTAM PREPARATION, REVIEW, 

AND TRANSMITTAL. 

a. AVN-100 is the primary office responsible

for formulating procedural and airway FDC 

NOTAMs and forwarding them for transmittal. 

Specific internal guidance for NOTAM preparation, 

quality control, transmittal, cancellation, and followup actions will be developed jointly by AVN-160, 

ATA-110, and ATT-134 (USNOF). AFS-420 will 

be provided the opportunity to review and comment 

on the procedures prior to implementation. The 

following items must be included in the guidance: 

(1) Procedures to ensure that all FDC 

NOTAMs are coordinated with the affected ARTCC 

facility and the appropriate regional offices at the 

time of submission, or if unable, during the next 

normal workday (see Order 8260.3, Volume 1, 
8260.19C CHG 3 7/14/03 

Page 2-12 Chap 2 

 Par 223

paragraph 150). AVN-100 must also notify the 

airport manager at the affected location whenever 

possible. 

NOTE: ARTCCs are responsible for forwarding 

FDC NOTAM information to the affected 

terminal facilities under Order 7930.2H, 

paragraph 2-2-3. 

 (2) Procedures to ensure that ALL FDC 

NOTAMs are reviewed for accuracy, completeness, 

content, etc. prior to submission 

 

 (3) Procedures to ensure that NFDC and 

the submitting agency are kept appraised of all 

changes in instrument procedure FDC NOTAM 

numbering. 

 (4) Procedures to ensure that all FPO or 

AVN-200 initiated FDC T-NOTAMs and NOTAM 

Ds are coordinated through AVN-100. 

b. NFDC will review applicable FDC 

NOTAMs for accuracy, format, completeness, and 

database agreement. Discrepancies noted by NFDC 

will be resolved through the originating AVN-100 

branch. NFDC is responsible for compiling 

NOTAMs for inclusion in the Notices to Airmen 

Publication (NTAP). 

c. The USNOF is also responsible for 

ensuring that FDC NOTAMs are in the proper 

format under this directive and Order 7930.2. 

Questions/discrepancies will be addressed to the 

submitting agency or AVN-160 as appropriate. The 

USNOF must ensure that NFDC and AVN-100 are 

appraised of all changes in instrument procedure 

related FDC NOTAM numbers; e.g., when a 

NOTAM is cancelled and reissued due to 

typographical error, etc. FDC NOTAMs affecting 

FAA developed military SIAPs at civil locations 

must be issued separately and forwarded to the 

USNOF military representative. 

d. Cartographic Standards Branch, 

ATA-130, is responsible for issuing, tracking, and 

canceling FDC NOTAMs used to correct/amend U.S. 

Government IFR en route and VFR sectional 

aeronautical charts when necessary to resolve 

charting errors. When a printing error is noted in the 

Terminal Procedures Publication (TPP), AVN-100, 

AVN-500, and ATA-110 will jointly coordinate with 

ATA-130 to determine if the error can be safely 

addressed by NOTAM or if the procedure must be 

suspended pending issuance of a replacement chart. 

224. INSTRUMENT PROCEDURE NOTAMs. 

 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. An FDC T-NOTAM followed by 

an abbreviated 8260-series form within the allotted 

224-day is an equally effective means of updating 

SIAP charts and textual DPs within the following 

guidelines: 

 (1) Whenever the need for a NOTAM to 

a procedure arises, AVN-100 must review the 

procedure and ascertain that there are no other safety 

of flight changes required. Do NOT prepare a 

NOTAM solely to address minor non-safety related 

discrepancies to a SIAP. 

 (2) Procedural minimums must not be 

lowered by NOTAM except as allowed by 

Order 8260.3, Volume 1, paragraph 150e. 

 (3) Exercise caution in initiating or 

adding a NOTAM to a procedure when there is 

already a current NOTAM in effect for the procedure. 

In many cases close follow-up action, including 

canceling and reissuing NOTAMs, will be necessary 

to ensure there is no confusion for pilots and chart 

producers. All FDC NOTAMs must be issued 

against the currently published procedure. 

Examples: 

The currently published SIAP is AMDT 3 and 

AMDT 3A has been forwarded but not yet 

published. Another T-NOTAM is required 

prior to AMDT 3A. Issue a T-NOTAM 

against AMDT 3. When AMDT 3A is 

published, the T-NOTAM must be canceled and 

reissued for AMDT 3A. 

 (4) When changes to civil procedures 

also affect FAA-developed military procedures at 

civil or joint-use airfields, AVN-100 must issue a 

separate FDC NOTAM for the military procedure as 

specified in Orders 8260.15, United States Army 

Terminal Instrument Procedures Service, and 

8260.32, United States Air Force Terminal 

Instrument Procedures Service. AVN-100 must 

request the USNOF to forward the civil NOTAM and 

the reason to the cognizant military authority for 

appropriate military NOTAM action. 

 
7/14/03 8260.19C CHG 3 

Chap 2 

Par 224 Page 2-13 

 (5) NOTAM requirements for FAA 

developed U.S. Army procedures at military 

airfields must be processed under Order 8260.15. 

NOTAM requirements for FAA developed U.S.A.F 

procedures at civil airfields must be processed under 

Order 8260.32. 

b. Changes to graphic ODPs and SIDs must 

be promulgated as NOTAM Ds under Order 7930.2. 

These NOTAMs 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 ALTITUDE 

BROWS, INT TO GMN VORTAC, 8,000 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) Specific internal guidance for 

NOTAM D preparation, quality control, transmittal 

and cancellation will be developed jointly between 

AVN-160 and ATT-134 (USNOF). AFS-420 will be 

provided the opportunity to review and comment on 

the procedures prior to implementation. The 

following items must be included in the guidance: 

 (a) Procedures to ensure that ALL

NOTAM Ds are reviewed for accuracy, 

completeness, content, etc. prior to submission. 

 (b) For multiple airport DPs, a separate 

NOTAM D 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 Ds must not be used 

as a source to effect charting changes. Permanent 

procedural changes to graphic DPs must be made 

via a new or amended 8260-15 series form 

within 224 days of the issuance of the associated 

NOTAM D. 

 (d) The USNOF must 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 must be 

responsible for obtaining the NOTAM D number 

from the USNOF, tracking, and canceling the 

NOTAM when the condition requiring the NOTAM 

is no longer applicable. 

c. Changes to STARs requiring NOTAM 

action are also promulgated as NOTAM Ds. The 

appropriate ARTCC retains the responsibility for 

initiating, tracking, and canceling STAR NOTAMs. 

d. General NOTAM D Actions. 

 (1) 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. 

 (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 NOTAMs 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, must be 

processed immediately. 

 (4) When a NOTAM D is issued for a 

facility shutdown or outage, an FDC NOTAM 

denying SIAP use is not required for those SIAPs 

using only that facility. However, other SIAPs in the 

vicinity must be reviewed to determine if that facility 

supports courses or fixes; in such cases, those SIAPs 

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 not necessary to issue 

NOTAMs for fixes and terminal route segments 

which are related to unusable airway segments from 

the subject facility. Do not issue “Radar Required” 

NOTAMs on unusable or restricted airway segments 

(see also paragraph 463). 

 (5) When an instrument approach 

procedure 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
8260.19C CHG 3 7/14/03 

Page 2-14 Chap 2 

 Par 224

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, GR LOM OTS.” 

 (6) 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. 

 (7) When radio control of approach 

lights or runway lights are commissioned or the 

frequency is changed, Flight Inspection issues a 

NOTAM D in accordance with Order 8200.1, United 

States Standard Flight Inspection Manual. 

225. AIRWAY NOTAMs. 

When a restriction or a change to an airway 

requires a NOTAM, AVN-100 must prepare and 

forward an FDC T-NOTAM following the 

procedures in paragraph 223. 

a. NOTAMs, reflecting airway changes 

within one or more ARTCCs airspace, are issued 

under the affected ARTCC identifier as Center Area 

NOTAM (CAN) FDC NOTAMs on the NOTAM 

circuit. The formats specified in Order 7930.2, 

chapter 7, section 1 must be followed regarding the 

number of ARTCCs and states affected. 

b. Airway changes involving a single state 

and one or more ARTCCs must be issued with the 

ARTCC identifier followed by the two-letter state 

code. The two-letter state code must also follow all 

NAVAID and fix designators. 

Examples: 

“FDC 2/0001 ZFW OK FI/T AIRWAY ZFW ZKC. 

V140 SAYRE (SYO) VORTAC, OK TO TULSA 

(TUL) VORTAC, OK MEA 4,300. 

FDC 2/0002 ZKC OK FI/T AIRWAY ZFW ZKC. 

V140 SAYRE (SYO) VORTAC, OK TO TULSA 

(TUL) VORTAC, OK MEA 4,300. 

REASON: TEMPORARY NEW TOWER. OE 

98-ASW-0123.” 

 c. If the airway NOTAM affects one but less 

than four ARTCCs and multiple states, issue one 

NOTAM for each affected ARTCC. If the NOTAM 

affects four or more ARTCCs, send one NOTAM 

using FDC as the facility identifier. 

d. If the restriction will exceed the time limit 

established in paragraph 222b, forward an updated 

Form 8260-16 and/or 8260-2 simultaneously to 

NFDC and AVN-500 for charting. 

226. NOTAM CONTENT. 

a. FDC SIAP NOTAMs must identify the 

procedure being amended and the current amendment 

number. The NOTAM must be as concise as 

possible, and must 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 must be prepared by AVN-100 

using plain language and those contractions found in 

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 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. 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 2/_____ ORD FI/T 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.) 
7/14/03 8260.19C CHG 3 

Chap 2 

Par 226 Page 2-14.1 (and .2) 

REASON: TEMPORARY CRANE FOR 90 DAYS. 

OE 02-AGL-1689 

FDC 2/_____GPT FI/T GULFPORT-BILOXI INTL, 

GULFPORT, MS. 

VOR RWY 31 AMDT 18... 

S-31 MDA 720/HAT 693 ALL CATS. VIS 

CAT C 2, 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 02-ACE-1453. 

FDC 2/_____ LAN FI/T CAPITAL CITY, 

LANSING, MI. 

ILS RWY 10R AMDT 8A... 

ILS RWY 28L AMDT 24... 

VOR RWY 6 AMDT 23B... 

VOR RWY 24 AMDT 7E... 

RADAR-1 AMDT 13... 

CIRCLING MDA 1420/HAA 559 ALL CATS. 

REASON: NEW BUILDING, 1115 MSL. OE 

02- AGL-2974. 

NOTE: Since the above condition is permanent, 

SIAP Amendments must be processed within 

224 days. 

"FDC 2/_____ AXH FI/T HOUSTONSOUTHWEST, HOUSTON, TX. 

NDB RWY 28 AMDT 4... 

LOC/DME RWY 10 AMDT 2A...CHANGE ALL 

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

REASON: RUNWAYS RENUMBERED FOR 

MAGNETIC VARIATION CHANGE. 

227. NOTAM FOLLOW-UP ACTION. 

AVN-100 must review amended SIAP charts,

ensure the procedural change has been charted 

correctly, and cancel the NOTAM on the amended 

procedure effective date. 

228-229. RESERVED. 
7/14/03 8260.19C CHG 3

Chap 2 

Par 230 Page 2-15 

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 must 

ensure that all flight procedures and NOTAMs 

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 the National 

Aeronautical Charting Office (NACO) will be 

reviewed by AVN-100, upon receipt, for variations 

from information submitted for publication and for 

clarity of the graphic portrayal. Charting errors 

detected must be forwarded directly to NFDC and 

AVN-500 for corrective action. Charts that do not 

clearly portray the procedures should be referred to 

AFS-420 and AVN-500, with recommendations for 

charting improvements. 

231. AFS-420 ACTION. 

a. AFS-420 monitors procedures and FI/T or 

FI/P NOTAMs on a random surveillance basis and 

only relative to policy compliance. 

b. Preliminary reviews may be conducted by 

AFS-420 upon request by AVN-100. When unusual 

circumstances exist, AFS-420 will issue appropriate 

instructions to AVN-100 as necessary. 

232-239. RESERVED. 
8260.19C CHG 3 7/14/03 

 Chap 2 

Page 2-16 Par 240 

SECTION 8. PERIODIC REVIEW OF INSTRUMENT FLIGHT 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 that 

relate to safety of flight. Use the review to ensure 

compliance with all other changes to criteria. FPOs 

can normally present current reviews of OEs, 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 review 

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. SIAPs, SIDs, ODPs, and STARs.

 (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 IFPs at an airport, the periodic review should 

include all procedures at that airport (see paragraph 811a). 

 (3) Ensure that all procedures are contained 

within controlled airspace as prescribed in chapter 5. 

 (4) Ensure that minimums meet criteria. 

Review IFP forms for conformance to current 

standards. Check published IFPs for correct portrayal. 

 (5) Verify current magnetic variation values. 

 (6) Verify continued need for IFPs based on 

usage rate, economic need, etc. Cancel IFPs 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 

requirements. Use current en route charts as airway 

checklists. 

 (3) Verify continued need for off-airway 

and CFR Part 95 direct routes. Cancel routes that are 

no longer required. 

 c. Fixes. 

 (1) Review all fixes in conjunction with the 

associated IFPs, airways, or routes (see section 10). 

Assure that Form 8260-2 entries for facility type, class, 

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 8260-series form. 
7/14/03 8260.19C CHG 3 

Chap 2 

Par 241 Page 2-17 

 (3) Review all associated waivers in 

conjunction with any procedure review. 

 (4) Annotate and incorporate editorial 

changes noted during the review in the next 

revision. Do NOT make IFP amendments solely to 

correct an MSA altitude except when the MSA 

provides less than 950 feet of obstacle clearance. 

242-249. RESERVED. 
8260.19C CHG 3 7/14/03 

 Chap 2 

Page 2-18 Par 250

SECTION 9. COMMUNICATIONS AND WEATHER

 

250. COMMUNICATIONS REQUIREMENTS. 

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 must 

be available. 

a. MEAs or MAAs are predicated upon 

continuous approved communications capability for 

the entire designated segment. All available resources 

must be explored before restricting the use of altitudes 

of an airway or route due to a lack of acceptable 

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; communications with other ATC facilities are allowable. Where 

necessary, in order to provide direct communications 

with a center, appropriate recommendations for a 

peripheral site should be made. 

 c. Communications requirements for non-14 

CFR Part 95 routes certified for a particular air carrier 

are the responsibility of appropriate Flight Standards 

District Office (FSDO) operations inspector. 

251. USE OF UNICOM. 

UNICOM may be used to satisfy the communications 

requirements of Order 8260.3, Volume 1, 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 

are not authorized for ATC purposes other than the 

relay of the following information between the pilot 

and controller: 

 a. Revision of proposed departure time. 

 b. Time of takeoff, arrival, or flight plan 

cancellation. 

 c. ATC clearances, PROVIDED a letter of 

agreement is consummated by the licensee of the 

advisory station (UNICOM) with the FAA. 

d. Weather information - only if there is no 

FAA control tower or Flight Service Station, or during 

periods when an FAA unit is not in operation. Direct 

transmission of approved altimeter setting to the pilot is 

authorized provided the procedure states an alternate 

course of action if UNICOM is not contacted. 

 NOTE: FCC regulation places the responsibility for the Letter of Agreement on the 

licensee, but 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, Volume 1, 

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, Volume 1, paragraph 122d. Special notes will be required on the 

approach charts. Examples of standard notes can be 

found in paragraph 855f. 

253-259. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 2 

Par 260 Page 2-19 

SECTION 10. NAVIGATIONAL FIXES 

260. GENERAL. 

Criteria for navigational fixes are contained in 

Order 8260.3, Volume 1, chapters 2 and 17. When 

using a VORTAC or VOR/DME, fixes should be 

defined by DME from the facility providing course 

guidance in addition to radials or course intersections. 

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 reporting points. Unless the reporting 

point can be identified at the lowest operational 

altitude, it must 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 DESIGNATED 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 

Form 8260-2, Radio Fix and Holding Data Record. 

263. REQUESTS FOR NAVIGATIONAL 

FIXES. 

a. Form 8260-2 is the vehicle used to transmit 

requests for the establishment, revision, or cancellation 

of navigational fixes, holding patterns, and/or reporting 

points. All fix requests must be processed through 

AVN-100. AVN-100 may initiate Form 8260-2 for 

those navigational fixes that are required for the 

development of IFPs. Other operationally required 

navigational fixes must be coordinated with the 

appropriate ATC facility (see chapter 8, section 6). 

b. Every effort should be made to use 

established fixes or NAVAIDs wherever possible in 

lieu of creating new fixes. Additionally, do NOT 

create a new waypoint over an existing fix or 

NAVAID. 

264. NAMING NAVIGATIONAL FIXES. In 

order to satisfy the requirements of Flight Management 

System (FMS), the following applies for all 

procedures: 

a. All navigational fixes must be named. On 

RNAV procedures, additionally chart associated 

ATD values for named stepdown fixes. Exceptions: 

Fixes used for navigation not to be named include 

Visual Descent Points (VDPs), radar fixes used on 

ASR and/or PAR procedures, RNAV missed 

approach point at threshold, a missed approach point 

determined by timing, and an ATD fix located 

between the MAP and the landing area marking the 

visual segment descent on COPTER RNAV PinS 

approach annotated "PROCEED VISUALLY." 

Except as noted below, each name must consist of a 

5-letter pronounceable word. Obtain 5-letter names 

from NFDC. Name fixes collocated with a facility 

(named in accordance with Order 7400.2, chapter 3) 

the same as the facility. Navigational fixes to be 

named include: 

 (1) Intersections defined by radials and/or 

bearings. 

 (2) DME and Along-Track Distance (ATD) 

fixes. 

 (3) Stepdown fixes, regardless of segment 

in which located. Stepdown fixes between the FAF 

and MAP may be non-pronounceable 5-letter names. 
8260.19C CHG 3 7/14/03 

Page 2-20 Chap 2 

 Par 264 

 (4) Missed Approach Points (MAP) not 

located at the threshold of the landing runway. This 

may be a non-pronounceable 5-letter name. 

 (5) Starting and ending points of arcs. 

 (6) Points where feeder or initial routes 

intercept the final approach course extended prior to 

the initial or intermediate fix. This includes cases 

where the intercept is via a heading. These are 

developed as computer navigation fixes. 

 (7) RNAV waypoints. 

 (8) Computer Navigation Fixes (CNFs). 

These are non-pronounceable 5-letter fix names used 

to aid in computer navigation and are not used in 

ATC communications. 

 (9) Fictitious Threshold Point (FTP). This 

is a CNF. 

 (10) VFR waypoints. These are nonpronounceable 5-letter names beginning with “VP.” 

Example: VPXYZ 

b. Coordinate with NFDC and the appropriate 

ARTCC when a fix name change is required. 

Document the change on Form 8260-2. 

 

265. DOCUMENTING NAVIGATIONAL 

FIXES. 

 a. All named civil and military fixes must be 

documented and approved on Form 8260-2. Chapter 8 

of this order contains instructions for entering data and 

submitting Form 8260-2. 

b. Military fixes are also maintained in the 

National Data Base and are used to support the air 

traffic system. Therefor e, the requirement to 

document and flight inspect military fixes must receive 

the same priority as the fixes that support civil 

procedures. 

266. CORRELATION OF NAVIGATIONAL 

FIXES AND CHANGEOVER POINTS (COPS). 

The designation of navigational fixes should be 

directly related to COPs. Care should be taken to 

avoid designating navigational fixes that require the 

use of a facility beyond the COP. Figure 2-6 is an 

example of the proper and the improper method of 

designating a navigational fix in relation to COPs. 

NOTE. These diagrams illustrate a problem 

encountered when handling intersections and 

changeovers. Make certain the entire complex is 

reviewed to prevent establishing procedures that 

are in conflict with the usability of the facilities 

involved. 

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 must 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)). 

Figure 2-6. PROPER AND IMPROPER 

METHOD OF DESIGNATING A 

NAVIGATIONAL FIX 

268. FLIGHT INSPECTION. 

After completion of required coordination, flight 

inspection personnel must confirm facility performance at the proposed operational altitudes. Where 

possible, determinations must be predicated on current 

facility performance records; otherwise, a flight check 

must be accomplished. 
7/14/03 8260.19C CHG 3 

Chap 2 

Par 269 Page 2-21 

269. MAXIMUM AUTHORIZED ALTITUDES 

(MAA).

MAAs are procedural limits that might be determined 

by technical limitations or such other factors as limited 

airspace or compatibility with other procedures. 

Where MAAs are required in connection with the 

publication of flight procedures, they are included on 

Forms 8260-2 and 8260-16, or worksheets used to 

process the data (see also paragraph 841d(2)(e)). 
8260.19C CHG 3 7/14/03 

Page 2-22 Chap 2 

 Par 270 

SECTION 11. OBSTACLE DATA 

270. GENERAL. 

The primary purpose of obstacle evaluation is to 

determine how an object will impact instrument flight 

procedures. The evaluations provide accurate, 

consistent, and meaningful results and determinations 

only if procedure specialists apply the same rules, 

criteria, and processes during development, review, 

and revision phases. This section also provides basic 

information regarding obstacle data sources; 

establishes the minimum accuracy standards for 

obstacle data and its application in the development, 

review, or revision of instrument procedures; and 

provides information on the application of the 

minimum accuracy standards. The minimum 

standards, regardless of the data source, are to be 

applied by instrument procedure specialists in all 

instrument procedure obstacle evaluations. 

271. OBSTACLE DATA SOURCES. 

a. The Aeronautical Information Branch, 

AVN-510, maintains an obstruction data file that 

includes a record of verified obstacles that are 200 feet 

or more above ground level. It also has information 

on a number of unverified obstacles that are below this 

height and documents certain information on terrain 

elevations. AVN-510 will provide obstacle data to 

AVN-100 as necessary for procedure development 

under current AVN internal procedures. AVN-510 

will provide obstacle data to other FAA offices on a 

time available basis. 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. 

b. Absence of obstacle data in an electronic 

database and/or lack of survey data specified in 

AC 150/5300-13, Appendix 16, does not preclude 

development of an instrument procedure. When 

survey data is not available, use the best available 

source of obstacle data, e.g., terrain maps, DTED, 

etc. 

272. OBSTACLE DATA ACCURACY 

STANDARDS FOR INSTRUMENT PROCEDURES. 

This paragraph identifies the MINIMUM requirement 

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 preclude the use 

of these data, provided it is identified and accounted 

for. In some cases, upgrading obstacle accuracy can 

provide relief from operational restrictions in an 

instrument procedure. 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 

must 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 272b(1) through (5). 

ADJUST the location/elevation data of the segmentcontrolling obstacle by the amount indicated on 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 and APV final and missed 

approach segments. 

 (2) +50′ horizontal and +20′ vertical 

accuracy. Nonprecision final segments; missed 

approach 40:1 surface evaluation; circling areas. For 

ODPs and SIDs, the Initial Climb Area (ICA). 

 (3) +250′ horizontal and +50′ vertical 

accuracy. Intermediate segment. For DPs and SIDs, 

all areas outside of the ICA. 
7/14/03 8260.19C CHG 3 

Chap 2 Page 2-23 

Par 272 

 (4) +500' horizontal and +125' vertical 

accuracy; (1000' ROC and Special ROC); 

(non-mountainous). Initial segments; feeder 

segments; en route areas; missed approach holding/ 

level surface evaluation; MSA; ESA; MVA; EOVM; 

MIA; DF Vector Areas. For SIDs: level route portion.

 

 (5) +1000' horizontal and +250' vertical 

accuracy; (2000' ROC) (mountainous). Feeder 

segments; en route areas; ESAs, DF Vector areas. For 

SIDs: level route portion. 

 (6) In all cases, if it is determined that the 

horizontal and/or vertical uncertainty adjustment 

associated with the controlling obstacle must be 

applied, application must 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 

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 273). 

 (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, must determine the accuracy standard to apply 

in the evaluation of a proposed obstruction, and to 

apply in the development/revision of any affected 

procedures. 

c. IAPA Data Base. The IAPA obstruction 

database file contains obstacle location and elevation 

data as provided to AVN by NACO. The data 

contains both verified and unverified obstacles. 

Discrepancies in the IAPA obstacle database found in 

the development, review, and revision of instrument 

procedures must be identified to AVN-160C 

273. ACCURACY STANDARDS 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 

Evaluation (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 

Form 8260-9 in coordinates to the second, and assign 

the highest order of accuracy known for the data 

source (see paragraph 860). 

 b. IAPA. When using IAPA to develop the 

procedure, apply the accuracy standards as follows: 

 (1) Obstacle accuracy standards must be 

applied when determining the altitude(s) to be charted. 

 (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 paragraph 274a 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, 

Volume 1, paragraphs 289 or 332. 

274. CONTROLLING OBSTACLES. 

To reduce the time for instrument procedure 

development and flight inspection controlling 

obstacle verification, determine the controlling 

obstacle in all segments of instrument procedures 

except the final segment, circling areas, and specified 

areas underlying the missed approach or departure 

routes (see exceptions in paragraph 274a(2)). Use the 

highest terrain elevation plus an Adverse Assumption 

Obstacle (AAO) height of 200 feet above ground 

level (AGL) to establish a preliminary controlling 

obstacle. Then use the obstacle database information 

to determine if there is a higher obstacle on which
8260.19C CHG 3 7/14/03 

Page 2-24 Chap 2 

 Par 274 

segment altitudes should be based. For final, missed 

approach, circling, and departure routes/areas, apply 

the following: 

a. Final and Circling Segments: Use the 

obstacle database to determine the controlling 

obstacle and then evaluate the terrain to determine if 

it is higher than the controlling obstacle. If the 

terrain is higher, then use it and the applicable 

vegetation to determine the controlling obstacle. If 

the terrain is not higher, then use the controlling 

obstacle from the obstacle database. 

 (1) For precision SIAP final segments, the 

controlling obstacle is 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 APV final segments, the controlling 

obstacle is that obstacle which causes the most adverse 

DA or requires the highest vertical path angle (VPA) 

above 3°. 

 (3) For nonprecision final segments, the 

controlling obstacle is the obstacle in the primary area 

(or secondary area equivalent) which has the highest 

elevation. At airports with all runways 3,200 feet or 

less that lack adequate obstacle information, use the 

highest terrain elevation plus an Adverse Assumption 

Obstacle (AAO) height of 200 feet above ground 

level (AGL) to establish a preliminary controlling 

obstacle. 

b. Missed Approach and Departure 

Procedures: Determine the specified areas for the 

missed approach and departure procedures as 

follows: 

 (1) For airports with at least one runway 

longer than 3,200 feet, excluding heliports, draw an 

arc radius of 20,000 feet from the center of the end of 

each useable runway. Treat each runway 

independently and connect their arcs with tangent 

lines. Terrain outside those areas will receive AAO 

application. 

 (2) For airports with no runway longer 

than 3,200 feet, excluding heliports use an arc radius 

of 10,000 feet. 

 (3) For heliports with one helipad use 

radius of 5,000 feet from the center of helipad. When 

multiple helipads exist, use the center of each helipad 

and then join the extremities of the adjacent arcs with 

lines drawn tangent to the arcs. 

 (4) For the portions of the missed 

approach and departure procedure that overlie this 

specified area, use the existing database information 

to determine if a controlling obstacle exists; then 

evaluate terrain to determine if it is higher than the 

controlling obstacle. If the terrain is not higher, then 

use the controlling obstacle from the obstacle 

database. 

 (5) For the portions of the missed 

approach and departure procedure that lie outside 

these areas, use the same guidance as specified in 

paragraph 274. 

 (6) A missed approach controlling 

obstacle is that obstacle which, having penetrated a 

missed approach obstacle clearance surface, causes 

one of the following: 

 (a) Highest DA/MDA; 

 (b) Most adverse MAP relocation; 

 (c) Highest climb gradient for ILS 

CATs II or III (or any other procedure with waiver). 

 (7) A missed approach level surfacecontrolling obstacle is that obstacle in the primary (or 

secondary equivalent) which has the highest elevation. 

 (8) For all ODPs/SIDs, the controlling 

obstacle is 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. 

275. VERTICAL DATUMS. 

Use the following in the implementation of the North 

American Vertical Datum of 1988 (NAVD 88): 

a. For the NACO vertical obstruction file 

and airport surveys, NGVD 29 and NAVD 88 are
7/14/03 8260.19C CHG 3 

Chap 2 Page 2-25 

Par 275 

considered equal since the difference between the 

two vertical datums is less than the vertical accuracy 

of the obstructions. 

b. Airport surveys, engineering drawings, 

and Airport Layout Plans must be updated by 

attrition as new surveys are provided. Since June 

1999, all National Geodetic Service survey data has 

been provided in NAVD 88 for geographic areas 

where NAVD 88 is defined. 

 c. The determination of the landing 

threshold point (LTP) height above the ellipsoid 

(HAE) must be based on NAVD 88 when developing 

WAAS/LAAS instrument procedures. The LTP 

HAE will be reported on the Form 8260-3. Ellipsoid 

height may be obtained from the ASIS data sheet. 

Other airport data will be reported in the orthometric 

datum of the airport survey. 

276-279. RESERVED.
8260.19C CHG 3 7/14/03 

Page 2-26 Chap 2 

 Par 280 

SECTION 12. WAIVER OF STANDARDS 

280. GENERAL. 

Submit a request for a waiver of flight procedures 

standards on an approved computer generated 

Form 8260-1, Flight Procedures Standards Waiver (see 

paragraph 830). 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. 

NOTE: Those items identified in TERPS as 

“requires approval by Flight Standards Service” 

(e.g., GP angle above 3.00°, climb gradient in 

excess of 500 ft/NM, etc.,) are not to be 

interpreted as a requirement for a waiver and do 

not require completion of a Form 8260-1. A 

request of this type is made in plain text by 

memorandum and submitted to AFS-420 for 

approval. 

281. WAIVER PROCESSING. 

Request waivers by completing the front of 

Form 8260-1. Detailed instructions for completing the 

form are contained in chapter 8, section 5. Figures 8-1 

& 8-2 provide an easy reference for waiver form 

processing and routing requirements. 

a. Forward the original 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 (USAASDE). 

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 charts depicting the procedure 

and/or obstacles that 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 

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. 

NOTE: The CRM does not assess Category E 

aircraft. 

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-100 is responsible for ensuring that an 

approved waiver of standards is on file for each 

instrument procedure requiring waiver action. AFS 

waiver approval must 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, Flight Standards must 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 must review approved waivers biennially to 

determine whether the waivers are still required. 

Cancel unnecessary waivers. 
7/14/03 8260.19C CHG 3 

Chap 2 Page 27 

Par 284 

284. CANCELLATION OF WAIVERS. 

a. Cancellation of waivers must include a reason 

in the comments block. Such termination may be 

directed by AFS-400. AVN is responsible for 

planning ways to eliminate waivers through the 

modification, addition, or relocation of navigation 

facilities. 

 b. Distribution of a canceled waiver must be 

made to the same organizations that received the 

approved waiver (see paragraph 830). 

285-289. RESERVED.
8260.19C CHG 3 7/14/03 

Page 2-28 Chap 2 

 Par 290 

SECTION 13. IAPA PROCEDURES DEVELOPMENT AND PROCESSING 

290. GENERAL. 

The Instrument Approach Procedure Automation 

(IAPA) 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 

Omni-directional Range (VOR) SIAPs; 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 must be used to the 

maximum extent permitted by certified software 

programming. 

 a. Waivers. The standardized, programmed 

criteria must be applied to develop and store SIAPs 

using the design sequences of IAPA software. For 

nonstandard application of criteria, a waiver must be 

on file or initiated. IFPs having design requirements or 

waivered construction that cannot be processed on 

IAPA must be completed manually. 

 b. Other IFP types or additional instrument 

procedures should be developed on IAPA as software 

programming permits. Additional software programs 

to support these IFPs 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 using the IAPA 

system. 

292-299. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 400 Page 4-1 

CHAPTER 4. TERMINAL PROCEDURES

SECTION 1. GENERAL 

400. GENERAL. 

The FAA has the responsibility to establish instrument 

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 INSTRUMENT 

APPROACH PROCEDURES.

Procedures published in the Federal Register under 

14 CFR Part 97 are identified as "Standard Instrument 

Approach Procedures" (SIAPs). 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 872). 

402. AIRSPACE REQUIREMENTS.

a. Public use procedures and Special 

procedures at Part 139 airports must be contained 

within controlled airspace to the maximum extent 

possible as specified in 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, landing minimums may be 

established below the floor of controlled airspace. A 

requirement for minor adjustment to existing 

controlled (Class B/C/D/E) 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 

7d(2)): 

 (1) The centerline of all terminal routes is 

located within existing controlled airspace. 

 (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 controlled 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 

must 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 paragraph 708 for procedures for the first time approval of 

a non-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, associated 

8260-series orders, 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 Order 8260.3, United States Standard for 

Terminal Instrument Procedures (TERPS). 

a. Volume 1, paragraph 5a(2), Simultaneous 

Procedures. Where simultaneous operations are 
8260.19C CHG 3 7/14/03 

Chap 4 

Page 4-2 Par 404 

authorized to parallel runways, or conflicting runways 

having similar operational problems as parallel 

runways, note the authorization on each individual ILS 

procedure. Identify the procedure in accordance with 

TERPS Volume 1, paragraph 161.

 Example: Simultaneous approach authorized 

with Converging ILS Rwy 36L/R, and Rwy 31R. 

b. Volume 1, Paragraph 122a, Airport. The 

runway lighting requirement does not apply to night 

instrument takeoff procedures. 

c. Volume 1, Paragraph 122c, Obstacle 

Marking and Lighting. Do NOT deny instrument 

approach procedures due to inability to mark and light 

or remove obstacles that violate 14 CFR Part 77 

surfaces. Exception: See TERPS Volume 1, paragraph 251b(2)(c). Objects that 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. Volume 1, paragraph 151, Coordination 

Conflicts. AVN-100 must make every effort to 

resolve coordination conflicts, and must 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, must be answered in writing. 

Conflicts, which cannot be resolved by the region, 

must be forwarded to the Flight Procedure Standards 

Branch, AFS-420, with an information copy to the 

commenting agency. 

e. Volume 1, paragraph 160, Identification of 

Procedures. Military operators have stated a requirement for TACAN instrument approach capability to a 

limited number of airports. These airports have a 

prescribed VOR procedure, based on a VORTAC 

facility, where TACAN-equipped aircraft are expected 

to operate. TACAN-equipped aircraft may execute 

VOR procedures at these locations when the procedure 

is identified as "VOR or TACAN." This informs 

both the pilot and the controller that an

approach may be executed with aircraft equipped with 

only VOR or with only 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: 

 (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. 

 (d) Ensure that the procedure can be 

flown satisfactorily by reference to VOR-only 

equipment. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 404 Page 4-3 

 (e) Ensure that holding is not 

authorized for TACAN-equipped aircraft at the 

VORTAC. This also applies to VOR/DME or 

TACAN procedures. 

f. Volume 1, Paragraph 161, Straight-in 

Procedure Identification. When approaches meet 

straight-in criteria for parallel/multiple runways, name 

the procedures accordingly. 

 Examples: VOR RWY 14L/R 

 NDB RWY 26L/C 

 VOR RWY 5/7

g. Volume 1, 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 must not be duplicated at airports with 

identical city names within one state. Regardless of 

the airport name, successive suffixes must be used for 

all airports that 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. Volume 1, paragraph 172, Effective Dates.

See Order 8260.26. FAA policy does not permit the 

issuance of complete civil instrument approach 

procedures by NOTAM. 

i. Volume 1, paragraph 221b, Emergency 

Safe Altitudes. This paragraph does not apply to civil 

procedures. 

 j. Volume 1, paragraph 240, Intermediate 

Approach Segment. An intermediate segment must 

be developed and depicted on all graphically published 

instrument approach procedures. In determining 

intermediate altitudes and intermediate fix locations, 

consideration must be given to Air Traffic 

requirements and the establishment of an approximate 

3° descent for the nonprecision final approach 

segment. 

k. Volume 1, paragraph 241, Altitude 

Selection. The FAF altitude must not be less than the 

highest straight-in or circling MDA, including 

adjustments. 

l. Volume 1, 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 Volume 1, 

paragraphs 513, 523, 713, 903, and 1044. For 

precision approaches, the area considered for obstacle 

clearance begins at the precision final approach fix 

(PFAF) (i.e., glide slope intercept point) and ends at a 

point 200 feet outward from the threshold (see TERPS 

Volume 3). 

m. Volume 1, paragraph 261, Circling 

Approach Area Not Considered for Obstacle 

Clearance. Sectorize the circling area only to deny 

circling within a prescribed area. 

n. Volume 1, paragraph 270, Missed 

Approach Segment. The missed approach altitude 

must not be less than the highest MDA, including 

adjustments. 

o. Volume 1, paragraph 283. Fixes formed by 

Radar. Coordinate with the appropriate air traffic 

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. Volume 1, paragraphs 275, 277b, 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. 
8260.19C CHG 3 7/14/03 

Chap 4 

Page 4-4 Par 404 

 (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. Volume 1, 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. 

 r. Volume 1, paragraph 311. When Category E 

minimums are required on civil procedures, use 

TERPS table 10 to establish visibility minimums. 

Category E minimums must not be less than that 

required by table 9. 

 s. RESERVED. 

t. Volume 1, 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 paragraph 404u. 

u. Volume 1, paragraph 330, Establishment of 

Visibility Minimums. For nonprecision approaches, 

use TERPS Volume 1, paragraphs 330c(1) and (2) and 

251 to determine the minimum no –lights visibility. 

For precision approaches, TERPS Volume 1, 

paragraphs 251, 330c(1), and 350 apply. 

 (1) Circling minimums must not be less than 

no-lights straight-in minimums. 

 (2) Visibility based on the distance direct 

from MAP to threshold must 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 SM, 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. 

v. Volume 1, paragraph 333, Runway Visual 

Range (RVR). RVR must be authorized on adjacent 

runways, when segments of those runways are located 

within a 2,000′ radius of the transmissometer location 

and the requirements of TERPS Volume 1, paragraph 334 are met. 

 (1) RVR must be authorized in accordance 

with the following. See Order 6560.10, Runway 

Visual Range (RVR): 

 (a) Category II/III 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. 

 (c) 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 II/III runway is 

involved, the touchdown RVR will be sited with 

respect to the Category II/III runway. RVR 

installations meeting requirements for use on adjacent 

runways may be used for reducing standard takeoff 

visibility. 

(3) AVN-100 must determine, in 

conjunction with Airway Facilities (AF), the 

following: 

 (a) Planned RVR installations, proposed commissioning dates, and runways to be served. 

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

 (c) RVR installations that are to be 

used to report RVR for adjacent runways and the 

effective date of the procedures. 

 

 (4) AVN-100 must revise affected 

procedures by the normal abbreviated or full 

amendment process. 

 w. Volume 1, paragraph 334, Runway 

Requirements 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 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 404 Page 4-5 

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 must 

submit a revised procedure reflecting the adjustment to 

landing minimums. 

x. Volume 1, 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. Volume 1, paragraph 360, Standard 

Alternate Minimums. Do not authorize alternate 

minimums when the facility providing final approach 

guidance is a Category III monitored facility. If a 

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 Volume 1, paragraphs 213c(1) 

and (2). Standard alternate minimums provide a 

margin of safety over basic straight-in landing 

minimums. Where higher than basic landing 

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. Volume 1, 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. Volume 1, paragraphs 613c, 613e, and 

713c. These paragraphs allow military procedures to 

apply a reduced ROC on NDB approach procedures. 

Military procedures developed utilizing this reduced 

ROC are for military use only. Develop civil 

procedures at joint civilian/military airports utilizing 

civil TERPS criteria. Where the military requests 

development of instrument approach procedures, or 

military use of existing civil procedures utilizing 

reduced ROC at joint civilian/military airports, 

annotate these procedures "NOT FOR CIVIL USE," 

and effect documentation under appropriate 

FAA/military directives for separate DO D publication. 

bb. Volume 1, paragraph 907 and Volume 3, 

paragraph 3.9, Missed Approach Segment. The 

missed approach area dimensions for the localizer 

differ from those of the full ILS, unless the MAPs 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 

must be at least 3,000′ prior to the localizer facility. 

For precision approaches, or where a glide slope is 

used, the DA/MAP must be no closer to the localizer 

antenna than a point where the localizer is 400' wide. 

See Order 8200.1, paragraph 217.3206a. 

 cc. Volume 4, paragraph 1.2, Departure 

Criteria Application.

 (1) Apply diverse departure criteria to all 

runways at airports where public or special IFPs 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 guidance established in 

Order 8260.46, Departure Procedure Program. 

 dd. Volume 1, paragraph 1501r. Interpolate 

tables 15-1 and 15-2 or use the next higher values. 

 ee. Volume 1, paragraph 1502g. Establish 

only one stepdown fix in a LORAN SIAP final 

segment. 

ff. Volume 1, paragraph 1512a. The 120o

 turn 

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 must exist: 

 a. Runway centerlines are separated by 1,200′ or 

less. 

 b. Only one final approach course is published. 
8260.19C CHG 3 7/14/03 

Chap 4 

Page 4-6 Par 405 

 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 Volume 1, paragraph 161. 

 e. Final approach areas must be established for 

both runways and must be determined by the approach 

guidance provided. Both final approach areas must 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 TERPS Volume 1, table 6 or 11, 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 must 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 must NOT be authorized. 

 h. Sidestep minimums must be published in 

accordance with the example below: 

 Minimums block:

 S-ILS 27L 

 S-LOC 27L 

 SIDESTEP 27R

 CIRCLING

406. Temporarily Displaced/Relocated Threshold 

Procedures. Temporarily displacing, relocating, or 

moving the threshold may have an adverse effect on 

instrument approach/departure procedures. If an 

instrument procedure to the affected runway is 

required during the time of threshold displacement, 

evaluate existing instrument procedures as follows: 

a. Once the new threshold/departure end 

has been established, obstacles that lie within the 

displaced area (machinery, vehicles, etc.) must be 

evaluated to ensure the procedure continues to meet 

TERPS criteria. If used at night or in IFR conditions, 

runway lighting must include threshold lighting for 

the displaced threshold. 

 b. Approach lights will not be usable for 

taking a reduction in visibility minimums. Recompute no-light minima, adding the amount of 

displacement to the “MAP-to-Threshold” distance. 

 c. Suspend vertically guided approach 

operations by NOTAM. This includes RNAV 

procedures that contain LPV and/or LNAV/VNAV 

minima. Airway Facilities is responsible for turning 

off the ILS/MLS glide slope until the normal runway 

configuration is restored. 

 (1) There may be situations where the 

threshold is displaced only a short distance

without affecting vertically guided approach 

capability. To determine if such procedures can 

remain useable, the relocated TCH must be computed 

and be in compliance with TERPS table 2-3. 

Consideration must also be given to what may be 

located in the closed portion of the runway and the 

TERPS OIS must be evaluated to ensure proper 

obstacle clearance. 

(2) Special instrument procedures must 

also be afforded the same assessment as standard 

instrument procedures. The results must be provided 

to the Region All Weather Operations Program 

Manager (AWO/PM) so that the change information 

is provided to all the recipients of the Special 

procedure affected. 

 d. Visual glide slope indicator systems 

(VASI/PAPI/PLASI) may be unavailable for the 

same reason as the vertically guided approach. 

 e. The elevation of the new threshold, 

touchdown zone, and airport will more than likely 

change. In this case, evaluate the revised HAT/HAA 

for visibility impact and NOTAM changes accordingly. The new temporary HAT/HAA/THLD/field 

elevation values must be NOTAMed only when 

necessary for safety of flight. 

 f. Evaluate departure procedures for use 

during threshold displacement from the new DER 

to assure compliance with TERPS. 

407-419. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 420 Page 4-7 

SECTION 2. STANDARD INSTRUMENT APPROACH PROCEDURES (SIAP)

420. GENERAL.

SIAPs must be established in accordance with 

Order 8260.3, 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 chapter 8. 

421. COORDINATION OF TERMINAL 

INSTRUMENT PROCEDURES.

Coordination requirements for terminal instrument 

procedures are set forth in TERPS, chapter 1, section 

5. See paragraph 811d. 

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.
8260.19C CHG 3 7/14/03 

Page 4-8 Chap 4 

 Par 430 

SECTION 3. VISUAL DESCENT POINT (VDP)

430. ESTABLISHMENT. The VDP defines a 

point on a straight-in nonprecision approach 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 Volume 1, 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. 

NOTE: Option (2) above increases MDA and 

descent angle. Option (3) increases S/D 

altitude. 

c. Do NOT adjust visibility minimums to 

accommodate a VDP. 

d. Where used, the DME source must 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 paragraphs 857q and 

860c). 

432-439. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 440 Page 4-9 

SECTION 4. SPECIAL INSTRUMENT PROCEDURES PROCESSING

440. INITIATING A REQUEST FOR SPECIAL 

INSTRUMENT PROCEDURES. Proponents will 

initiate Special instrument procedure requests using 

the Internet Web site http://www.mmac.jccbi/avn/iap. 

Proponents having already developed instrument 

procedures must submit them through their POI to 

the applicable Regional Flight Standards Division 

(RFSD), All Weather Operations Program Manager 

(AWO/PM) for approval and submission to the 

Regional Airspace and Procedures Team (RAPT) for 

action. See figure 4-1 for procedure processing flow 

diagram and paragraph 442 for procedure package 

content requirements. 

NOTE: Responsibilities of the RAPT are 

identified in Order 8260.43, Flight Procedures 

Management Program. 

441. PROCESSING REQUESTS. 

 a. Flight Standards District Office (FSDO)/ 

Certificate Management Office (CMO)/Operator 

Action. 

 (1) Participate in RAPT meetings as an 

FAA participant at the request of the RFSD, All 

Weather Operations Program Manager (AWO/PM) 

and RAPT chairman. 

 (2) Perform a preliminary assessment, 

based on the proponent’s package content, as to the 

operational acceptability of the proposed procedure 

for further action, and make recommendations to the 

RAPT through the RFSD-AWO/PM. 

 (3) Forward the proponent’s package, 

along with any recommendations to the RFSDAWO/PM. 

 (4) Validate the operator’s documentation 

(when required) for special conditions listed on the 

Form 8260-10. 

 (5) Issue the approved procedure under 

Order 8400.10, Volume 4, chapter 2, section 9. If 

additional users will be authorized, the applicable 

POIs and RFSD-AWO/PMs must be notified. 

 (6) Forward a copy of the proponent’s 

approved charted procedure to AFS-420, the 

originating RFSD-AWO/PM, and the controlling 

ATC facility. 

 (7) When a Special procedure is not 

maintained by the FAA (see paragraph 442a), it is 

the proponent/operator’s responsibility to notify the 

FAA (POI or RFSD-AWO/PM) if procedure 

maintenance responsibilities can no longer be met. 

The procedure must be cancelled until such time 

maintenance has been restored and the procedure has 

been re-evaluated to ensure currency (see paragraph 4.4.3. 

 b. RFSD-AWO/PM Action. 

 (1) Participate as CORE RAPT member. 

 (2) Complete the “Special Procedure 

Checklist” (See figure 4-2) prior to submitting the 

procedure to the FPO. 

NOTE: The AWO/PM may provide the checklist 

to the proponent/developer to have them ensure 

all the items have been completed prior to 

submission. 

 (3) When Special procedures are received 

that were developed by the proponent/contractor, 

ensure all applicable coordination with Air Traffic, 

Airway Facilities, and/or FSDO has been completed 

in accordance with RAPT procedures. 

 (4) Provide oversight for issuance of all 

Special procedures within the region.

 (5) Participate as a member of the 

AFS-400 procedures review board (PRB) to assist in 

determining that adequate operational specifications 

(OPSPECS) have been determined. 

 

 (6) Maintain a list by location, procedure, 

and operator(s), of all Special procedures issued 

within the jurisdiction of the region. 

 (7) Authorize issuance of approved 

Special procedures to additional requesters through 

the FSDO/CMO. 

NOTE: Obtain AFS-400 pre-authorization for 

specifically identified procedures prior to 

issuance to additional operators. 
8260.19C CHG 3 7/14/03 

 Chap 4 

Page 4-10 Par 441 

Provide copy of enabling correspondence to 

AFS-420. (Specifically identified procedures are 

those for which AFS-400 has developed aircraft 

equipment and performance requirements, and/or 

specific operations including dispatch and pilot 

training requirements.) 

 (8) Distribute the approved procedure as 

noted in paragraph 444. (Distribution to ATA, 

ALPA, and APA applies for air carrier Specials.) 

 c. National Flight Procedures Office 

(AVN-100) Action. 

 (1) Regional FPO serves as RAPT 

Chairperson. The FPO must ensure the “Special 

Procedure Checklist” (Figure 4-2) has been 

completed prior to submission to AVN-100 for 

quality assurance review. If checklist is not 

complete, return the package to the AWO/PM for 

action.

 (2) Coordinate reimbursable agreements 

as appropriate. 

 (3) Forward requests for procedures not 

covered by current criteria to AFS-420 for criteria 

development and processing. 

 (4) Develop waiver request in coordination 

with the proponent and the FSD/FSDO/CMO and 

forward to AFS-420 for further action. Provide flight 

inspection report (on request). 

 (5) Develop the Special procedure with 

current, waived, or new criteria as appropriate. 

 (6) Perform quality assurance review of 

Special procedures developed by the proponent, or 

internally within AVN-100. 

 (7) Coordinate flight inspection of the 

procedure. 

 (8) Forward completed procedure 

package to AFS-420 for approval coordination. See 

para-graph 442 for package content. When 

forwarding packages that contain revisions to 

existing procedures, the cover letter must include a 

paragraph describing all changes made. 

 (9) Maintain a file of appropriate correspondence for each Special procedure. 

 (10) Perform, as necessary and appropriate, biennial review, environmental assessment 

obstacle evaluation (OE), routine maintenance, and 

NOTAM action to ensure the safety, currency, and 

validity of the procedure(s) for which they have 

jurisdiction. 

NOTE: These functions may be performed by a 

commercial service specified in the Special 

procedures checklist; see figure 4-2. 

 (11) Document for permanent file on 

Form 8260-10, the Office of Primary Interest (OPI) - 

including non-Governmental proponents/developers 

regarding responsibility for actions in paragraph 10, 

with a brief explanation of the process for 

accomplishment of each action item. 

 d. Flight Technologies and Procedures 

Division (AFS-400) Action. 

 (1) Participate as NAPT member. 

 (2) Provide signature approving authority 

for all Special procedures. 

 (3) Approve development of standards 

and criteria to support requests for Special 

procedures where no criteria exist. 

 (4) Provide signature approving authority 

for all waivers required for Special procedures. 

 e. AFS-200/800 Action. 

 (1) Assist AFS-410, when requested, in 

evaluating procedure packages from an operational 

standpoint to determine actions required where 

special training or aircraft equipment and/or 

performance may exist. 

 (2) Include in the operation evaluation of 

the procedure package flyability, regulatory 

compliance, complexity, specific crew qualifications, 

equipment and/or demonstrated performance 

requirements, recommendations for training, or other 

special operating requirements or considerations 

deemed necessary to execute the procedure. 

 f. Flight Operations Branch (AFS-410) 

Action. 

 (1) Special procedures based on 

STANDARD published criteria. 

 (a) Participate as a member of the 

Division Procedures Review Board (PRB). 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 441 Page 4-11 

 (2) Special procedures requiring 

WAIVER of standard criteria or development of 

NEW CRITERIA. 

 (a) Participate as a member of the 

Division PRB. 

 (b) Evaluate waivers of Category II/III 

published criteria. 

 (c) Develop Flight Standards Information Bulletins as required. 

 (d) Develop special authorization 

requirements with AFS-200/800, FSD/FSDO, and 

AFS-400 branches, where special training or aircraft 

equipment and/or performance requirements may 

exist. 

 (e) Enter special authorization determination (including that no action is required) on 

Form 8260-10 and permanently attach to original 

package prior to approval signature. 

 g. Flight Procedure Standards Branch 

(AFS-420) Action. 

 (1) Special procedures based on 

STANDARD published criteria. 

 (a) Determine necessity for Division 

PRB reviews. 

 (b) Facilitate the Division PRB. 

 (c) Provide a copy of procedures 

subject to PRB review to AFS-410 prior to a PRB 

meeting. 

 (d) Coordinate AFS-400 signature/ 

approval of procedure. 

 (e) Maintain a record of all approved 

Special procedures. 

 (f) Distribute the approved procedure as 

noted in paragraph 444. 

 (2) Special procedures requiring WAIVER 

of standard criteria: 

 (a) Provide a copy of procedures 

subject to PRB review to AFS-410 prior to the PRB 

meeting. 

 (b) Facilitate the Division PRB. 

 (c) Coordinate with the appropriate 

RFSD to validate the assessed equivalent level of 

safety and/or participation on the Division PRB. 

 (d) Evaluate the scope and validity of 

the waiver request. 

 (e) Review the waiver request for 

adequate documentation. 

 (f) Evaluate waiver “Equivalent Level 

of Safety” to determine if alternatives to criteria 

meet or exceed the level of safety provided by 

standard criteria. 

 (g) Conduct detailed technical procedural evaluation, as required, using aircraft and/or 

flight simulator evaluation, risk modeling, and Airspace Simulation and Analysis for TERPS (ASAT). 

 (h) Assist AFS-410, as requested, in 

evaluating procedure packages where special training 

or aircraft equipment and/or performance requirements may exist, providing interpretation of design 

criteria as relates to waiver requirements. 

 (i) Enter “Special Authorization 

Required” in AFS-400 endorsement block on original 

Form 8260-1 (if required). 

 

 (j) Coordinate AFS-400 approval/ 

signature of the waiver package. 

 (k) Distribute the approved procedure as 

noted in paragraph 444. 

 (3) Special procedures requiring development of NEW CRITERIA. 

 ` (a) Develop procedural design 

standards for criteria based on operational and 

equipment requirements. 

 (b) Draft criteria from standards 

provided from within AFS. 

 (c) Facilitate Division PRB evaluation 

and coordination of new criteria. 

 (d) Coordinate with the RFSD regarding 

implementation of new special procedure criteria to 

assess Air Traffic, Airway Facilities, or Airport 

issues. 

 (e) Process criteria for AFS-1 or 

AFS-400 signature, as appropriate, and distribute to 
8260.19C CHG 3 7/14/03 

 Chap 4 

Page 4-12 Par 441 

AVN-100 for use in design/redesign of proposed 

procedure. 

 (f) Facilitate Division PRB to evaluate 

the final procedure. 

 (g) Assist in evaluating the procedure 

packages where special training or aircraft equipment 

and/or performance requirements may exist. 

 (h) Enter “Special Authorization 

Required” in AFS-400 endorsement block on original 

Form 8260-1 (if required). 

 (i) Include a copy of new criteria in 

procedure package and copy of the AFS-400 

approval to use. 

 (j) Coordinate AFS-400 approval/ 

signature of the procedure. 

 (k) Distribute the approved procedure as 

noted in paragraph 444. 

442. Procedure Package Content. 

 

a. Special instrument procedures may be 

developed by the proponent/operator (PO) or an 

agent hired by the PO. In addition to the completion 

of applicable FAA 8260-series forms, certain levels 

of coordination, maintenance, protection, and 

periodic review are required. The PO is responsible 

for providing to the RAPT the following actions and 

plans for the procedure: 

 (1) Obstruction Evaluation (OE) Study 

Plan. A plan in place to accommodate OE proposals. 

An assessment for aeronautical effect on the Special 

instrument procedure will be conducted and 

appropriate action taken as necessary. 

NOTE: If public procedures exist at the same 

airport and an OE plan is in existence, a 

memorandum from the applicable FPO must 

accompany the package stating that the Special 

procedure will be included in the OE process. 

 (2) NOTAM Plan. Since the FDC NOTAM 

system is not used to disseminate NOTAMs on 

Special instrument procedures, a plan must be in 

place for notification of, and compliance with, safety 

of flight changes to procedure courses, fixes, 

altitudes, or minimums that are necessary. 

 (3) Periodic Review Plan. A plan in place 

for the periodic review and amendment process of 

the procedure as required by Order 8260.19, Flight 

Procedures and Airspace, chapter 2, section 8. The 

plan must identify who will be responsible for 

routine procedure maintenance, and completing/ 

documenting the periodic (biennial) review. 

 (4) Flight Inspection Plan. A plan is in 

place so that after the initial flight inspection of the 

procedure has been completed, periodic flight 

inspections are accomplished as specified in 

Order 8200.1, section 105. 

 (5) Environmental Plan. All environmental 

studies must be conducted and an appropriate 

checklist completed IAW Order 1050.1D. 

 (6) Air Traffic and Airspace. Appropriate 

documentation to indicate Air Traffic coordination 

and acceptance of the developed procedure 

and appropriate airspace requirements IAW 

Order 8260.19C, chapter 5, section 2. 

 (7) Airport/Heliport Acceptance. Appropriate documentation indicating airport/heliport 

management acceptance of the special instrument 

procedure. 

 (8) POI or FSDO. Name, office routing, 

and phone numbers of POI or appropriate FSDO 

inspector. 

 (9) User(s). Identify user(s) of the 

procedure, to include points of contact. 

NOTE: If the proponent/operator later decides 

to authorize additional users, the POI and FSDAWO/PM must be notified.

 (10) Plans (1) through (5) may be omitted 

from submitted packages as agreed to and 

individually specified in a memorandum submitted to 

and approved by AFS-420. 

NOTE: Memorandum submitted requesting 

permission to omit these plans must contain 

justification to do so. 

b. Special procedures developed by AVN-100

must contain the following: applicable 8260-series 

forms, maps, and graphic depiction of the procedure. 

 c. A package without the required information listed above will be returned to the submitter 

without action. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 443 Page 4-13 

443. CANCELLATION OF SPECIAL PROCEDURES. 

a. The FSD-AWOP notifies AVN-100 (or 

commercial organization that is maintaining the 

procedure) that the procedure is no longer required 

and should be cancelled (see paragraph 4.4.1a(7). 

b. AVN-100 (or commercial organization that is 

maintaining the procedure) prepares an original 

Form 8260-7 per paragraph 812, completing only the 

type of procedure and the City, State line, entering 

the required notation on the front of the form, leaving 

the "effective date” blank. The form is then sent 

to AFS-420 for processing and distribution. 

c. AFS-420 processes the cancellation and 

forwards to AFS-400 for signature. Signed 

Form 8260-7 is returned to AFS-420 for distribution. 

The FSD-AWOP receives the original copy for filing 

at the region. 

444. DISTRIBUTION. Responsible offices 

distribute forms as follows: 

AFS-420 Original to: File 

 Copies to: AVN-100 

 NFDC (ATA-110) 

 Region FSD 

Region FSD Copies to: FSDO/CMO for the 

 proponent 

 FSDO for the airport 

 Non-Federal Developer 

 (as appropriate) 

 Airport Manager 

 Region ATD 

 FPO 

 Other distribution 

 (As required) 

AWO or FSDO/CMO

 Copy to: Proponent(s) and other 

 approved operators 

Region ATD Copy to: ARTCC 

 ATCT (as appropriate) 

Proponent Copy to: Jeppesen, Inc./Other 

 Cartographic Companies 

445-449. RESERVED. 
8260.19C CHG 3 7/14/03

Chap 4 

 Page 4-14 Par 444 

Figure 4-1. SPECIALS PROCESSING FLOW DIAGRAM 

AVN Procedure 

Request Internet 

Site 

RAPT

New

Criteria?

Waiver?

AFS-420

TRB

New Criteria

AFS-400

New Criteria

Approval

AFS-400

Waiver 

Approval Signature

AFS-420 

(Distribution) 

(See paragraph 444)

AVN-100 (OKC)

Yes

No

PRB

Need

Flt Insp?

Flight

Inspection

No

No

AVN-200

AFS-420

Yes

Yes

FSD-AWOP 

FSD-AWOP 

PROPONENT 

PROPONENT/CONTRACTOR 

Developed Procedure 

AFS-420 

Final Approval Coordination

FSDO/POI 

Copy of charted 

procedure sent to 

AFS-420, 

FSD-AWOP, 

AVN-100, and FPO
7/14/03 8260.19C CHG 3 

Chap 4 

Par 444 Page 4-15 

Figure 4-2. SPECIAL PROCEDURE CHECKLIST

Special Procedure Checklist 

Location ID/Region Type of Procedure/Name 

Type Aircraft expected to use procedure: RFSD-AWO/PM 

Special Procedure Information Required 

Why is this a Special? (Example: Private airport; Nonstandard criteria; etc.) 

Is there a similar Public 

Procedure? 

(Example: No/Yes – {Name of procedure}) 

Is procedure use limited? (Example: No/Yes – Limited to B-737 aircraft only; 

Limited to Part 121/135 Operations only; etc.) 

Is the procedure developed using 

non-standard criteria? 

(Example: No/Yes – {attach copy of criteria used}) 

Is a waiver and/or Flight Standards 

approval letter required? 

(Example: No/Yes – FAA Form 8260-1/Flight 

Standards approval letter attached) 

Obstruction Evaluation (OE) 

Study Plan * 

(Example: “Attached” or “Conducted by AVN-100”) 

NOTAM Plan * (Action: Attach method to be used for notifying user) 

Periodic Review Plan * (Example: “Attached” or “Conducted by AVN-100”) 

Flig+ht Inspection Plan* (Example: “Attached” or “Conducted by AVN-200”) 

Environmental Assessment* (Example: “Attached” or “Conducted by AVN-100”) 

ATC and Airspace Coordination 

Completed* 

(Action: Attach coordination documentation.) 

Airport/Heliport Management 

Coordination Complete* 

(Action: Attach coordination documentation.) 

POI or FSDO Name and Contact 

Information* 

(Example: {Name}, {Office symbol}, {Phone/e-mail 

contact}) 

Proponent/User(s)* (Example: {Name}, {Address}, {Phone/e-mail contact}) 

*Items required as specified in Order 8260.19C, paragraph 442. 

Comments 
8260.19C CHG 3 7/14/03 

Chap 4 

 Page 4-16 Par 450 

 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 using small 

degrees of turns and descents. 

451. FORMAT.

The DF approach procedure must be documented and 

approved on Form 8260-10, Standard Instrument 

Approach Procedure, and restrictively identified for 

emergency use only. Include a diagram showing the 

planview 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 Volume 1, chapter 8. 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 must have an 

intermediate segment, in accordance with TERPS 

Volume 1, paragraph 812. 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° turn 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. 

 b. Minimum Altitudes. Show minimum 

altitudes for each approach segment except for the 

portion between the 45° turns. Establish the minimum 

altitude for the final approach segment in accordance 

with TERPS Volume 1, 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 Volume 1, 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 must be entered on 

Form 8260-10 and must 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 

Volume 1, 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.
7/14/03 8260.19C CHG 3 

Chap 4 

Par 454 Page 4-17 

 (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 Volume 1, 

paragraph 810. 

 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 must prepare and approve the 

Form 8260 10, assign the effective date, and distribute 

as described in chapter 8, Table 8-1. 

456. CANCELLATION OF DF PROCEDURES. 

When the DF procedure or DF vectoring area is no 

longer required, AVN-100 must take action to cancel 

the procedure. Continued need must be determined 

during the biennial review. 

457-459. RESERVED.
8260.19C CHG 3 7/14/03 

Chap 4 

Page 4-18 Par 460

SECTION 6. CATEGORY II AND III ILS 

460. GENERAL.

 a. Guidance. The following directives (latest 

editions) contain criteria/guidance to be us ed in the 

development or amendment of ILS Category II and III 

procedures: 

 (1) Order 8260.3, U.S. Standard for 

Terminal Instrument Procedures (TERPS), Volume 3. 

 

 (2) AC 120-28, Criteria for Approval of 

Category III Landing Weather Minima for Takeoff, 

Landing, and Rollout. 

 (3) AC 120-29, Criteria for Approval of 

Category I and Category II Weather Minima for 

Approach. 

 (4) Order 8200.1, United States Standard 

Flight Inspection Manual, section 217. 

 (5) Order 6750.24, Instrument Landing 

System and Ancillary Electronic Component 

Configuration and Performance Requirements. 

 

 (6) Order 8400.8, Procedures for Approval 

of Facilities for FAR Part 121 and Part 135 CAT III 

Operations. 

 (7) Order 8400.13, Procedures for the 

Approval of Special Authorization Category II and 

Lowest Standard Category I Operations. 

 b. Advise the general public of airports 

authorized Category I, II, and III minimums by 

publishing the appropriate 14 CFR Part 97 SIAP. 

Category IIIc minimums must 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 II/T/2 for Category II operations. 

 (2) Class III/D/3 for Category III operations 

not less than RVR 700. 

 (3) Class III/E/3 for Category III operations 

not less than RVR 600. 

 (4) Class III/E/4 for Category III operations 

less than RVR 600. 

 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 (I, 

II, 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. 

 e. Irregularities in pre-threshold terrain or 

HGS/autoland 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 normal radar altimeter readings and 

acceptable HGS/autoland operations on that runway, 

and this fact is listed in their operations 

specifications, they cannot conduct Category III 

HGS/autoland operations. AFS-410 acts as the 

clearing house for listing which combinations of 

HGS/autoland systems/runways are or can be 

approved, and is positioned for receipt of information 

from Flight Inspection, AAF, ATC, Airports, and 

airport authorities regarding irregular underlying 

terrain situations at new runways or runways at 

which future Category III procedures are proposed. 

461. ACTION.

 a. Regions. 

 (1) Regional Airway Facilities Division, 

and AVN-100 coordination is essential. AVN-100, 

having planned Category II and III ILS runways in its 

area of responsibility, must 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. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 461 Page 4-19 

 (2) Regional Flight Standards Division, All 

Weather Operations Program Manager 

(AWO/PM) coordinates the procedure request with 

the Regional Airspace and Procedures Team (RAPT). 

 The AWO/PM is also responsible for coordinating the 

CAT II/III checklists and will notify AFS-410 when 

Category II or III checklists are complete. Notification 

must contain the information obtained from AVN-100 

(see paragraph 461b(1). 

 b. AVN-100. 

 (1) AVN-100 must advise the regional 

Flight Standards Division (FSD) when a Category II 

or III system has passed flight inspection. Notification 

must contain the following information: 

 (a) Airport. 

 (b) Runway. 

 (c) Flight inspection completion date. 

 (d) Facility classification. 

 (e) Minimums: 

 Category II DA and RA. 

 Category III a/b/c RVR (as appropriate). 

 (f) Date approach procedure will be 

available. 

 (g) Status of SMGCS Plan (from 

regional AWO). 

 (2) Amend ILS SIAPs when Category II, 

IIIa, IIIb, and IIIc minimums are authorized. Where 

only Category II and IIIa are authorized, indicate 

Category IIIb and IIIc as not authorized (NA) (see 

paragraph 813k). 

 c. The Flight Inspection Technical Support 

Branch, AVN-210, must maintain the current ILS 

performance classifications in the Aviation Standards 

Information System (ASIS) database. The regional 

Airway Facilities Division must 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. AFS-410 CAT II/III Status List Website. 

This notification will provide operators with the 

planned availability of the new minimums for 

preparation of operations specifications 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 II/III minimums. If the suspension will exist 

longer than 224 days or will be permanent, AVN-100 

must submit an abbreviated or full amendment (see 

also paragraph 224d(4). 

464. WAIVER REQUIREMENTS.

When required, AVN-100 must prepare a waiver 

request on Form 8260-1, in accordance with chapter 2, 

section 12, of this order. 

465-469 RESERVED
8260.19C CHG 3 7/14/03 

Chap 4 

Page 4-20 Par 470 

SECTION 7. DEPARTURE PROCEDURES (DP) 

470. GENERAL.

Use Order 8260.46, Departure Procedure (DP) 

Program, for guidance and standardization for 

initiating, processing, developing, and managing 

the DP program. 

471-479. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 480 Page 4-21 

SECTION 8. STANDARD TERMINAL ARRIVAL (STAR) 

480. INTRODUCTION.

 a. Air Route Traffic Control Centers 

(ARTCC) submit STARs to AVN-100 through the 

regional ATD for review. ARTCCs are responsible 

for issuance of NOTAMs for STARs (see paragraph 2.2.4c). 

 b. AVN-100’s review must ensure obstacle 

clearance requirements; accuracy of courses, distances, 

and coordinates; clarity and practicality of the 

procedures; and assurance of navigational guidance 

adequacy. AVN-100 must 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. STARs. 

 (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. 

 (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 ESVs 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. 

482-489. RESERVED.
8260.19C CHG 3 7/14/03 

 Chap 4 

Page 4-22 Par 490 

SECTION 9. RNAV PROCEDURE DEVELOPMENT 

490. GENERAL. 

This section contains supplementary guidance for the 

development of RNAV instrument procedures. 

RTCA DO-201A, Standards for Aeronautical 

Information, has established operational requirements 

and standards that aviation authorities, procedure 

designers, and airspace planners must consider when 

developing en route, arrival, approach, departure, and 

aerodrome environments. This guidance provides a 

standardized method of processing RNAV instrument 

procedures using information from this RTCA 

document. 

491. RNAV APPROACH PROCEDURE 

DESIGN. Criteria for the development of RNAV 

instrument procedures can be found in Order 8260.3 

and other related 8260-series orders. 

 a. All RNAV instrument approach procedures must be connected to the en route airway 

system in order to provide a seamless transition into 

the Terminal Area. Accomplish this by one of the 

following methods: 

NOTE: This policy is recommended but not 

required for helicopter procedures. 

 (1) Establish a feeder route from the en 

route airway to all IAFs not on an airway. 

 (2) Extend the "T" leg initial segment to 

place the IAF on an en route airway. Do not extend 

the "T" leg more than 10 miles from the Intermediate 

Fix. 

 (3) Use a modified form of the basic "T"

(L or I) or a route type approach. 

 (4) Establish a Terminal Arrival Area 

(TAA) as prescribed in Order 8260.45, Terminal 

Arrival Area (TAA) Design criteria. 

 b. The RNAV procedure should, whenever 

and wherever possible, match the ILS at the same 

runway in the following respects: final and 

intermediate segment procedure ground track, missed 

approach, altitudes, fix locations/names, glidepath 

angles, and threshold crossing heights (TCH). 

Nothing in this policy requires an RNAV procedure 

to emulate a procedure turn used on an underlying 

ILS procedure. Due to the many variables involved in 

procedure design, especially relating to the very 

different aspects of ILS and RNAV design, it is 

impractical to set standards for all possible 

ILS/RNAV designs; therefore, in lieu of hard and 

fast design standards, use the following design 

guidelines: 

 (1) When designing an RNAV procedure 

at an ILS equipped runway, the ILS becomes the 

design standard unless the ILS IAP needs substantial 

updates or has a nonstandard glide slope angle or 

TCH. If the ILS needs updating, it is advisable to 

publish updated ILS and RNAV procedures 

concurrently. In emulating an ILS, do not include 

either a basic “T” or TAA in the RNAV IAP unless 

specifically requested by Air Traffic. 

 (2) If the ILS PFAF occurs at the LOC 

FAF, emulation of the ILS by the RNAV procedure 

may be a simple matter. In this case, the RNAV 

PFAF can be placed at the LOC FAF location and 

thus coincidence will have been achieved for the ILS 

PFAF, LOC FAF and RNAV PFAF. Use the LOC 

FAF name for the RNAV FAF name. Revising the 

ILS procedure will, in all likelihood, not be 

necessary. 

 (3) For a variety of reasons, the situation 

described in paragraph 491b(2) is seldom found in 

practice. Where the ILS PFAF is not collocated with 

the existing LOC FAF, the associated LOC portion of 

the ILS procedure may have to be revised at the same 

time the new RNAV IAP is developed. 

 (a) If the present LOC FAF is defined 

by DME, intersection or radar, revise the ILS 

procedure by relocating the LOC FAF to coincide 

with the RNAV PFAF which can be placed at the 

vertical descent angle interception point for the given 

ILS glide slope angle/TCH and LOC FAF altitude. 

Use the LOC FAF name for the RNAV FAF name. 

 (b) If the present LOC FAF is defined 

by a facility such as an OM or LOM and localizer 

DME is available, define the LOC FAF using DME 

and collocate the LOC FAF and RNAV PFAF as in 

the option of paragraph 491b(3)(a). If possible, 

retain the present facility name for use at the 

LOC/RNAV FAF.

c. Establish an LNAV FAF for all new 

RNAV procedures at a location that will support a 

collocated PFAF for future LNAV/VNAV and/or 

WAAS/LAAS procedures. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 492 Page 4-23 

492. DEVELOPING RNAV WAYPOINT. 

a. In establishing the position of a waypoint 

fix, determine which category of fix will best meet 

the airspace, route of flight, obstacle clearance, and 

operational requirements. Fly-By and Fly-Over fixes 

are the two basic types of waypoint fixes that are 

used in transitioning from one route segment to 

another when conducting instrument approach, en 

route arrival, or departure procedures. 

 (1) Fly-By (FB) waypoint fixes identify a 

position where a change in course occurs from one 

specified route segment to another. Turn anticipation 

is required and expected as the aircraft executes the 

turn maneuver. The FB waypoint fix is the most 

desired and useful type for use in RNAV procedure 

design due to the conservation of airspace. Unless 

otherwise required by the procedure design, all 

waypoint fixes defining a course change must be 

coded in the navigation database as FB. 

 (2) Fly-Over (FO) waypoint fixes may or 

may not identify a change in course from one 

specified route segment to another. Turn anticipation 

is not permitted. FO fixes require substantially more 

airspace to protect for the turn than FB fixes, and 

should be used only where special design problems 

necessitate. Missed approach points and missed 

approach holding points must be designated as FO. 

b. FAA 8260-series forms must document fix 

type and waypoint description code for all 

waypoint fixes used in RNAV procedure design. 

Because of the different obstacle assessments 

conducted, FO or FB information is critical to flight 

crews and should be consistently displayed on 

aeronautical charts and in navigational databases. 

The waypoint type (FO/FB) description codes are 

documented on Form 8260-3/5/7 as applicable (see 

paragraph 851a(7)). 

c. En Route. Do NOT establish RNAV WPs at 

NAS en route facilities. Do NOT establish RNAV 

WPs at en route fixes when used as feeder fixes for 

RNAV procedures. 

 d. Terminal. Develop terminal use RNAV 

WPs based on usage as follows: 

 (1) Missed Approach Point (MAP).

Normally the MAP is at the threshold but may be 

located prior to the threshold, on or off runway 

centerline. 

 (a) MAP located at Threshold. The 

landing threshold is contained in the runway file in 

the RNAV database, and identified by ARINC code 

for the threshold. Do NOT document a MAP located 

at the landing threshold on an 8260-2. 

 (b) MAP not located at Threshold. The 

landing threshold will be the reference point. True 

bearing is from reference point to MAP. If the MAP 

is on runway centerline extended, use the reciprocal 

of the landing runway true bearing. Distance is from 

reference point to MAP. 

 (2) Final Approach Fix (FAF). Establish 

the location of the FAF as a true bearing and distance 

as follows: 

 (a) Final approach course aligned 

through threshold. Use landing threshold as 

reference point. 

 (b) Final approach course not aligned 

through threshold. Use MAP as reference point. 

 (3) Intermediate Fix (IF). Establish the 

location of the IF as a true bearing and distance as 

follows: 

 (a) No course change at FAF. Utilize 

the same reference point used to establish the FAF. 

 (b) Course change at the FAF. Use the 

FAF as the reference point. 

 (4) Initial Approach Fix (IAF). Establish 

the location of the IAF as a true bearing and distance 

as follows: 

 (a) No course change at the IF or FAF: 

Utilize the same reference point used to establish the 

FAF. 

 (b) No course change at the IF, with a 

course change at the FAF. Use the FAF as the 

reference point. 

 (c) Course change at the IF. Use the IF 

as the reference point. 

 (5) Feeder Fix. If a WP is required for use 

as a feeder fix, and will NOT be an en route fix, 

establish the location of the feeder fix as a true 

bearing and distance as follows: 
8260.19C CHG 3 7/14/03 

 Chap 4 

Page 4-24 Par 492 

 (a) No course change at the IAF. Apply 

the same reference point used to establish the IAF. 

 (b) Course change at the IAF. Use the 

IAF as the reference point. 

 (6) Missed Approach. For all WPs in the 

missed approach, after the MAP, use the preceding 

WP as the reference point. 

493. RNAV LEG TYPES. 

 a. Different types of arrival, approach, 

departure, and en route segments are required for 

RNAV. Consideration of these requirements during 

procedure design will result in a more efficiently 

designed flight path for all operators using airspace; 

particularly those equipped with computer-based 

navigation systems. These systems require encoding 

RNAV route segment flight paths into a format 

usable in navigation databases. 

 b. The aviation industry has adopted a route 

segment definition called "path and terminator." This 

concept is used for transforming arrival, approach, 

and departure procedures into coded flight paths that 

can be interpreted and used by a computer based 

navigation system. A path terminator instructs the 

aircraft to navigate from a starting point along a 

defined path to a specified point or terminating 

condition. The path terminators are identified by a 

set of two alpha-characters, each of which has a 

meaning when describing a flight maneuver to a 

navigation computer. The first character indicates 

the types of flight path to be flown, and the second 

indicates where the route segment terminates. For 

example, a designated route from a NAVAID to a fix 

would be coded as "TF." The "T" indicates that a 

track is to be flown, and the "F" indicates that the 

segment terminates at a fix. There are over twenty 

different path and terminator sets ("leg types") used 

by the aviation industry to accommodate the coding 

of procedure route segments. However, only a 

limited few are suitable for use in RNAV procedure 

design. 

 c. Document leg type codes on 8260-series 

forms in accordance with applicable instructions in 

chapter 8 and Order 8260.46, Departure Procedure 

(DP) Program. 

494. RNAV LEG TYPE DESCRIPTIONS. 

 a. Initial Fix (IF). This is the point or fix 

where a flight segment begins. An IF is not a route 

segment and does not define a desired track in and of 

itself. It is used in conjunction with other leg types 

such as a TF leg in order to define the desired 

segment. 

NOTE: "IF" in this context is not to be confused 

with Initial Approach Fix (IAF) or Intermediate 

Fix (IF), however, it may be located at one of 

these locations for coding purposes. 

 b. Track-to-Fix (TF) Leg. This designates a 

track or geodesic path between two fixes. If the TF 

leg is the first route segment of a flight path, the TF 

leg begins at an initial fix (IF); otherwise, the first fix 

of the TF leg is the termination fix of the previous 

route segment. The TF leg is the primary straight 

route segment for RNAV. 

 c. Constant Radius to a Fix (RF) Leg. An RF 

leg defines a curved path route segment about a 

defined turn center that terminates at a fix. The RF 

leg begins at the termination fix of the previous route 

segment. The previous segment is tangent to the arc 

of the RF leg at that fix. An RF leg is the primary 

curved path route segment for RNAV. 

d. Course-to-Altitude (CA) Leg. The CA leg 

is used to code the initial leg at the beginning of the 

missed approach segment. This leg type requires a 

stated course and altitude at the beginning of the 

missed approach. This altitude will be the lowest 

DA/MDA associated with the procedure. A DF leg 

must always follow a CA leg. 

 e. Direct-to-Fix (DF) Leg. A DF leg is used to 

define a route segment (geodesic path) that begins at 

an aircraft present position, or unspecified position, 

and extends to a specified fix. 

 f. Heading-to-an-Altitude (VA) Leg. The VA 

leg is used in a departure route segment where a 

heading rather than a track has been specified for 

climb. The VA segment terminates at a specified 

altitude without a terminating position defined. 

 g. Course-to-Fix (CF) Leg. The CF leg is 

defined as a magnetic course that terminates at a fix. 

Although the CF leg is used in many traditional 

approach and departure procedures, this leg type is to 

be avoided in the design of RNAV procedures. 

 h. Vector-to-Fix (VM) Leg. A VM leg is used 

for whenever a departure route description specifies a 

course to fly in expectation of a Radar Vector. 
7/14/03 8260.19C CHG 3 

Chap 4 

Par 495 Page 4-25 

495. FINAL APPROACH SEGMENT (FAS) 

DATA. 

 a. FAS data is described and attained using 

established TERPS criteria in Order 8260.3, 

Volume 3. This data is compiled and formed into 

what is called the FAS Data Block. The method of 

protection required of this flight data is known as the 

Cyclic Redundancy Check (CRC). 

 b. Document FAS Data Block information on 

Form 8260-10 (future documentation and transmittal 

of this information will be via electronic means). 

Guidance on producing data that is required to be 

placed on this form is located in appendix 11. 

496. REMOTE ALTIMETER SETTING FOR 

BARO-VNAV. 

Baro-VNAV systems cannot fly to approach 

minimums based on a remote altimeter setting. See 

paragraph 855e(8) for appropriate notes to be placed 

on the procedure. 

497. CRITICAL COLD TEMPERATURE. 

This temperature is provided on the RNAV 

instrument procedure in terms of deviation from 

International Standard Atmosphere (ISA) and is the 

temperature below which Baro-VNAV operations are 

not authorized at that location. ISA temperatures 

vary with airport elevation. TERPS criteria provide 

the formulas to compute the critical temperature for 

the airport of intended landing from the ISA 

deviation used for the procedure development. The 

critical temperature for an airport in Hawaii is ISA -

20°C; for contiguous U.S. is ISA -30°C; and for 

Alaska is ISA -40°C. Use: “Chart Note: BaroVNAV NA below ____°C (____°F).” Document 

the "Critical Temp" computations, if other than 

standard, in the remarks section of the Form 8260-9. 

498. DME/DME SCREENING MODEL. 

Apply the RNAV-Pro DME screening model to 

ensure satisfactory availability and geometry of DME 

navigation signals for RNAV instrument procedures 

and RNAV “Q” routes intended for use by FMS 

equipped aircraft that are DME/DME capable. Flight 

inspection will record the coverage and accuracy of 

the facilities identified by the screening model; 

whether or not the data obtained is satisfactory to 

support the procedure will be determined by further 

analysis with the screening model. When a proposed 

RNAV “Q” route is being evaluated and a critical 

DME facility is identified by RNAV-Pro or flight 

inspection, an RNAV “Q” route cannot be 

established. 

499. ADDITIONAL DOCUMENTATION 

WITH BARO-VNAV AND/OR WIDE AREA 

AUGMENTATION SYSTEM (WAAS) INSTRUMENT APPROACH PROCEDURES. 

a. Enter 5-digit WAAS Channel number; 

e.g., WAAS Channel Number 21345. The WAAS 

channel number will be obtained from the National 

Flight Data Center (NFDC) and entered into the 

Additional Flight Data block. 

b. Enter Approach ID; e.g., W09A. This is 

the same as the Reference Path Identifier described in 

appendix 11 and is part of the FAS Data Block. 

Additionally, enter this information in the Additional 

Flight Data block of the 8260-series form so that it 

can be published below the WAAS channel number. 

c. Enter “Critical Cold Temp” data (see 

paragraph 497); e.g., Critical Temp: XX°C 

(XX°F). 

d. Due to limited WAAS coverage at certain 

locations, a restriction may be required on 

procedures where WAAS can be used for vertical 

navigation on a procedure containing LNAV/VNAV 

minima. This restriction is portrayed on the 

instrument procedure chart with a negative-type “W” 

icon that signifies WAAS signal outages may occur 

daily and that these outages will not be NOTAM’d. 

At locations where LNAV/VNAV minima are 

published and it has been determined that there is no 

WAAS coverage whatsoever, a note will be placed 

on the approach plate that reads: “WAAS VNAV 

NA.” 

e. Where DME/DME RNP-0.3 is not 

authorized, use “Chart Note: DME/DME RNP-0.3 

NA.” Where DME/DME RNP-0.3 is authorized, use 

“Chart note: DME/DME RNP-0.3 Authorized.” 

Where DME/DME RNP-0.3 is authorized only when 

required facilities are necessary for proper navigation 

solution, use: “Chart note: DME/DME RNP-0.3 

Authorized; ABC and XYZ must be Operational.” 

f. Document the Approach Route Type 

Description and Qualifier Description in the 

Additional Flight Data block. These descriptions are 

in the form of an alpha character and found in 

ARINC Standard 424, Navigation Database, 

paragraph 5.7. 
8260.19C CHG 3 7/14/03 

 Chap 4 

Page 4-26 Par 499 

g. Enter Terminal Arrival Area (TAA) data 

as directed by Order 8260.45. Determine if the use 

of "(NoPT)" is appropriate and document 

accordingly. 

h. Document the Waypoint Description Code

as defined in ARINC Standard 424 on the applicable 

Form 8260 used (see paragraph 851a(7)). This 

information will be entered in four separate columns 

as part of the procedure Path Point Record (see 

Appendix 12). 

i. On a separate Form 8260-10 designed for 

this purpose, enter the FAS Data Block (precision 

path point) information (see paragraph 494 and 

appendix 11). 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 500 Page 5-1 

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 must 

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, 

must 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 must 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 considered: 

 a. Effect on VFR Traffic. The FSD AWO/PM 

evaluates those proposals circulated for public 

comment and those cases identified by the runway 

departure obstacle screening (RDOS) program. For 

circularized proposals, 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 traffic pattern impact; 

Flight Standards provides assistance in this area as 

requested. 

b. Departure Obstacle Assessments. The 

RDOS program identifies potential impacts on 

aircraft safety for a straight out departure path to 

20,000 feet at the International Civil Aviation 

Organization (ICAO) recommended lateral departure 

protection for “IFR and VMC by night.” As 

specified in Order 7400.2, obstacles, either temporary 

or permanent, identified by RDOS, should be subject 

to supplemental notice and/or NOTAM if constructed 

in order to provide operators with complete obstacle 

data. Proposed structures that penetrate the RDOS 

screening surface and if not clearly shielded by 

existing obstacles will be evaluated either manually 

or using RNAV PRO. For this evaluation, RNAV 

PRO is programmed to evaluate the minimum flight 

path width specified under Sections 121.189 and 

135.379 at a 62.5:1. The minimum flight path slope 

of 62.5:1 is the equivalent of the Part 25 two-engine 

aircraft second segment climb protection for large 

turbine powered aircraft (see Order 8400.10, Air 

Transportation Operations Inspector’s Handbook, 

paragraphs 947 through 1027). The 62.5:1 slope 

should be protected unless a higher slope is created 

by existing obstacles. Both the RDOS screening 

program and RNAV PRO are only intended to 

provide an evaluation until the minimum performing 

aircraft reaches an elevation 400 feet above the 

departure end of the runway. While obstacles 

beyond the nominal distance of 20,000 feet from the 

runway end may create adverse impact, individual air 

carriers can assess obstacles differently once an 

aircraft has reached the minimum turn altitude of 400 

feet. More detailed engineering analysis of a 

proposed structure by air carrier performance 

personnel may yield more specific air carrier impacts. 

 Verification of individual effects may be difficult to 

quantify due to use of de-rated thrust, variable 

takeoff safety speeds, etc. The FSD evaluation above 

is only intended to verify the probable effect of closein obstacles on departing aircraft and provides the 

ATD with information relative to the possible loss of 

useable runway (see Order 7400.2, chapter 6). 
8260.19C CHG 3 7/14/03 

 Page 5-2 Chap 5 

 Par 502 

c. Terminal Area IFR Operations. AVN-100 

must assess the effect upon terminal area IFR 

operations to include approach/departure procedures, 

transitions, radar vectoring charts, holding patterns, 

and STARs. The study must assess the effect upon 

any segment of an existing or proposed instrument 

approach/departure procedure and any restrictions. 

 d. En Route IFR Operations. AVN-100 must 

assess the effect upon en route IFR operations to 

include MEAs, MOCAs, MCAs, MHAs, MIA charts, 

and turning areas. 

e. Accuracy. All studies must 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 must be 

forwarded to Air Traffic as the IFR impact. However, 

AVN-100 must also provide the survey accuracy 

required to mitigate the impact; i.e., “a surveyed 

accuracy of ‘xx’ horizontally and ‘xx’ vertically will 

result in either reduced or no IFR impact.” (See 

chapter 2, section 11.) 

 f. 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. 

 g. 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 must not 

amend a procedure until receipt of the "Actual 

Notice of 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. 

 h. Statement of Adverse Impact. If the 

proposed construction or alteration will have an 

adverse effect on VFR or IFR aircraft operations, 

procedures, useable runway length, or minimum IFR 

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.” 

 i. AC 70/7460-1 Obstruction Marking and 

Lighting. 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 marking and lighting 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. 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 504 Page 5-3

SECTION 2. DESIGNATION OF CONTROLLED AIRSPACE 

504. GENERAL.

a. To afford separation from other aircraft all 

instrument flight procedures must 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. 

b. Order 7400.2 clarifies that a 300-foot buffer

should be taken into consideration when computing 

airspace requirements for IFR procedures. Therefore, 

a 300′ buffer has been included in the references 

to the 1,000′ and 1,500′ points in paragraph 507. 

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 IAPs. Analyze IAP amendments which affect 

any fix, course, or altitude to determine if existing 

airspace must be extended or can be reduced. 

Similarly, analyze IAP cancellations to determine if 

existing airspace can be reduced. AVN-100 must 

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, must 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 paragraph 507k, on the Form 8260-9, Standard Instrument 

Approach Procedure Data Record, supports the IAP 

being designed. (See paragraph 860c "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 AVN make the entry 

in Form 8260-9, REMARKS, for permanent 

record. The statement must reflect either “No 

additional airspace required” or “See attached 

airspace letter.” 

507. TERMINAL AIRSPACE. 

The following criteria must 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 4. 

 b. The nearest 100′ principle must 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 IAP 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 

must be based on the approach, or approach 

combinations, requiring the greatest length and/or 

width respectively. 

 (1) Procedures with vertical guidance. 

Where ILS, MLS, WAAS (LPV), LAAS, 

LNAV/VNAV, etc. procedures are involved, the 

1,000′ point is established as follows: 

(a) Determine the elevation of the 

highest terrain in the final approach (primary area, or 

the "W" and "X" surfaces, as appropriate). 

 (b) Add 1,000 feet to this figure, and 

subtract the MSL elevation of the TCH. 

(c) Divide the result by the GS 

tangent.
8260.19C CHG 3 7/14/03 

Page 5-4 Chap 5 

 Par 507 

( )

( )

 d Dist (ft) THR to1000' point.

 θ Glidepath Angle

 c TCH

 b THRe

where : a highest terrain

tan θ

a b c 1000

d

=

=

=

=

=

− + + =

NOTE: To compute the 1500′ point, substitute 

1500 for 1000 in the above formula. 

a - (b + c) + 1000

22896.39 = 3.77 nm = 1000' point

d = 

GS 3.0°

TCH 50'

Thr elev 250' msl

Terrain 500' msl

1000' agl point

3.77 nm

2200' msl 22896.39 = 500 - (250 + 50) + 1000

tan0

.05241

Figure 5-1 

 (d) 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 

extension. Therefore, the 1,000′ point for LOC-only 

(or AZ-only) should be determined in the same manner 

as for nonprecision SIAPs (see paragraphs 507c(2) 

through (4)). 

 (e) 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). 

Figure 5-2 

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). 

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. 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 507 Page 5-5

 (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). 

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 paragraph 507c(2)(a). 

 (c) 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). 

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 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). 

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). 

Figure 5-8 

 (d) Procedure turn over stepdown

PRIOR to the FAF:

(Condition: Distance between the stepdown 

fix/facility and the FAF less than 5 NM - see TERPS 

Volume 1, paragraph 244d. 
8260.19C CHG 3 7/14/03 

Page 5-6 Chap 5 

 Par 507 

 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). 

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, Volume 1, paragraph 244e). Since the 

fix/facility becomes the IF in this case, apply 

methodology in paragraph 507c(3)(e). 

NOTE: Where the distance between the stepdown 

fix/facility and the FAF equals 5 NM, either 

TERPS Volume 1, 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). 

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). 

Figure 5-12 

 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). 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 507 Page 5-7

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-inlieu-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 

reversal, the 1,000′ point is assumed to be in the 

holding pattern area. The Class B/C/D/E Surface Area 

extension must encompass the entire holding pattern 

primary area (see figure 5-15). 

Figure 5-15 

 (b) 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). 

Figure 5-16 

 2. 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 5-17). 
8260.19C CHG 3 7/14/03 

Page 5-8 Chap 5 

 Par 507 

application of a 500′/NM descent from the IF (see 

figure 5-17). 

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, WAAS, LAAS, LNAV/ 

VNAV: The width of the Class B/C/D/E Surface Area 

extension for ILS, MLS, WAAS, LAAS, 

LNAV/VNAV is established by determining the width 

of the final approach primary TERPS area at the point 

the aircraft reaches 1,000′ AGL (see paragraph 507c(1)). The width of the extension must 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 procedure 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: 

 1/2W = .01752D + 700'. 

Figure 5-18 

 (b) Where the 1,000′ point is located in 

the intermediate segment, additional analysis is 

required. Since the PFAF 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 must be the greater of the two segment widths. 

Use the guidance in TERPS Volume 1, chapter 2 for 

calculating the respective widths. 

 (2) Nonprecision: The width of the 

Class B/C/D/E Surface Area extension for procedures 

without vertical guidance 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 IAP development, obtain a 

tentative surface area dimension from the regional 

ATD for application of this paragraph. The width of 

the extension must not be less than 2 NM (1 NM each 

side of segment centerline) (see figure 5-19). 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 507 Page 5-15

 (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 Volume 1, 

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 turn 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 507c(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 penetration 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 turn completion point 

at a distance determined by application of a 500′/NM 

descent gradient. 

 (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 IF 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′/NM 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. 

 (c) 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′/NM descent gradient. 

 (e) 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).

 (1) 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) If the FAF altitude is less than 1,000′

above the highest terrain in the final segment, the
8260.19C CHG 3 7/14/03 

Page 5-16 Chap 5 

 Par 507 

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 paragraph 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 

para-graph 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 

para-graph 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: See 

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 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). 

 (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"; or "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, paragraphs 507k(1) through (9), except paragraph 507k(2), 

apply. If applicable, state: "1500′ point located in the 

penetration turn area," and leave (8) blank. 

(11) For Terminal Arrival Area (TAA)

application, AVN-100 should, when necessary, 

provide the ATD with information describing the 

TAA boundaries so that an appropriately sized radius 

from the ARP can be established to contain the TAA. 

If not known at that time, provide the information to 

the ATD when it is available. The ATD is allowed to 

establish whatever radius from the ARP is necessary 

to contain the TAA. In the standard letter from 

AVN-100 to the regional ATD (or backside of the 

8260-9 if used for this purpose) in which airspace 

requirements stated in this chapter are detailed, 

provide the TAA boundary radii values and the radii 

center-points in terms of fix names and coordinates 

with text describing the shape of the respective areas. 

Include a simple drawing to help the ATD in 

visualizing the TAA airspace requirements. 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 507 Page 5-16.1 (and 16.2)

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 must review airspace dockets to 

determine that the proposed airspace encompasses the 

appropriate portions of the IAP consistent with the data 

forwarded in accordance with paragraph 507k. 
7/14/03 8260.19C CHG 3 

Chap 5 

Par 513 Page 5-19 

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. 

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 publication 

of rules, regulations, or orders. Requests for these 

areas are coordinated and processed by representatives 

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 

 

required precautionary measures are set forth in 

Order 7400.2, paragraph 840. 

516. AVN-100 REVIEW AND COORDINATION. 

 a. Considerations. The following facts must be 

considered in the review and coordination of proposed 

controlled firing area letters of agreement: 

(1) There are no flight restrictions within 

controlled firing areas. 

 (2) These areas are not depicted on aeronautical charts. 

 (3) All pilots are not aware of the locations of 

these areas. 

 b. 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 VFR 

operations is usually best known by Flight Standards 

personnel.
8260.19C CHG 3 7/14/03 

Page 5-20 Chap 5 

 Par 517 

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 

clearance must be provided over terrain and/or manmade obstacles within the restricted area which 

underlies the flight procedure clearance area. The 

lateral and vertical boundary of the restricted area must 

be used to define the obstacle location when tethered 

balloons are within. 

518. LETTER OF PROCEDURES.

A letter of procedure between the using agency of a 

joint-use restricted area and the ATC facility 

(controlling agency) may be promulgated to allow 

non-participating aircraft to transit the restricted area 

when the area is not being used for its designated 

purpose. 

519. RESERVED.
7/14/03 8260.19C CHG 3

Chap 8 

Par 800 Page 8-1

 CHAPTER 8. INSTRUMENT APPROACH PROCEDURES 

DATA TRANSMITTAL SYSTEM

SECTION 1. GENERAL 

800. GENERAL. 

 a. Forms. Forms in the 8260-series are used for 

the documentation and publication of instrument flight 

procedures. The National Aeronautical Charting Office 

(NACO) 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 used in the design of standard instrument 

procedures is contained in Order 8260.3B, United States 

Standard for Terminal Instrument Procedures (TERPS), 

and other specific 8260-series orders. 

NOTE: Attempts to apply all possible options 

permitted by criteria to obtain lowest possible 

minimums should not be made if the resultant 

procedure is overly complex and only a minor 

operational benefit is gained. 

 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/or the flow of air traffic will permit, use the 

highest possible altitudes consistent with optimum 

descent angles/rates in all segments of approach 

procedures to provide the least noise interference. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-2 Par 801 

SECTION 2. FORM USE AND PREPARATION 

801. USE OF FORMS.

 a. Procedures published Under Title 14, Code of 

Federal Regulations (14 CFR), Part 97. SIAPs 

authorized for public use are approved by AVN-100, and 

published as rules in the Federal Register by AFS-1 using 

reference to FAA standard forms. An index of all original 

SIAPs, amendments, and cancellations is published in the 

Federal Register to provide public notice of the 

rulemaking actions. 

 b. Instrument approach procedures must be 

prepared on the forms listed below, or approved 

computer generated equivalents, as suitable for 

reproduction. 

 (1) ILS Standard Instrument Approach 

Procedure, Form 8260-3 [ILS, MLS, RNAV, and LDA 

(when associated with a glide slope)]. 

 (2) RADAR Standard Instrument Approach 

Procedure, Form 8260-4. 

 (3) Standard Instrument Approach 

Procedure (SIAP), Form 8260-5 [LOC, LOC/DME, 

LDA, LDA/DME, VOR, VOR/DME, VOR/DME or 

TACAN, NDB, SDF, VOR/DME RNAV, and other 

nonprecision procedures]. 

 (4) Continuation page of Standard 

Instrument Approach Procedure, Form 8260-10. Used 

as a continuation sheet for instrument approach procedure 

forms listed above, and for DF procedures. 

 c. Special Use Procedures. Special use instrument 

approach procedures are documented on Form 8260-7. 

These procedures are developed for individual operators 

and are issued to the user through Operations 

Specifications or Letters of Authorization (see chapter 4, 

section 4. 

 

d. Helicopter RNAV Approach Procedures. 

(1) For documentation purposes, consider 

COPTER GPS approaches to be grouped into three 

categories: 

 (a) Approach to a runway. COPTER 

RNAV (GPS) RWY XX approach procedure, not 

associated with a heliport. 

 (b) Approach to a Heliport. COPTER 

RNAV (GPS) XXX approach procedures that are either 

straight-in to a heliport, or constructed using point-in-space 

(PinS) criteria and noted “PROCEED VISUALLY...;” 

i.e., visual segment evaluated from MAP to helipoint. 

 (c) Approach to a PinS. COPTER RNAV 

(GPS) XXX approach procedures constructed using PinS 

criteria and noted “PROCEED VFR...;” i.e., visual 

segment evaluated only at the MAP. 

 (2) Document one destination airport or 

heliport on the 8260-3/5/7 forms for approaches to a 

runway, and approaches to a heliport, or a PinS approach to 

a heliport noted "PROCEED VISUALLY..." PinS 

approach procedures noted "PROCEED VFR..." may 

serve more than one destination. 

e. Forms 8260-15A, B, and C Departure 

Procedures/Takeoff Minimums. Use 8260-15-series 

forms to document textual/graphic departure procedures 

and non-standard takeoff minimums. Refer to 

Order 8260.46, Departure Procedure (DP) Program, for 

instructions. 

802. FORM PREPARATION.

 a. Preparation. All entries may be in upper case 

letters or as defined in the examples in this chapter. 

Form 8260-3 has the title information and appropriate Part 

97 subpart pre-printed. When other procedures are 

documented, delete the term "ILS" and substitute the 

desired equipment acronym in its space. Form 8260-4 

has the title information and appropriate Part 97 subpart 

pre-printed. On 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 Form 8260-10, enter "Emergency DF"

and leave Part 97 subpart blank. 

 b. Appropriate 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, 

LDA w/GS, SDF, and SDF/DME. 

 (3) 97.27 NDB and NDB/DME. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 802 Page 8-3 

 (4) 97.29 ILS, MLS, LAAS, WAAS PA, and 

MLS/RNAV. 

 (5) 97.31 RADAR. 

 (6) 97.33 RNAV (includes LNAV, LNAV/ 

VNAV, and LPV.) 

 (7) 97.35 COPTER (includes all COPTER 

SIAPs, regardless of navigation sensor.) 

 (8) 97.37 Takeoff Minima and Obstacle 

Departure Procedures. 

 c. Combined Charting. Certain instrument 

approach procedures can be combined on one chart where 

procedural data are compatible. Where an NDB or 

compass locator is established at an ILS outer marker site, 

the individual ILS and NDB procedures should be 

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 must not be combined on SIAP forms except 

for “ILS or LOC”, “ILS or LOC/DME”, "VOR or 

TACAN" and "VOR/DME or TACAN" SIAPs predicated 

on VORTAC facilities. Where military offices request 

combined procedures based on different types of facilities, 

document separate but compatible procedures on the 

appropriate forms. Combining of instrument approach

procedures on military charts will then be accomplished as 

a cartographic function of the National Imagery 

Management Agency (NIMA). RNAV SIAP charts may 

only depict a single procedure track from the IF through 

the missed approach. If different tracks are required 

inside the IF (e.g., for different aircraft categories), 

separate procedures must be published. 

803. COURSE AND DISTANCE INFORMATION.

 a. Application. Assigned magnetic variation must 

be applied to terminal routes as follows (see paragraph 857n): 

 (1) Facility to Facility: Variation of the first 

facility applies. 

 (2) Dog leg: Variation of each facility forming 

the route applies to its segment. 

 (3) Fix to Facility or Facility to Fix: Variation 

of the facility applies. 

 (4) RNAV Routes: Variation of the airport/ 

heliport upon which the SIAP is based must be used for 

all RNAV routes on the procedure. 

 (5) Dead Reckoning: Variation of the next 

facility providing course guidance applies. 

 b. Calculations must be made using the most 

accurate data available (bearings and distances to two 

decimal places). Magnetic variation of record, in whole 

degrees, is then applied. 

c. Data Elements. Except where otherwise 

noted, enter data elements relating to course, bearing, and 

distance to the nearest hundredth value. Final results are 

rounded by NACO. 

 d. Rounding. Where rounding to the "nearest" 

value is appropriate, and except where otherwise required, 

round numerical values .01 through .49 DOWN, and .50 

through .99 UP. This applies to distances, elevations, 

altitudes, degrees, etc. For example, 1100.49' becomes 

1100', while 1100.50' becomes 1101'. Similarly, 131.49o

becomes 131o

, while 131.50o becomes 132o. 

804. 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 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)." 

 (3) Where the primary remote altimeter 

source is obtainable from an AWOS/ASOS, chart the 

location and frequency: "Chart Flippin AWOS-3, 

134.875."
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-4 Par 805 

805. 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. 

Specify a minimum number of routes required to 

satisfactorily transition the aircraft to the terminal 

environment. 

 a. Non-Radar Routes. Since radar vectoring is an 

approved method of providing procedure entry, limit the 

number of non-radar routes where radar vectoring is 

provided on a 24-hour basis. Where practical, provide at 

least one non-radar route to ensure transition from the en 

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). See paragraph 404o. 

 b. Transition. Do NOT develop instrument 

approach procedures that require "DME or RADAR" as 

the sole means for procedure entry if any other type of 

transition is available, unless specifically requested by 

ATC. It is not necessary to designate terminal routes 

which coincide with segments of the en route structure; 

however, these routes must be designated when a lower 

altitude is authorized or when clarity is essential. With the 

exception of arc feeder segments, terminal routes 

(including arc initial approach segments) originating on an 

airway at other than a navigation facility require the 

establishment of a named fix to identify the starting point 

of the route. The fix must be common to the en route 

structure and instrument approach procedure. 

 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. 

 d. Charting. All terminal routes listed in the 

Terminal Routes section of the 8260-series forms must be 

charted or identified in the planview of the instrument 

approach chart. 

 e. Feeder Routes. Where feeder routes are required 

to transition from the en route structure, they must 

terminate at another feeder fix, or an initial approach fix, 

or at the facility from which a procedure turn or holding 

pattern entry is authorized. En route obstacle clearance 

criteria apply to feeder routes. 

 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 planview note: "Radar 

Required." See paragraph 855h. Where radar is not 

available, delete DME arcs where an alternate means of 

procedure entry is available. 

 (3) On procedures using two DME facilities,

one of which is associated with a LOC or LDA, and both 

of which are forward of an aircraft on the LOC/LDA 

course, the following is required: "Chart profile note: 

Use I-XXX DME when on the localizer course." This 

applies to front and back course procedures regardless of 

glide slope availability. 

NOTE: Similar precautions may be necessary for 

MLS. Evaluate each situation and take the 

appropriate action. 

 g. Initial Approach Segments. 

 (1) Initial Approach Segments not requiring 

a Course Reversal. Evaluate the flow of air traffic to 

determine the need for routes that do not require a course 

reversal, i.e., fixes, airways, waypoints. Where a course 

reversal exists on a SIAP, each initial approach segment 

for which a course reversal is not required must include a 

designation of "NoPT" (see paragraph 851a(3)). 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 852a(3). 

 (2) Specify an arrival sector from which 

course reversal must not be made when NoPT 

designations will result in an excessive number of 

terminal routes. Place an applicable statement in the 

Notes Section of the 8260-series form. 

Examples: 

"Chart planview note: NoPT for arrival on ABC 

VORTAC airway radials 302 CW 096.” 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 805 Page 8-5 

"Chart planview note: NoPT for arrival at NICOL on 

V-244 Westbound, V-230 Southwest bound.” 

“Chart planview note: Procedure NA for arrivals at 

RUDVE via V140 Westbound, and arrivals at MCJEF 

via V140 Eastbound.” 

 (3) Initial Approach segments based on 

straight courses. All initial approach segments that meet 

criteria for angle of intercept between the initial and 

intermediate segments, TERPS Volume 1, paragraphs 232a(1) and (2), must join the intermediate 

segment at a common intermediate fix where possible. 

Where more than one segment joins at a common fix, a 

common altitude should be selected whenever descent 

gradient is not compromised. 

 (4) Arc Initial Approach Segment.

Requirements for arc initial approach segments must be 

fully evaluated to determine if this type of procedure entry 

is essential to the local traffic flow. Experience indicates 

that arc initial segments have been established at locations 

where they are used on a very limited basis or have not 

been fully accepted by the user. Long arcs and/or 

multiple arcs have contributed to undesirable chart clutter 

with minimum operational advantage. 

 (a) An arc initial segment in a radar 

environment must not be authorized unless it is 

operationally required. 

 (b) When a DME arc segment of an 

approach lies along an arc that traverses an area of 

unusable radial information, the provisions of 

Order 8200.1, paragraph 214.3 apply. 

 (c) Arc initial segments should be 

authorized via the shortest routing when flight time can 

be reduced. 

 (d) Arc initial segments must be 

designated by CW for clockwise and CCW for 

counter-clockwise. 

 (e) Arc initial segments must be designed 

to satisfy requirements for executing the instrument 

approach. They must NOT be established for the 

convenience of routing 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 Arc courses must be predicated 

only on collocated facilities providing azimuth and DME 

information. Arc initial segments must not be authorized 

on DME collocated with ILS or localizer facilities due to 

the lack of constant azimuth information. See 

Order 6050.32, appendix III, section 2 for collocation 

parameters. 

 h. Lead Radials. In addition to the angle of 

interception requirements of TERPS Volume 1, paragraph 232a(1), a 2-mile lead radial (1 mile for COPTER 

procedures) must be published with arc initial approaches 

when the DME is not collocated with the facility 

providing the procedural course guidance. The lead radial 

provides information for aircraft with single receiving 

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 oncourse indication. 

i. Identification of Initial Approach Fix (IAF). 

Because of military requirements, IAFs must be identified 

on civil public use procedures. 

 j. Intermediate Segments. 

 (1) When a procedure turn or holding 

pattern entry is authorized at the FAF and a straight-in 

intermediate segment (without initial) is also authorized, 

data on the intermediate segment must be included in the 

Terminal Routes block. In this situation, add (IF) and 

(NoPT) to the intermediate segment. 

 (2) When the course reversal fix is outside 

the FAF, the segment(s) from the course reversal fix to 

the FAF must be included in Terminal Routes, unless both 

fixes are marked by DME from the same source or LOC 

minimums are not authorized. 

 (3) When a procedure turn or holding 

pattern in-lieu-of-PT is not authorized, enter pertinent 

data in the Terminal Routes section and on lines 2 and 4 

of the Form 8260. Refer to paragraph 852b(2). 

 (4) Develop intermediate segments for all 

IAPs except “hold-in-lieu-of-PT” and “PT No-FAF” 

procedures. Where intermediate segments have been 

established, the intermediate fix (IF) will be defined on 

the procedure in the planview. 

 k. RNAV procedures must have a hold-in-lieu-of 

PT (course reversal) established at the IF(IAF) (when one
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-6 Par 805 

 is established as such) on all procedures based on the 

"Basic T" design or its derivations. 

806. TERMINAL FIXES.

Name terminal fixes in accordance with paragraph 264 and document on Form 8260-2. Named

facilities do not require this documentation unless holding 

is established. 

a. Computer Navigation Fixes (CNF). Name 

CNFs using a 5-alpha character non-pronounceable name. 

To distinguish CNFs from conventional reporting points, 

fixes, and intersections, enclose the name in parenthesis; 

e.g., (WFWBG) on 8260-series forms other than the 

8260-2. 

 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. 

 c. DME References. When designating fixes on 

Form 8260-3, -4, -5 and -7, include DME references to the 

hundredth of a nautical mile when DME is appropriate 

and available. Provide the fix name and DME distance as 

follows: 

 (1) DME fix, with course and DME from the 

same facility: 

 JOANI/7.00 DME

 (2) DME fix, with DME not paired with 

course facility, identify fix and facility providing DME: 

JOANI/ABC 7.00 DME. If both facilities have the same 

3-letter identifier, fully identify the DME facility: 

JOANI/XYZ VORTAC 7.00 DME.

 (3) Intersection fix, with DME available from 

more than one facility forming the fix, identify the 

intersection and the facility providing the required DME 

information: JOANI INT/ABC 7.00 DME. If both 

facilities have the same 3-letter identifier, fully identify 

the DME facility: JOANI INT/XYZ VORTAC 7.00 

DME. 

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 the fix name only wherever else it 

occurs on the form ensures that the fix will be charted 

correctly on both the planview and the profile sections of 

the approach chart. For RNAV procedures, describe a 

fix by name only. NACO will chart fixes under what is 

known as the “hierarchy concept.” This means if no 

NAVAID or ground-based fix exists, the point will be 

charted as a waypoint. Except for RNAV procedures, 

when a fix is included in the missed approach instructions, 

use a full description of a fix appropriate to its use in the 

missed approach procedure. 

Example: (Fix name: MORIS LOM/INT/7.00 DME) 

"CLIMB TO 3600 DIRECT MORIS LOM AND 

HOLD."

Example: (Fix name: DAVEE INT/16.00 DME) 

"CLIMB TO 3600, THEN CLIMBING RIGHT 

TURN TO 4000 VIA ABC VORTAC R-180 TO 

DAVEE INT/16.00 DME AND HOLD."

RNAV Example: “Climb to 2000 direct DAKEY and 

hold.” 

 e. When no fix overlies an LOM, the identifier or 

the 5-letter name may be used: AB LOM or ABBAH 

LOM.

 f. An alternate method of identifying an LOM,

such as an INT or DME, is often helpful in ILS or LOC 

SIAPs but an INT is not appropriate in NDB SIAPs. 

g. ATD References. Describe RNAV (including 

VOR/DME RNAV) ATD fixes with respect TO the next 

point or waypoint: JIMMY/5.00 NM TO NIXON; 

BUMBO/5.00 NM TO RW16L.

 h. RNAV must not have a holding-in-lieu-of PT 

(course reversal) nor missed approach holding 

established at the final approach fix (FAF). 

807-809. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 810 Page 8-7 

SECTION 3. CERTIFICATION, PROCESSING, AND REVIEW 

810. GENERAL.

Certifiying, processing, and reviewing instrument 

approach procedures must be accomplished as outlined 

in this section. 

811. CERTIFICATION AND DISTRIBUTION OF 

SIAPs.

Certification of instrument approach procedures must be 

accomplished on the reverse side of the appropriate 

8260-series form. Instructions for completion of the 

entries are as follows: 

a. All Affected Procedures Reviewed. Enter 

"X" in the appropriate space. A "Yes" indicates that 

all requirements for a periodic review have been 

accomplished. A "No" indicates that only the items 

listed in the "Changes" block were reviewed (see 

paragraphs 241a(2) and 813c). 

 b. Coordinates of Facilities. When a facility is 

referred to on a procedure for the first time, enter the 

facility coordinates. The source data for the coordinates 

must be identified; e.g., AF survey, ALP, OC, Map 

Study, AVN, NOS, etc. If sufficient space is not 

available to list coordinates of all new facilities, the 

space under "Changes" must be used. Leave blank for 

RNAV procedures. 

 c. Required Effective Date. The effective date 

must be either "Routine." "Proposed," "Concurrent," or 

"Hard." See Order 8260.46 for guidance regarding 

effective date entries for departure procedures. 

 (1) Routine Dates. If a specific effective date 

is not required, enter the word “ROUTINE.” 

 (2) Proposed Dates. Proposed dates may be 

used for any SIAP, provided the procedure does not 

require any en route charting changes. This includes 

SIAP originals, amendments, and cancellations. 

Proposed dates must not be used for departure 

procedures or STARs. Enter a proposed date as: 

"P12/08/02." If proposed SIAPs are rescinded, NFDC 

must be notified to take appropriate action in the 

Transmittal Letter (TL). 

 (3) Concurrent Dates. If the SIAP is part of 

a large package and/or publication is to be concurrent 

with another event, as when it is associated with an 

airspace case, enter the concurrent date as "C12/08/02," 

or the airspace docket number as: "C02-AGL-29." 

Use the following standard Note in the lower part of the 

REASONS block: "Effective concurrent with KOKC 

ILS RWY 17R Amdt 8," or "Effective concurrent 

with Airspace Docket 02-AGL-29."

 (4) Hard Dates. When a specific effective 

date is required; e.g., facility Mag Var rotation, enter a 

hard date as "12/08/02." Hard dates require updating 

NFDC database 56 days in advance of charting. Hard 

dates are not to be used as an "easy to use" option. 

Where a hard date is required for reasons other than a 

magnetic variation change, request a deviation from 

policy as detailed below. 

 (5) Deviations. Deviations from the previous 

guidelines require agreement between AVN-100, 

AVN-500, and ATA-100 (see Order 8260.26). 

AFS-420 must be informed of all coordinated 

deviations. 

 d. Coordinated With. Coordinate all original 

processing and revisions to instrument approach and 

departure procedures with appropriate civil aviation 

organizations, the appropriate ATC facilities, and the 

airport owner or sponsor. Coordinate with appropriate 

FSDO offices according to the type of operations 

conducted at the airport. Coordinate with other 

interested organizations as necessary. A copy of the 

graphic sketch required by paragraph 860e must be 

included in all procedure packages that are submitted for 

coordination. Coordinate procedures with ATA if the 

airport is served by scheduled air carriers. Coordinate all 

Part 97 SIAPs and all DPs with ALPA. Coordinate with 

Allied Pilots Association (APA) for procedures at 

airports used by American Airlines. Coordinate 

helicopter procedures with Helicopter Association 

International (HAI). This coordination action is 

required to provide advance notice to the user 

organizations that a change to Part 97 is being 

initiated. These instrument procedures will be 

posted on the NFPO web site at: 

http://www.webavn.jccbi.gov/avnasp/acifp.asp. Civil 

aviation organizations that are requested to coordinate 

on these procedures will receive an E-mail alerting them 

of the procedure posting. Those receiving this 

notification then have 20 working days in which to 

review the procedures and respond to the indicated 

actions during the period that the procedure is being 

processed. Any substantive adverse user comments 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-8 Par 811 

during this period permit sufficient time to amend or 

withdraw the paperwork prior to publication. 

Evaluation and disposition of user comments are the 

responsibility of AVN-100; and all comments must be 

considered before the procedure is forwarded for 

publication. Valid user comments, that cannot be 

reasonably accommodated by AVN-100, should be 

referred to AFS-420 for resolution prior to submission 

of the procedure for publication (see also paragraph 421). 

 (1) Enter "X" in the appropriate aviation 

organization spaces. 

 (2) Designate additional organizations or 

offices if additional coordination is to be accomplished. 

 e. Flight Checked By. Enter the name of the 

airspace system inspection pilot (ASIP) who conducted 

the flight inspection and date flight inspection 

completed. The flight inspection procedures control 

form must be maintained with the procedure package. 

The 8260 series forms supporting IFPs require the 

signature of the flight inspection pilot or other 

authorized AVN-1 designated representative signifying 

flight inspection completion. If a flight inspection is 

NOT required, enter "Flight inspection not required"

and the name, title, and signature of the AVN-200 

official who makes that determination. Include the date 

of the most recent flight inspection of the SIAP. Use the 

word "pending" only if the procedure is submitted 

prior to flight check under Order 8260.26, Establishing 

and Scheduling Instrument Approach Procedures 

Effective Dates, or if publication is required on a 

specific charting cycle date. An entry in this block 

indicates the procedure: 

 (1) Was flight checked in accordance with 

applicable directives and standards. "Proposed" 

procedures forwarded under Order 8260.26, will be 

flight checked at a later date. 

 (2) Is approved for further processing and 

publication. 

f. Submitted by. Enter the name, signature, 

company name, and date authorized by the nongovernmental entity that designed the procedure. This 

block is only found on the Form 8260-7. 

 g. Developed By. Enter the name, branch, 

signature of the person responsible for developing the 

IFP, and the date developed. Authority to sign in this 

block is assigned to AVN-100 personnel certificated by 

AVN-1 as a procedure development specialist. The 

signature in this block certifies that: 

 (1) The developer used the most current and 

accurate data in developing the SIAP. 

 (2) The procedure was developed in 

accordance with appropriate policies, directives, 

standards, and criteria (see special instructions for 

Form 8260-7 in paragraph 872. 

 h. Approved By. Enter the name and signature of 

the AVN-100 Manager, or his/her designated 

representative, and the date signed. Signature in this 

block certifies that the procedure: 

 (1) Conforms to procedures development 

policies, standards, and criteria. 

 (2) Is approved for further processing and 

publication. 

 i. Changes and Reasons. The purpose of these 

entries is to keep charting agencies and coordinating 

offices advised of major procedural changes. The listing 

of changes should include all revisions (except clerical) 

and the reasons should contain sufficient details so that 

the cause for the procedural amendment will be clear to 

the reviewing offices. 

 j. Simultaneous NOTAM Cancellation. In the 

event the revision supports an FDC NOTAM which will 

be canceled on the effective date of the revision, the 

following Note must be added in the lower part of the 

REASONS block: "This cancels FDC 2/0175."

812. CANCELLATION OF INSTRUMENT 

APPROACH PROCEDURES.

Cancellation of instrument approach procedures must be 

accomplished on the same form number as required for 

documentation of the SIAP. All items on the front side 

of the forms must be left blank, except type of procedure 

and the CITY, STATE line. This line must duplicate the 

currently effective SIAP. The following notation must 

be typed in the NOTES section: "Procedure canceled 

effective ________________ (NFDC will fill in the 

date). On the reverse side of the form, complete the 

"coordinated with," "Developed by," and the "approved 

by" blocks. If applicable, enter in the lower portion of 

the REASONS block: "Concurrent with VOR RWY 

18, Original. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 813 Page 8-9 

813. MINOR REVISIONS TO SIAPs.

Minor changes to instrument approach procedures may 

be made by an abbreviated 8260-series form 

amendment. A T-NOTAM must be used to be followed 

by an abbreviated 8260-series form amendment. When 

processing an abbreviated 8260-series form, apply the 

following: 

a. Increment the amendment number using an 

alphanumeric format; e.g. AMDT 3B. 

b. Update the 8260-series form to reflect all 

previous P-NOTAM amendments not yet incorporated 

on the form. 

c. A complete review of the procedure is not 

required; therefore, check "No" in the "All Affected 

Procedures Reviewed " box of the form 

d. Complete the “Changes” and “Reasons” 

blocks of the form indicating the changes in the 

T-NOTAM as well as those of previous P-NOTAMs 

incorporated. Include cancellation of the T-NOTAM. 

Be specific in indicating the changes, e.g., ‘MDA 

changed from 820 to 880,’ and the reason, e.g., ‘New 

obstacle found in final segment.’ 

e. Enter “Routine” as the required effective date. 

 f. Coordinate changes with appropriate 

organizations, as necessary. 

814. PROCESSING. 

When the AVN quality review is completed, the 

procedure must be forwarded directly to NFDC and 

AVN-500 for publication. Distribution must be in 

accordance with Table 8-1. Additionally, forward a 

copy to users specified in paragraph 811d. (Refer to 

paragraph 872d for Special procedure distribution 

channels.) 

815. AVN REVIEW OF SIAPs AND CHARTS.

AVN-100 must review and check Forms 8260-3/4/5/10, 

and the associated aeronautical charts published by 

NACO for variations from information submitted for 

publication. If any variance or charting discrepancies are 

identified, see paragraph 223d for action to be taken. 

816. NFPO ACTION.

 a. Forms Routing. Table 8-1 provides easy routing 

reference for AVN-100 forms processing. Specific 

directive references are included for further guidance. 

b. AVN-100 must process Army forms as required 

by Order 8260.15, U.S. Army Terminal Instrument 

Procedures Service. 

 c. AVN-100 must process U.S. Air Force 

procedures using FAA forms as required by 

Order 8260.32. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-10 Par 816 

TABLE 8-1 

 ATA, ALPA NFPO 

APA. AOPA Work 

FAA FORM ATA-110 AFS-420 FPO ARTCC ATCT NBAA, HAI File 

 

8260-1 

(Except Army) 

AVN-100 originates. Send to AFS-400 thru AFS-420. 

All offices make their own copies. Completed original returned to AVN-100. 

1 

8260-1 

(Cancellation) 

AVN-100 or AFS-400 cancels through AFS-420, giving date and reason. 

Send copies to the same offices receiving approved waiver. 

8260-2 Orig 1 1 1 * 1 

(except Army) * Regional AWO distributes to users. 

8260-3/4/5/ 

15A/B/C 

8260-10 (Continuation) 

Orig. 1 1 1 1 1 

8260-10 (DF) 1 1 1 1 to DF 

control 

facility 

Orig 

8260-7 Distribute as specified in paragraph 444 

8260-9 If Special 1 Orig 

8260-16 Orig 1 1 * 1 

 * For Off-Airway routes. Regional FPO distributes to users. 

ARMY: 8260-1, AVN originates. Send package to USAASA or USAASDE. 

2/9/11/ 1 

12/13/20/21/22/23

/24 

1 

USAF: 

8260-2/9/11/12/ 1 

13/20/21 1 

 Orig package to the Major Command TERPS Office (MAJCOM/DO) 

7100-4 STAR package returned thru the Regional ATC (530) 1 

 Substitute 

 Routes ORIG 1 

Letter Format 

817.-819. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 820 Page 8-11 

SECTION 4. EXPANDED SERVICE VOLUME REQUEST 

820. EXPANDED SERVICE VOLUME (ESV). 

An ESV is processed electronically via the Expanded 

Service Volume Management System. The FAA Intranet 

web site is: http://172.27.27.38/esv/

821-829. RESERVED. 
8260.19C CHG 3 7/14/03 

 Chap 8 

Page 8-12 Par 830 

SECTION 5. FLIGHT PROCEDURES STANDARDS WAIVER, 

FAA FORM 8260-1 

830. PREPARATION OF FAA FORM 8260-1, 

FLIGHT PROCEDURES STANDARDS WAIVER.

All waivers to Order 8260.3, U.S. Standard for Terminal 

Instrument Procedures (TERPS), and other TERPS related 

FAA directives, must be initiated by AVN-100, and 

forwarded to the Flight Technologies and Procedures 

Division, AFS-400, through the Flight Procedure 

Standards Branch, AFS-420. See figures 8-2 and 8-3 for 

sample Form 8260-1. Itemized instructions for completing Form 8260-1 are as follows: 

 a. Control Number : Flight Standards will enter a 

control number that will be used for tracking. 

 b. Item 1: Flight Procedure Identification. Enter 

the city and state, official airport name, and the flight 

procedure identification (excluding amendment number). 

 c. Item 2: Waiver Required and Applicable 

Standard. Identify clearly and accurately what standard 

is requested to be waived; e.g., "Missed Approach 

Section 1 is not aligned with the Final Approach 

course. Order 8260.3B, Volume 3, paragraph 3.9.1."

Request only ONE waiver of standards on each form, and 

address only one standard per waiver request. When a 

procedure is amended, reprocessing of an existing waiver 

is not necessary unless the amendment directly impacts 

the basis for the waiver. 

 d. Item 3: Reason for Waiver. The reason for the 

waiver must be clear and concise. If the waiver for an 

existing procedure is being revised, the effective date of 

the original procedure must be included. Include full 

justification for the waiver; e.g., "To avoid obstructions 

that would require raising the DA 180 feet."

 e. Item 4: Equivalent Level of Safety Provided. 

Complete this item in all cases with as many points as is 

germane to the equivalent level of safety. Clearly state the 

equivalent level of safety. 

NOTE: The fact that the procedure has existed for a 

number of years or that the procedure conforms to 

CFRs is not considered to be sole justification for an 

equivalent level of safety. 

 f. Item 5: How Relocation or Additional 

Facilities Will Affect Waiver Requirement. Enter 

statements in this item to indicate consideration has been 

given to relocation, programming, or reprogramming 

action to negate the requirement of a waiver of standards. 

Insertion of NA (not applicable) in this item leaves a 

question as to whether any consideration has been given 

to this item. 

 g. Item 6: Coordination With User Organizations. Indicate the FAA offices and other organizations 

with which this waiver will be coordinated. 

 h. Item 7: Submitted By. The Manager, 

AVN-100, or his/her designated representative, must sign 

and date all waiver requests, and forward to AFS-420 for 

further action. The waiver package submitted to AFS-420 

must include such technical data (sketches, maps, computations, supporting database information, documentation) 

as necessary for Flight Standards analysis and understanding of the situation. Packages submitted with 

insufficient supporting technical data are subject to return 

to the originating office, or may be held pending receipt of 

such information. 

 i. Item 8: Continuation. The top of the second 

page is a continuation sheet for additional information for 

items 2 through 6 on the first page of the form. 

 j. Item 9: AFS Action.

 (1) The Flight Procedure Standards Branch, 

AFS-420, performs a technical analysis of the waiver 

request, coordinates internally as necessary, and forwards 

the waiver with accompanying technical data to the Flight 

Technologies and Procedures Division, AFS-400. 

 (2) AFS-400 indicates Washington Headquarters action, adds any appropriate comments, and 

returns the signed waiver package to AFS-420. 

 (3) AFS-420 retains a copy for file, provides the 

original completed waiver to AVN-100, and makes 

further distribution as necessary. 

 k. U. S. Army Waivers. AVN-100 completes 

Form 8260-1 per the instructions provided in this order, as 

supplemented by Order 8260.15, U. S. Army 

Technical Instrument Procedures Service. U. S. 

Army procedures requiring waivers, for joint civil/ 

military use, are sent to AFS-420 per the provisions in 

paragraph 830h. 
 7/14/03 8260.19C CHG 3 

Chap 8 

Par 830 Page 8-13 

 l. Cancellation of a waiver may be initiated by 

AVN-100 or by AFS-400. The initiating office must enter 

a signed statement to that effect, with the effective date 

and reason for cancellation. AFS-400 will distribute 

copies to the same organizations that received the 

approved waiver. 

Example: 

 This waiver is canceled effective February 2, 2002. 

 TERPS Change 4 permits multiple DME fixes. 

 (Signature) ______________________________ 

 (Title, Office symbol)______________________ 

831-839. RESERVED. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-14 Par 830 

THIS PAGE INTENTIONALLY LEFT BLANK 
 7/14/03 8260.19C CHG 3 

Chap 8 

Par 830 Page 8-15 

Figure 8-1
8260.19C CHG 3 7/14/03 

Page 8-16 Chap 8 

 Par 830 

Figure 8-2
7/14/03 8260.19C CHG 3 

Chap 8 

Par 840 Page 8-17 

SECTION 6. RADIO FIX AND HOLDING DATA RECORD 

FAA FORM 8260-2 

840. INTRODUCTION. 

a. General. All civil and military named fixes and 

holding patterns must be documented on Form 8260-2. 

Named facilities do not require this documentation 

unless holding is established. (see paragraph 872b(1)). 

Form 8260-2 may be initiated by the National Flight 

Procedures Office (NFPO), military organizations, 

or approved non-Federal procedure developers. 

Form 8260-2 action can be initiated by air traffic facilities 

using the 8260-2 worksheet (see appendix 3). The 

worksheet is submitted to the regional air traffic office for 

coordination with the Regional Airspace and Procedures 

Team (RAPT). When initiated by military organizations, 

the forms are coordinated with the parent FAA air traffic 

facility and then forwarded to AVN-160 for processing. 

WHEN INITIATED BY NFPO, THE INFORMATION 

MUST BE COORDINATED WITH THE APPROPRIATE AIR TRAFFIC FACILITIES. The forms must 

be distributed in accordance with Table 8-1. 

b. Entries. All radial/course/bearing entries are 

magnetic unless otherwise noted. Distances less than one 

mile must have a zero before the decimal. 

c. Storage. All domestic and certain foreign named 

fixes and holding requirements are entered into NFDC’s 

computer for permanent storage, and are published in 

Order 7350.7, Location Identifiers. 

d. Fix Name Change. A fix name change requires 

a revised 8260-2. Annotate in the REMARKS section 

what the name change is, e.g., “NAME CHANGED 

FROM LESLI TO WALLS.” Fix name changes must be 

kept to an absolute minimum as Instrument Flight 

Procedures may require amendment as a result. 

NOTE: A name change for fixes used on procedures 

contained in the National Flight Database (NFD) 

will require the procedure to be amended to reflect 

the changed fix name. 

841. PREPARATION OF FAA FORM 8260-2. 

a. AIRSPACE DOCKET NUMBER. Enter the 

docket number when the request is associated with an 

airspace action. If no docket number, leave blank. A 

docket number is required when a compulsory reporting 

point is established, modified, or canceled. 

b. NAME. Enter the name of the fix. Do NOT 

enter “INT” or “WP” after the name of the fix. See 

paragraphs 264 and 841d(2)(a)-(d). When an RNAV 

waypoint is collocated with another type of fix, use the 

same name for both. 

 (1) DESIGNATOR. When the fix is a 

navigation facility, use the facility name and include the 

facility type. 

 EXAMPLES: DENVER VORTAC 

 JACKSON VOR 

 RHONE OM 

 AVON NDB 

 ARUBA LOM 

 BONLI FM 

 (2) FIX TYPE. Enter the fix type(s) in the 

appropriate box(es). Check all appropriate boxes for the 

various uses of the fix. If the fix is a facility only, no 

entry is required in Fix Type box. 

c. LOCATION. Enter the two-letter identifier of 

the state and country or territory in which the fix is 

located. The state is left blank if the country is other than 

the U.S. For offshore fixes in the U.S., name of the 

nearest state must be used. If the fix is outside U. S. 

Domestic Airspace, use OA for Offshore Atlantic, OG for 

Offshore Gulf of Mexico, or OP for Offshore Pacific. 

d. BLOCK 1. RADIO FIX. 

 (1) TYPE OF ACTION. Enter in the 

appropriate box the type of action being taken. This is 

applicable to Block 1 only, and NOT to be confused with 

Block 2, HOLDING. 

NOTE: FIX CANCELLATION. When a fix is 

cancelled, a copy of the current 8260-2 will be 

generated. TYPE OF ACTION will have CANCEL 

checked. Complete the AVN APPROVAL line for the 

individual approving the cancellation 

NOTE: Instrument Procedure Cancellation. 

Whenever an instrument procedure is cancelled, 

process a revision or cancellation, as necessary, of 

8260-2s for fixes associated with the procedure. 

 (2) FACILITY BLOCKS. En route: Where a 

crossing radial/bearing establishes a fix along an airway,
8260.19C CHG 3 7/14/03 

Page 8-18 Chap 8 

 Par 841 

list the on-course facility as Facility 1, and the off-course 

facility as Facility 2. Where a fix is established at the 

intersection of two or more airways, list the source 

facility farthest from the fix as Facility 1. When more 

than three facilities are needed, a new page will be used 

as necessary to list all required facilities. Document radar 

reference point after any facilities used for a fix. RNAV 

waypoints used for en route purposes only, leave blank. 

Terminal: If the fix is an intersection, list the facility 

providing positive course guidance as Facility 1, and the 

crossing course facility as Facility 2. If the fix is DME, 

list the DME source, if other than Facility 1, as Facility 2. 

When more than three facilities are needed, a new page 

will be used as necessary to list all required facilities. 

Document radar reference points after any facilities used 

for a fix. Document waypoint reference points after any 

facilities and/or radar reference points used for a fix. For 

a VOR/DME RNAV waypoint, list the reference facility 

as Facility 1. For RNAV waypoints with multiple uses, 

the waypoint information for when it was first established 

will be listed. Terminal RNAV waypoints not used on 

instrument flight procedures, leave blank.

 (a) NAME. Enter the name and identifier 

(in parenthesis) of navigational facility, the airport ICAO 

identifier and runway (R and two digit number, plus 

suffix if applicable), or reference waypoint name. (Fixes 

used as a Missed Approach Point (MAP) on Copter 

approaches not aligned to a runway; if the MAP is greater 

than 10,500 feet from the landing area, enter “POINT IN 

SPACE;” if the MAP is 10,500 feet or less from the 

landing area, enter the heliport ICAO identifier.) If the 

heliport does not have an assigned ICAO identifier, enter 

“HRP,” and annotate in the REMARKS section the 

heliport name and heliport reference point (HRP) 

coordinates, e.g., Regional Medical Center 

324511.45N-1020425.82W.

 EXAMPLE: KANSAS CITY (MCI) 

 KDSM 

 KLAX R25L 

 BOSOX 

 POINT IN SPACE 

 HRP

 (b) CLASS/TYPE. For each facility used 

to form the fix, enter the Standard Service Volume (SSV) 

class. VOR, VORTAC, VOR/DME, TACAN, (T, L, H), 

NDB (HH, H, MH), other facilities leave CLASS blank. 

Enter facility type. For a radar or waypoint reference 

point, leave blank. 

EXAMPLE: H-VORTAC 

 L-VOR 

 MH-NDB 

 LOM 

 (c) RADIAL/COURSE/BEARING. Enter 

the radial, course, or bearing from each facility used to 

form the fix. Enter the magnetic value, followed by the 

true value in parenthesis. Localizer true course is based 

on the signal outbound from the facility. Localizer 

magnetic course entries are in compass points using the 

magnetic course inbound (see figure 8-2). Enter the 

bearing from each radar or waypoint reference point in 

parenthesis using the true value only. If radial/ 

course/bearing is not defined, leave blank. Enter 

values to the nearest hundredth of a degree. 

 EXAMPLE: 123.67 (120.67) 

 NW CRS (324.45) 

 (032.11) 

 (d) DME DISTANCE. Enter values to the 

nearest hundredth of a mile. Compute terminal courses 

and distances based on the same mileage figure. 

EXCEPTION: When the fix being defined is a Precision 

Final Approach Fix (PFAF), enter the distance (feet from 

LTP/FTP) in parenthesis adjacent to the nautical mile 

(NM) value. The NM figure is determined by dividing 

the distance in feet by 6076.11548. 

EXAMPLE: (28,956.03) 4.77 

 1. DME. Enter the distance from the 

source facility to be charted. If the facility providing DME INFORMATION IS NOT COLLOCATED 

WITH THE FACILITY PROVIDING COURSE 

GUIDANCE, LIST BOTH FACILITIES (SEE 

PARAGRAPH 805G(4)(G)). 

2. MLS. Enter the DME distance 

 3 VOR/DME RNAV. Enter the 

distance from the reference facility. 

 4. WAYPOINT. Enter the distance 

from the reference point. 

 5. RADAR. Enter the distance from 

the runway. 

 (e) MRA/MAA. See also paragraphs 267 

and 269. The Minimum Reception Altitude (MRA) is 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 841 Page 8-19 

usually based on electronic signal strength determined by 

flight inspection of the navigational facility. The 

Maximum Authorized Altitude (MAA) is the highest 

altitude authorized for use of the fix. The developer must 

consider all possible uses of the fix, request flight 

inspection of the lowest authorized altitude, and ensure 

procedure design is compatible with any limitations 

imposed. MRAs/MAAs assigned must be consistent with 

signal strength, facility service volume, air traffic 

requirements, air/ground communications, and airspace 

structure. For fixes located inside the FAF, establish an 

MRA 100 feet below the lowest published procedural 

altitude at the fix. Values are entered in hundreds of feet, 

e.g. 8700/45000 must be entered as 87/450; 960 would be 

entered as 9.6. 

 (f) DISTANCE FROM FACILITY. When 

the fix is an intersection, enter the distance from the 

governing facility to the nearest mile. The definition 

of the governing facility is contained in TERPS 

Volume 1, paragraph 1760. When the fix is not an 

intersection, leave blank. 

 (g) LEAST DIVERGENCE ANGLE. 

Enter the smallest angle formed by the radials/ 

courses/bearings of the facilities used to form the fix. 

Enter the true value divergence angle in whole degrees. 

When the fix is formed by more than two facilities, the 

least angle may not meet criteria. Determine whether the 

fix is satisfactory by examining how it is used. Consider 

the flight path and what course indications the pilot will 

actually use. When the divergence angle is less than 

30 degrees (45 degrees for holding), include a note in the 

remarks section indicating the terminal fix criteria used, 

e.g. TERPS Volume 1, paragraph 287(c). When the fix is 

not an intersection, leave blank. 

 (h) AIR/GROUND COMMUNICATIONS. Where communications are required at a fix, 

enter the air traffic facility(ies) providing air/ground 

communications. Check the appropriate frequency range 

box(es). Enter the lowest altitude at which satisfactory 

communications are provided at the fix. If the 

communications altitude is higher than the fix MRA, 

holding altitudes and/or use of the fix may be restricted. 

Flight inspection and ESV forms provide a source for this 

data. 

 (i) MRA OF OTHER FACILITIES AT 

THIS FIX. See also paragraphs 267 and 269. Enter the 

facility identification, type and class, radial, course, or 

bearing , DME, and the MRA/MAA of other facilities 

whose radials, courses, or bearings intersect this fix and 

could be used as substitutes during the shutdown of the 

primary facility or for other purposes. Data entered in 

these blocks must be to the same order of accuracy as data 

entered in Block 1A. Leave “CHECKED BY” and 

“DATE” blank. 

 (j) AUTHORIZED USE OF THIS FIX. 

Enter the use of the fix in the appropriate boxes. Check 

low boxes for fix use below 18000, high for 18000 and 

above. If the fix is compulsory, see also paragraph 841a. 

If an MCA or MRA is established at the fix, check the 

FLAG REQUIRED box and enter the flag note in the 

space provided. The flag note box provided on this form 

is used for MCA or MRA notes at the fix. Any change in 

an en route MCA or MRA must be submitted as an 

amendment to the airway on Form 8260-16. 

 (k) RADIO FIX IS. Check the approved, 

disapproved, or restricted box. Check the restricted box 

when the fix requires an MRA or MCA, or its use is 

limited to an individual operator on a Special SIAP or 

non-Part 95 routing. Military-only fixes or fixes 

associated with Special SIAPs are restricted and must 

include an operational note in the REMARKS section; 

e.g. “RESTRICTED – ASPEN AIRWAYS.” When the 

restricted box is checked, the approved and disapproved 

boxes are left blank. 

 e. BLOCK 2. HOLDING.

 (1) TYPE OF ACTION. Enter the type of 

action being taken in the appropriate box. This is 

applicable to Block 2 only, and NOT to be confused with 

Block 1, RADIO FIX. When no action is being taken, 

leave blank on originals and check “NO CHANGE” on 

revisions. 

 (a) HOLDING CANCELLATION. Revise 

the 8260-2 when holding pattern cancellations are 

necessary. In Block 2, HOLDING, check the CANCEL 

box and in Block 2D, check the DISAPPROVED box. 

Revise the 8260-2 when more than one holding pattern is 

established and you wish to cancel an individual holding 

pattern and retain the other(s). In this case, check the 

MODIFY box in Block 2, HOLDING, and identify the 

modification in Block 10, REASON FOR REVISION. 

 (b) HOLDING REQUIRED. When a 

specific holding pattern is not required, leave blank. If 

more than three holding patterns are required and each is 

described individually, a new page will be generated with 

the patterns numerically sequenced.
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-20 Par 841 

 1 DIRECTION. Enter the holding 

direction based on magnetic inbound course (see 

figure 8-2). 

 2 IDENT. If holding is based on 

ground navigational facility, enter the facility 

identification of the facility providing course guidance. If 

RNAV, leave IDENT blank. 

 3 TYPE . Enter the type of facility. 

If RNAV, enter “WP”. 

 4 RAD/CRS/BRG. Enter the radial/ 

course/bearing in hundredths of a degree from the facility 

or waypoint on which holding is based. If the holding 

facility is a localizer, enter the magnetic directional 

course, i.e. , W CRS. 

 5 CRS INBOUND. Enter the course 

inbound in hundredths of a degree. 

 6 TURN (L OR R). Enter the 

direction of turn. 

 7 TIME/DME OUTBOUND. Enter 

the time and/or longest DME leg length outbound from 

the fix. If RNAV, enter only longest leg length in NM. 

 (c) HOLDING ALTITUDES. Enter the 

minimum and maximum holding altitudes authorized for 

the aircraft speed categories used. Authorized altitudes 

must be no lower than the lowest altitude requested by 

ATC. Evaluate up to the maximum altitude operationally 

requested. See Order 7130.3, Holding Pattern Criteria, for 

appropriate holding speeds by altitude. The minimum and 

maximum holding altitudes for speed categories should be 

consistent, if feasible. When no holding is specified, 

leave blank. Enter altitudes in hundreds of feet; e.g., 

8700/45000 is entered as 87/450. 

 (d) REASON FOR NONSTANDARD 

HOLDING. When holding with left turns, state the 

reason; e.g., TERRAIN. If standard, leave blank. 

 (e) HOLDING IS. Check the appropriate 

box. 

 1 Unplanned holding at en route fixes 

may be expected on airway or route radials, courses, or 

bearings. If the fix is a facility, unplanned holding could 

be on any radial or bearing. Holding approval for en route 

fixes indicates approval of unplanned holding. 

 2 When unplanned holding is not 

recommended, holding should be disapproved or 

restricted. When planned or unplanned holding is 

restricted, add an appropriate note in the REMARKS 

section. 

EXAMPLE: 

 HOLDING LIMITED TO ESTABLISHED

 PATTERN(S). 

 UNPLANNED HOLDING NA 090 CW 220. 

 UNPLANNED HOLDING NA ON R-120 

 CW R-272. 

 UNPLANNED HOLDING AUTHORIZED AT 

OR ABOVE 5000.

 3. En route fixes which also serve as 

missed approach clearance limits must permit holding and 

en route flight. If holding is not specified, assure that the 

aircraft can hold on the missed approach course leading to 

the fix and document the controlling obstacle in Block 7. 

Where missed approach is direct to the clearance limit, a 

holding pattern must be established. 

 f. BLOCK 3. REMARKS. The foregoing 

instructions contain several uses for this section. 

Additional uses are as follows: 

 (1) FIX USE. List the uses of the fix when a 

specific facility or holding pattern needs to be charted for 

a fix use, enter the Facility # and/or Pattern # after the fix 

use in parenthesis. 

 (a) EN ROUTE: List all airways and 

routes that use the fix. 

EXAMPLE: 

 EN ROUTE: V3,V76, J134 

 EN ROUTE: V3 (PAT 2), V56, V374 

 EN ROUTE: J22 (FAC 1) 

 (b) TERMINAL: List all terminal procedures that use the fix, include all approaches, 

departures, and STARs. List by Procedure Type, 

City/State (Country, if outside U.S.) (include airport name 

if needed for clarity), Procedure Name, and any specific 

Facilities or Patterns needed in parenthesis. 

EXAMPLE: 

 SIAP: CARIBOU, ME, VOR RWY 19 

 CARIBOU, ME, RNAV (GPS) RWY 19 

 SIAP: NEW YORK, NY, LA GUARDIA, ILS 

 RWY 4 (FAC 1, 2, PAT 2) 

 DP: HAVEN, CT, BRIDGEHAVEN DP 

 
7/14/03 8260.19C CHG 3 

Chap 8 Page 8-21 

Par 841 

 STAR: PROVIDENCE, RI, GREEN ARRIVAL 

 FAC 3) 

 (c) OTHER. List all uses for the fix not 

associated with instrument flight procedures. 

EXAMPLE: 

 OTHER: ATC REPORTING POINT 

 OTHER: ATC OFFSHORE REPORTING POINT 

 OTHER: SUB-ROUTE OF V44 

 (2) LATITUDE/LONGITUDE. Enter the fix 

latitude and longitude in the lower left corner of the 

REMARKS section. Compute the coordinates using the 

primary means of identifying the fix. Enter to the 

hundredth of a second. Include the compass point of the 

latitude and longitude. En route fixes must be calculated 

using the true courses (to the hundredth of a degree) 

between facilities making up the airway/route segment. If 

the fix is also used in a terminal procedure, then terminal 

priorities must prevail. 

EXAMPLE: 

 482921.83N / 1064810.92W 

 (a) If the fix can be formed in more than 

one manner, show the facilities used to calculate the 

coordinates given, and record only one set of coordinates 

on the form. 

 (b) Facilities (OM/MM/IM and LOM/ 

LMM/LIM) used as fixes on IAPs are compatible with 

database referenced navigation systems only when 

located on the final approach course (FAC) of the 

NAVAID providing FAC guidance. To ensure 

compatibility and consistency, use actual coordinates only 

when the facility resides on the actual FAC. Otherwise, 

whenever the actual location of the facility is within the 

commissioned width of the FAC facility, establish 

marker/locator coordinates where the marker major axis 

intersects the actual FAC. Where the actual location of 

the facility is outside the commissioned width of the 

actual FAC, establish a separate suitable intersection or 

fix on the actual FAC. In situations where IAPs are 

established to adjacent parallel runways and the facility is 

located within the commissioned FAC width for both 

runways, use the marker/locator on one IAP, and establish 

a separate fix for the other IAP. Use the actual 

coordinates of the NDB (LOM/LMM/LIM) for NDB 

approach procedures. In those instances where the 

coordinates on the -2 reflect the intersection of the marker 

major axis and the actual FAC, indicate such in remarks. 

EXAMPLE: 

 "Coordinates reflect location on loc/az centerline 

 abeam the [Facility Name LOM or OM]. Actual 

 facility location is 123456.78N/0123456.78W." 

 (3) MINIMUM TURNING ALTITUDE 

(MTA). When an MTA is required by TERPS 

Volume 1, paragraph 1714(c), enter the MTA in the 

REMARKS section. 

EXAMPLE: 

 MINIMUM TURNING ALTITUDE(S): AIR-

 CRAFT PROCEEDING: MLD V465 JAC V330 

 IDA, OR MLD V465 JAC V520 DBS, OR IDA 

 V330 JAC V520 DBS, MUST MAINTAIN 15800 

 OR HIGHER UNTIL ESTABLISHED ON 

 CENTERLINE OF V330 OR V520 W BOUND. 

 (4) DISPLACED THRESHOLD. If a facility 

used for fix make-up is a runway and the runway has a 

displaced threshold, list the displaced threshold 

coordinates. 

 EXAMPLE: 

 KBOS R04R DISPLACE THRESHOLD 

 COORDINATES: 422114.55N - 0710037.27W 

g. BLOCK 4. AIR TRAFFIC REQUESTS 

APPROVAL OF REFERENCED FIX FOR: 

 (1) NAME. Enter the name of the fix. (see 

paragraph 841b). This block will assist in correlating 

front and backsides of the form. 

 (2) REPORTING POINT. Indicate whether a 

compulsory or an on-request reporting point is required. 

Indicate the airspace structure for which the fix is desired 

(see also paragraph 841a). 

 (3) HOLDING. Enter the minimum and 

maximum holding altitudes authorized for the aircraft 

speed categories used. Enter the template number of the 

holding pattern required for the highest altitude 

authorized in low and high strata for each speed category 

and for each holding pattern. When no holding is 

specified, leave blank. For VOR/DME RNAV, the 

distance from the waypoint to the reference facility must 

be applied as the “fix-to-NAVAID distance” in table 2 of 

Order 7130.3, Holding Pattern Criteria 

(4) HOLDING AREAS. Check the appropriate box to indicate whether all holding is completely 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-22 Par 841 

within controlled airspace and clear of restricted and/or 

warning areas. When holding is not completely within 

controlled airspace or clear of restricted and/or warning 

areas, an entry must be made in the REMARKS section 

indicating the action required by ATC. When no holding 

is specified, leave blank. 

EXAMPLE: 

PRIOR COORDINATION REQUIRED WITH 

CONTROLLING AGENCY FOR HOLDING 

OVER R-5503A/B AND/OR BRUSH CREEK 

MOA. 

h. BLOCK 5. CHART PUBLICATION. Check 

the appropriate box to indicate whether charting is 

required or not required. For a “special” SIAP, check 

“NOT REQUIRED.” If charting is no longer required, 

leave the “REQUIRED” block blank. When charting is 

required, check the appropriate box(es) indicating the fix 

and holding charting requirements for: AREA – Area 

Chart; DP – Departure Procedure/SID; STAR – Standard 

Terminal Arrival; JAL – Joint Approach Landing; AL – 

Approach Landing; CONTROLLER – Controller Chart; 

E/R LOW – En route Low Chart; E/R HIGH – En route 

High Chart. Use the JAL column for all military SIAP 

charting, low and high.

i. BLOCK 6. ATC COORDINATION. Enter the 

date, air traffic facility ID and type, and name of the ATC 

individual who initiated/coordinated the fix. 

 j. BLOCK 7. CONTROLLING OBSTRUCTIONS. 

 (1) Documentation. 

 (a) SPEED. Enter the highest aircraft speed 

category used for the pattern. 

EXAMPLE: 230 

 (b) OBSTRUCTION. Enter the description 

of the controlling obstruction, and the obstruction 

identifier if applicable in parenthesis. 

 EXAMPLE: TOWER (KORD0045) 

 

 (c) COORDINATES. Enter the latitude and 

longitude, with compass points, of the obstruction to the 

nearest hundredth of a second. 

 EXAMPLE: 573129.97N/0701658.77W 

 (d) ELEVATION. Enter the MSL elevation 

of the obstruction to the nearest foot and the applicable 

accuracy code (if used) in parenthesis. 

 (e) TEMPLATE. Enter the pattern template 

number corresponding to the minimum holding altitude 

for the pattern. 

 EXAMPLE: P-4 

 (f) DETERMINATION. Enter the method 

used to determine the controlling obstruction. 

 EXAMPLE: IAPA AND MAP STUDY 

 (2) Holding Pattern Analysis. Analyze holding 

patterns incrementally for all altitudes requested by ATC 

and for all speed categories. Except for COPTER 

approaches, do NOT use less than pattern template 

number 4. Apply appropriate obstacle clearance to all 

obstacles within each template area. Some time may be 

saved by initially evaluating the patterns for the highest 

speed group. If the same controlling obstruction or 

minimum holding altitude results, document the 

obstruction and the associated smaller pattern template 

number; the evaluation is then complete. If the minimum 

holding altitudes differ, a more detailed incremental 

analysis is necessary. 

 (3) Unusable Holding Altitude. Where 

unusable holding altitudes are found, document the 

controlling obstruction and associated pattern template 

number for first usable holding altitude above and/or 

below the unusable altitude(s), and restrict holding 

accordingly. Restrict holding in the REMARKS section. 

EXAMPLE: 

HOLDING RESTRICTED TO 5,000′ 

HOLDING NOT AUTHORIZED ABOVE 6,000′

HOLDING NOT AUTHORIZED FROM 2,100′

THROUGH 3,900’ OR FROM 6,100′ THROUGH 

8,000′

HOLDING NOT AUTHORIZED BELOW 5,000′

 (4) Climb-In-Hold. Evaluate climb-in-hold as 

appropriate, IAW Order 7130.3, paragraph 2-28. 

Document the evaluation in the REMARKS section. 

Include the aircraft speed category used in parenthesis. 

NOTE: If other than 310 Knots (200/230 Knots for 

holding patterns restricted to 175 KIAS) is used, the 

procedure must be annotated with the maximum 

airspeed allowed to conduct a climb-in-holding (see 

paragraph 856f). 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 841 Page 8-23 

 EXAMPLE: 

 CLIMB-IN-HOLD EVALUATED (310K) 

 k. BLOCK 8. FLIGHT INSPECTION. Enter 

AVN-200 and the verification date. The word 

“PENDING” is appropriate for facility rotations for which 

hard dates are established; and may be used for any fix on 

original/amended IAPs forwarded under the provisions of 

Order 8260.26, Any changes required as a result of flight 

inspection findings would necessitate a revised 8260-2. 

Leave blank for oceanic waypoints identified by longrange navigation equipment. 

 l. BLOCK 9. REVISION RECORD. Enter the 

revision number. The revision date will be the date of 

AVN-100 APPROVAL. Enter the superseded revision 

number and date. When the fix is an original, enter 

“ORIG” in the REVISION NO. Block. 

m. BLOCK 10. REASON FOR REVISION. List 

the reason(s) for the revision. Make “concurrent with” 

entries if needed. 

EXAMPLE: 

 ADDED FACILITY 3 TO FIX MAKE-UP 

 RAISED PATTERN 4 MINIMUM HOLDING 

 ALTITUDE FROM 3,000′ TO 4,000′

 CONCURRENT WITH JACKSON HOLE, WY, 

 VOR/DME RWY 36, AMDT 3 

 n. BLOCK 11. INITIATED BY. For AVN 

developed fixes, enter the date, branch, and name of the 

specialist. For all other developed fixes, enter the date 

organization/company, and name of the individual 

requesting the fix. 

o. BLOCK 12. DEVELOPED BY. Enter the date, 

office, and name of the AVN specialist that completed or 

reviewed the fix. 

 p. BLOCK 13. AVN APPROVAL. Enter the 

date, branch, name, and signature of the AVN-100 Branch 

Manager, or his/her delegated representative, approving 

the fix. 

 q. BLOCK 14. DISTRIBUTION. 

(1) AVN-100 must distribute the approved 

8260-2s for instrument procedure fixes, including military 

fixes as defined in table 8-1. 

 (2) Enter the office symbol or abbreviation in 

the appropriate boxes. 

 (3) For U.S. Army fixes, distribute 8260-2s 

IAW Order 8260.15, United States Army Terminal 

Instrument Procedures Service. 

 (4) AVN-100 will send the original 8260-2s on 

Specials to ATA-110 when notified that the Special has 

been approved by AFS-420. 

842-849. RESERVED.
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-24 Par 850 

SECTION 7. COMPLETION OF FAA FORMS 8260-3/5 

850. GENERAL.

This section contains information applicable to the 

completion of 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. 

851. TERMINAL ROUTES.

The information described in the Terminal Route section 

along with data entered on line 1 or 2 is used to develop 

the planview of the instrument approach chart. 

 a. From-To columns. List routes from fix to fix. 

Establish terminal routes that require a course reversal 

direct to the fix or facility from which the course reversal 

is authorized. Signify dual-use fixes (e.g., where hold-inlieu-of-PT is established at the FAF or IF) as (FAF/IAF)

or (IF/IAF). 

 (1) Enter IAF designations "(IAF)" in the 

"FROM" column after each fix satisfying the 

requirements of the parenthetical initial approach fix (see 

paragraphs 805i and j). 

 (2) Enter intermediate fix designator "(IF)"

in the "FROM" column after the fix satisfying the 

requirements of the parenthetical intermediate fix (see 

paragraph 805j(4)). 

 

 (3) Enter NoPT in the "TO" column for initial 

segments that permit elimination of the procedure turn. 

Designate the intermediate segment NoPT only if 

necessary to clarify the procedure. Do NOT designate as 

NoPT a segment after a course reversal fix (see paragraph 805g(2)). 

 (4) Enter CW for clockwise or CCW for 

counter-clockwise in the "FROM" column for arc 

segments. When entered, this information must precede 

the "(IAF)" as applicable. Enter the name of the fix to 

which an arc segment connects in the "TO" column. 

 (5) Describe feeder or initial routes based on 

dogleg segments as fix-to-fix. For a dogleg to a fix on 

the extended final approach course (FAC), enter the 

heading and FAC in the course/distance column (see 

paragraph 851b(3). Specify each segment on a separate 

line. Establish common initial segment altitudes. Where 

not possible, establish separate procedures. The DR initial 

is one segment. 

 (6) For RNAV (GPS) IAPs, document the 

MAP in the “FROM” column; e.g., RW18L (MAP).

 (7) For RNAV (GPS) IAPs, document the 

RNAV leg type, whether a WP is fly-by (FB) or fly-over 

(FO), and waypoint description code(s) for approach as 

well as missed approach segments, in the “TO” column, 

as appropriate; e.g., UNAVY (NOPT) (TF) (FB) (43A); 

and for missed approach, ECCHO (DF) (FO) (43M). 

Additionally, waypoint description code(s) must be listed 

in the "FROM" column. Establish the missed approach 

holding WP (clearance limit) as a FO waypoint. 

NOTE: Waypoint description codes are defined by 

specifying a column number and Alpha character as 

defined in appendix 12. There may b e more than 

one waypoint description code associated with a fix. 

ARINC Specification 424, Navigation System 

Database, is the source of this information. 

 b. Course/Distance Column. Specify the course 

and distance for each route segment, except for RNAV 

DF legs. Enter the actual magnetic course to the 

hundredth of a degree, and distance to the hundredth of a 

mile. NACO 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). 

 251.33/7.89 (M-AVE). 

 (3) Where there is a DR route defined from 

fix to fix via two segments (dogleg), and there is no 

altitude change between segments, the course, distance, 

and guidance must be identified for each segment in one 

single entry. Establish a CNF at the intersection of the 

heading leg and the next segment. Document the CNF on 

Form 8260-2 and provide charting instructions in the 

associated Additional Flight Data section (see paragraph 857v. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 851 Page 8-25 

 130.49/7.10 (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 used in an arc segment: 

14.00 DME Arc. 

 (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-300). 

 c. ALT Column. Enter the altitude authorized for 

the route, except for an RNAV (GPS) missed approach 

segment from the MAP to a turn WP. When the routing 

requires a course reversal, the altitude authorized must not 

be lower than the course reversal altitude. The altitude 

authorized for any terminal route must be no lower than 

the altitude authorized for succeeding segments. Where 

more than one segment joins at a common fix, a 

common altitude must be selected. Where a localizer 

segment fix minimum altitude differs from that required 

for ILS, enter the ILS minimum altitude. Directly below 

this value, enter the LOC minimum altitude followed by 

the same attention symbol used in paragraph 852d(1) so 

that both plan and profile views are identically annotated. 

When mandatory or maximum altitudes are an operational 

necessity, document the limitations in Additional Flight 

Data (see paragraph 857t). A standardized 3-degree 

descent angle must be used where feasible. 

852. LINES 1 THROUGH 8. 

a. Line 1. 

 (1) Enter procedure turn (PT) side of 

course as left or right of the outbound course; i.e., the 

large side of the template. Enter the outbound course 

to the hundredths of a degree, procedure turn altitude, 

procedure turn distance, and name of fix from which 

the procedure turn is authorized as follows: 

PT L side of CRS 018.13 outbound, 2300 ft. 

within 10 mi. of MELIS INT (IAF). 

 (2) When an obstacle in the PT entry zone

precludes early descent to PT altitude, enter the 

altitude restriction in Additional Flight Data as 

"Chart (altitude) prior to (PT Fix) in profile."

 (3) Enter "NA" following "PT" when a 

course reversal is not authorized. 

(4) Leave line 1 blank where hold-in-lieuof-PT or a teardrop course reversal maneuver is 

established. 

 

 b. Line 2. 

 (1) Where a SIAP requires a teardrop

course reversal maneuver, enter the data in 

accordance with the following examples: 

 Collocated facility: 

Teardrop R-160 outbound, R-355 inbound, 

4,300 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, 3,000 ft. to KENNY 

OM/INT. 

 (2) Where a SIAP requires a holding 

pattern in-lieu-of-PT (see TERPS Volume 1, 

paragraph 234e), establish the direction of holding 

based on the inbound course as shown in figure 8-2. 

Enter holding data 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 W 

 113-157 NW 

 158-202 N 

 203-247 NE 

 248-292 E 

 293-337 SE 

Figure 8-2. Holding Pattern Directions 

 (3) On procedures that do not authorize

a PT or holding pattern, enter the fix/facility from 

which the profile is to start. The profile must include 

the intermediate fix. If required for clarity, the 

profile may be extended to include all fixes 

established on the final or intermediate course. 
8260.19C CHG 3 7/14/03

Page 8-26 Chap 8 

Par 852 

Profile starts at STING. 

 c. Line 3. 

 (1) Enter the final approach course (FAC) on 

all procedures. Enter the exact electronic course to a 

hundredth of a degree. NACO will chart to the nearest 

whole radial/course for publication. The FAC is 

determined as follows: 

 (a) ILS, MLS, LOC, SDF, and LDA 

procedures - enter the official course alignment based on 

antenna location and orientation. 

 (b) RNAV procedures - enter the course 

established by NFPO computation. 

 (c) NDB, VOR, and TACAN procedures 

- enter the computed magnetic radial/course/bearing or 

reciprocal unless flight inspection establishes otherwise 

(see paragraph 857i). If other than the computed value, 

enter both values in the Remarks section of the 

Form 8260-9 (see paragraph 860c(8)). 

 (2) Enter FAF where applicable. Enter a FAF 

for all procedures, except those procedures without a FAF 

that use on-airport facilities, or ILS/MLS procedures that 

do not authorize LOC/AZ-only or circling. On RNAV 

forms, enter the named FAF. 

 (3) Enter the distance from the FAF to the 

MAP in miles and hundredths. For non-RNAV 

procedures, enter a dash when the time/distance table is 

not required for determination of the MAP, such as when 

the MAP is a facility or fix. Leave blank for on-airport 

NoFAF SIAPs. All RNAV procedures must have the 

FAF to MAP distance specified (a time/distance table will 

not be published on RNAV procedures). 

NOTE: It may be necessary to define MAP with a 

time/distance table when criteria do not permit use of 

DME to define the MAP (e.g., DME satisfactory to 

define FAF but MAP signal source exceeds 23° 

angular divergence). 

 (4) Enter the distance from the FAF to the 

runway landing threshold, or abeam, if straight-in 

minimums are authorized, to the nearest hundredth of a 

mile. Leave blank for circling-only and on-airport 

NoFAF SIAPs, and COPTER point-in-space approaches. 

 d. Line 4. Enter fixes and minimum altitudes that 

are to be depicted on the profile view. On procedures that 

do not authorize a procedure turn or holding pattern, the 

facility or fix designated as the start of the profile in line 2 

must be the first fix/facility entered on line 4 (see 

paragraph 805j(3)). Where radar vectors are required for 

procedure entry, ensure the relevant minimum altitude 

shown is not lower than the MVA at the IF. 

 (1) Fix altitudes established on ILS for 

LOC-only use should be coincident with the glide slope 

when possible. Where the fix altitude is not within 

20 feet of the glide slope, annotate it for LOC use as 

follows: 

 

 MIN ALT CAROL 1600* 

 *LOC only 

 

 NOTE: This notation is not used when the 

nonprecision FAF altitude is the same as GS 

intercept altitude. 

 (2) Enter all fixes and minimum altitudes

after completion of procedure turn, including any fixes 

associated with the procedure turn or intermediate 

segment, and including t e FAF and any final stepdown 

fixes. Enter the IAF and minimum altitude when required 

for obstruction clearance in the PT entry zone (see 

paragraph 852b). 

NOTE: Do not enter a fix on line 4 that is positioned 

on the profile prior to the procedure turn or holding 

point unless the fix is required for obstacle clearance 

or noise abatement after completion of the PT. 

 (3) Make no entry on line 4 for on-airport 

facilities with a single set of minimums and no stepdown 

fix, except as noted in paragraph 852d(2) above, since the 

minimum altitude over the facility is determined by the 

MDA. 

 (4) For procedures with a FAF, an entry on 

line 4 is required for the FAF and the stepdown fix(es), if 

established. 

 (5) For procedures with a stepdown fix, enter 

the lowest MDA at the stepdown fix authorized for 

aircraft that cannot receive the stepdown fix. If an MDA 

increase is required when a remote altimeter setting is 

used, the stepdown fix should be annotated to reflect the 

necessary altitude adjustment as follows: 

 MIN ALT: PAULA 1420*

 *1540 when using (location) altimeter setting. 

 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 852 Page 8-27 

e. Line 5. (Form 8260-3). Enter distance in miles 

and hundredths to the threshold from the FAF/PFAF or 

OM and MM. On Category II and III ILS procedures, 

enter distance in feet to the threshold from the IM 

and 100 HAT points; enter a dash if not appropriate. On 

Categories I, II, III, enter distance in feet from the 

threshold to a point abeam the GS antenna (for ILS), and 

abeam the elevation antenna (for MLS). For RNAV 

procedures, leave blank. 

 f. Line 6. (Form 8260-3). 

 (1) Enter minimum GS/GP intercept 

altitude, rounded to the next higher 100-foot increment. 

 (2) If a fix or facility is located on the final 

approach course between the precision FAF (GS/GP 

intercept) and the nonprecision FAF, enter the name of the 

fix or facility and the GS/GP elevation in feet. Where 

nonprecision minimums are not published, establish a fix 

and associated GS/GP altitude. For RNAV procedures, 

leave blank. 

 (3) Enter the altitude of the GS/GP in feet at 

the OM, MM, and the IM. If not installed, enter a dash. 

For RNAV procedures, leave blank. 

NOTE: GS/GP altitude computations contained in 

TERPS Volume 3 include earth curvature (EC) 

values. 

 g. Line 7. (Form 8260-3). 

 (1) Enter the computed VNAV angle, LPV 

angle, or the commissioned ILS/MLS/TLS angle (as 

appropriate) to nearest hundredth of a degree. This angle 

must be used to make calculations entered in lines 5, 6, 

and 7. 

 (2) Enter the threshold crossing height 

(TCH) to the nearest tenth (.1) of a foot. For facilities 

flight inspected under Order 8240.47, the RDH is the 

TCH, unless ARDH is used. When a threshold is 

displaced, enter the TCH over the displaced threshold, but 

do not identify it as such. If the TCH over the displaced 

threshold is below the minimum value specified in 

TERPS Volume 1, table 18, enter the TCH values at the 

displaced threshold and runway end as shown in the 

following example: 

 TCH 32.4 at displaced THLD; 67 at runway end. 

NOTE: Flight inspection, as well as instrument 

databases, must be based upon the same GP 

orientation elevation. Use ASIS/AIRNAV as the 

official data source. 

 (3) For RNAV procedures, state whether the 

34:1 obstacle assessment (see TERPS, Volume 1, 

paragraph 251) is clear or not; e.g., 34:1 is clear or 34:1 is 

not clear. If the 34:1 surface is not clear, those obstacles 

will be identified on Form 8260-9. 

h. Line 8.

 (1) Enter the identification and type of 

facility from which the MSA is computed. On ILS and 

LOC procedures, an NDB or VOR facility located on the 

localizer course must be used to provide MSA information 

when available. If an omni-directional NAVAID is not 

available on the LOC course, the primary omni-directional 

NAVAID serving that area must be used. When the MSA 

facility is an LOM, enter only the identification and type 

of facility. For RNAV, enter the named MAP waypoint, 

or, if at threshold, the appropriate identifier; e.g., RW16 or 

RW16R. For VOR/DME RNAV, enter the named RWY 

WP for straight-in, or named APT WP for circling. 

 (2) Enter the MSA information clockwise by 

sectors, if used. Do NOT establish sectors for MSAs on 

RNAV procedures. Sectors are referenced to bearings 

from the primary omni-directional NAVAID as follows: 

 MSA from OAK VORTAC 360-170 4900, 

 170-360 3700.

 (3) Provide a single MSA only when the 

altitude difference between all sectors does not exceed 

300 feet as follows: 

 MSA from XYZ VORTAC 7700. 

 MSA from RW16R 7700. 

 MSA from WGNUT 7700. 

 (4) Enter the radius of the sector if more than 

25 NM; and when the facility-to-airport distance exceeds 

25 NM, use a radius of up to 30 NM maximum to include 

the airport landing surfaces as follows: 

 MSA from ABC VORTAC 060-150 2300, 

 150-240 3000, 240-330 3600, 330-060 4200 

(28 NM).

 (5) Where more than one procedure for an 

airport is established on the same facility, the MSA sector 

divisions must be identical for each procedure. 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-28 Par 852 

 (6) Amend procedures anytime the MSA

value does not provide the minimum ROC. 

853. TAKEOFF AND ALTERNATE MINIMUMS.

 a. Takeoff Minimums. Where takeoff minimums 

for all runways at the airport are standard, check the 

"STD" box, and do not use Form 8260-15. If takeoff 

minimums for any runway are other than standard or if 

IFR obstacle departure procedures are in effect at the 

airport, check the box titled "See Form 8260-15 for this 

Airport" and complete Form 8260-15 in accordance with 

Order 8260.46. For COPTER procedures, leave both 

boxes blank. SIAP amendments specifically to address 

origination or cancellation of a Form 8260-15 are no 

longer necessary. NACO will take action based solely 

upon the Form 8260-15. 

 b. Alternate Minimums. 

 (1) To qualify for alternate minimums, an 

airport must have weather reporting at the airport and the 

weather must be reported on Service A weather 

sequences. Commercial operators who have an approved 

weather reporting service may be authorized alternate 

minimums without the requirement for Service A hourly 

aviation reports. 

NOTE: Alternate minimums are authorized on 

RNAV (GPS) SIAPs. 

 (2) Chapter 2 of this order defines facility 

monitoring categories (1, 2, 3, and 4) and utilization of 

these categories. Alternate minimums must not be denied 

on precision SIAPs if the OM or authorized substitute 

does not have a remote status indicator. This is because 

the ILS/MLS is monitored, and the GS/GP provides 

intercept and descent guidance. However, this does not 

apply to nonprecision SIAPs or the LOC/AZ portion of 

an ILS/MLS SIAP; i.e., deny alternate minimums on a 

nonprecision SIAP if the facility is not monitored. 

 (3) Enter alternate minimums in the space 

provided. If sufficient space is not available in the 

Alternate Minimums block for all necessary data, the 

entry may be continued in the NOTES section or placed 

entirely on Form 8260-10. If continued in the NOTES 

section, separate the data from the landing minima notes 

by placing the data to the right side of the block. When 

necessary to use Form 8260-10, state: "Continued on 

Page 2" in the Alternate Minimums block. 

 (4) When alternate minimums are standard, 

enter the word "Standard"; when not authorized, place 

an "X" in the "NA" box. When part-time, or higher than 

standard for some categories, enter "Standard #" and 

annotate the appropriate condition by separate standard 

Note:

 

# NA when control tower closed. 

# CAT D 1000-3

 (5) When alternate minimums are nonstandard; e.g., higher than standard for each category 

available for certain users, etc., do NOT place an X in the 

NA box. Enter # next to the "NA" box and annotate the 

appropriate condition by separate standard Note: 

# NA except standard for operators with 

approved weather reporting service. 

 

 # CAT A, B 900-2, CAT C 900-2 1/2, CAT D 

1000-3

 (6) Make separate entries for the complete 

ILS/MLS and for the LOC/AZ-only on the Form 8260-3. 

Place reference symbols appropriately; e.g., (ILS: # or 

LOC: Standard @). Use standard Note: 

 # CAT A, B, C 800-2, CAT D 800-2 1/2 

 @ CAT D 800-2 1/2 

854. MINIMUMS.

 a. General. Enter minimums in boxes provided. 

When dual minimums are authorized, additional boxes 

may have to be constructed. Enter straight-in minimums 

where rate of descent and alignment criteria are satisfied. 

Do NOT deny or cancel straight-in minimums in order to 

circumvent grant agreements that have been established 

under airport development programs. If criteria do not 

permit authorizing straight-in minimums, publish circling 

minimums only. 

 b. When a 10-mile procedure turn (or greater) is 

established, Category A, B, C and D minimums may be 

authorized. 

 c. When a 5-mile procedure turn is established,

only Category A minimums are authorized; enter NA in 

the VIS column for Category B, C, and D aircraft. For 

COPTER procedures, delete the letter "A" and insert the 

word "COPTER", and leave B, C, and D blank.
7/14/03 8260.19C CHG 3 

Chap 8 

Par 854 Page 8-29 

 d. When specific minimums are not authorized, 

enter NA in the VIS column for the appropriate Category. 

 e. On runways under 4,000 feet in length,

coordinate with the airport sponsor/operator to determine 

what categories of aircraft use the instrument approach 

procedure(s). Where Category D minimums will not be 

authorized, enter NA in the VIS column for Category D 

aircraft. 

 f. Make no entry in the Category E boxes, except 

where a valid military requirement exists. Use TERPS 

Table 10 to establish Category E minimums. However, 

these minimums must not be lower than civil Category D 

minimums. Do not authorize ILS Category II or III 

minimums for Category E military aircraft. 

 g. Types of Minimums. The types of minimums 

must be entered as "S- (Runway No.)" for straight-in 

minimums, "Circling" for circling minimums, and 

"Sidestep (Runway No.)" for sidestep minimums (see 

paragraph 405h). 

 (1) For COPTER procedures, on Forms 

8260-3/ 4/5/7, enter “H-. For COPTER SIAPs straight-in 

to a runway," enter “H-(runway designation).” For all 

other COPTER SIAPs, enter “H-(numerical identification 

of the final approach course)”. 

 

 (2) For RNAV (GPS) procedures, establish 

minimums for LPV, LNAV/VNAV, and LNAV. Label 

minimums for current standalone GPS approaches 

transferred to the new RNAV (GPS) plate, and the new 

nonprecision RNAV procedures, as “LNAV.” Insert the 

term “DA” at the right edge of the minima box containing 

the terms LPV and LNAV/VNAV.” Insert the term 

“MDA” at the right edge of the minima box containing 

the term LNAV.

 h. DA/MDA. Enter the Decision Altitude (DA) or 

MDA authorized by criteria as an MSL value in each of 

the appropriate DA/MDA boxes by category of aircraft. 

 i. VIS. Enter the visibilities authorized by TERPS, 

Volume 1, Chapter 3. RVR authorized on runways to 

which straight-in minimums are published must be entered 

in feet; e.g., 4,000, 2,400, 1,800, etc. 

 (1) When an RVR 1800 is authorized under 

Order 8400.13, Procedures for the Approval of 

Special Authorization Category II and Lowest Standard 

Category I Operations, enter a separate line of minima 

immediately below the standard minimums. Separate 

them with the heading "SPECIAL AIRCREW AND 

AIRCRAFT CERTIFICATION REQUIRED." 

 (2) See paragraph 404 of this order for 

guidance on using RVR on adjacent runways. 

 j. HAT/HAA. 

 (1) HAT. Enter height above touchdown zone 

elevation when straight-in minimums to a runway 

(including COPTER) are authorized. For COPTER 

straight-in and Point-in-Space (PinS) SIAPs noted to 

“proceed visually” to the landing site, enter "HAL." For 

COPTER PinS IAPs noted to “proceed VFR” to the 

landing site, enter "HAS." See paragraphs 857p and 858. 

When evaluating host nation procedures, where TDZE is 

not available, use runway threshold elevation to determine 

HAT. If neither is available, use airport elevation. 

 (2) HAA. Enter height above airport elevation 

for circling minimums. 

k. ILS Category II/III. Include Category II/III 

minimums when authorized in the NOTES section 

immediately below the MINIMUMS boxes. Establish 

Category II minimums only for 100′ HAT, and 1600 and 

1200 RVR. Enter these minimums as follows: 

 (1) "Category II ILS Special Aircrew and 

Aircraft Certification Required S-ILS 32L: DA 756 

MSL, 104 RA, RVR 1200, HAT 100; CAT A, 

B, C, D."

NOTE: If a Category II procedure is developed 

under Order 8400.13, that is lacking ALSF and/or 

TDZ/CL lighting systems, enter the following in the 

NOTES section for publication on the approach 

chart: "Chart note: Procedure does not meet ICAO 

standard for ALSF/TDZ/CL lighting systems. 

Authorization to conduct this approach requires 

specific OpsSpec approval or LOA for this 

runway." 

 (2) "Category III ILS Special Aircrew and 

Aircraft Certification Required. S-ILS-32L: CAT 

IIIa RVR 700; CAT A, B, C, D. CAT IIIb RVR 600; 

CAT A, B, C, D. CAT IIIc NA.”

 l. Dual Minimums. Enter dual minimums, when 

authorized. Do not publish dual minimums unless a 

60-foot operational advantage is obtained or a reduction in 

visibility can be achieved. To avoid proliferation of 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-30 Par 854 

dual minimums, all IFR aircraft are assumed to have at 

least one VOR receiver. Dual minimums based on a 

stepdown fix combined with local and remote altimeter 

settings could result in four sets of minimums. When two 

remote sources are used, treat the source resulting in lower 

minimums as the “LOCAL” altimeter setting source in the 

following paragraphs. Document only two sets of 

minimums. The combinations authorized are minimums 

with and without a stepdown fix; or minimums with local 

and remote altimeter settings. 

 (1) When authorizing minimums with and 

without a stepdown fix and which also require local and 

remote altimeter settings, enter the minimums with and 

without the stepdown fix based on the LOCAL altimeter 

in the two sets of minimums boxes. Address the 

minimums with and without the stepdown fix based on the 

REMOTE altimeter setting in a Note and include the 

applicable visibility increases. Establish the required 

visibility as stated in paragraph 404. 

NOTE: Normally an airport with an ILS does not 

have a remote altimeter setting. But where this does 

occur, the MDA adjustment might not be suitable 

for DA adjustment; i.e., the adjustment might be too 

great, and the visibility adjustments might differ. 

 (a) Compare visibilities to determine Note 

format: 

 1 Where precision and nonprecision 

visibility adjustment is the same, enter the following in the 

NOTES section: "Chart note: When local altimeter 

setting not received, use (location) altimeter setting 

and increase all DAs/MDAs 60 feet, and all visibilities 

1/2 mile." Use this Note also when visibility is affected 

in ALL categories; apply the greatest visibility increase. 

 2 Where precision and nonprecision 

visibility adjustments differ and visibility is affected in all 

categories, apply the greatest visibility increase to all 

categories and define application as follows in the 

NOTES section: “Chart Note: When local altimeter 

setting not received, use (location) altimeter setting: 

increase DA to 287 feet and all visibilities 1/4 mile; 

increase all MDAs 60 feet and all visibilities 

1/2 mile."

 3. Where precision and nonprecision 

visibility adjustments differ and visibility is NOT affected 

in all categories, apply the greatest visibility increase only 

to those categories which are affected and define 

application as follows in the NOTES section: “Chart 

note: When local altimeter setting not received, use 

(location) altimeter setting: increase DA to 287 feet 

and visibility CAT D 1/4 mile; Increase all MDAs 

60 feet and visibility CATs C and D 1/2 mile."

NOTE: CAT A is not affected until the HAT is more 

than 880 feet; CAT B is not affected until the HAT is 

more than 740 feet. 

 (2) When dual minimums are appropriate with 

local and remote altimeter settings, enter the title: 

"(LOCATION) ALTIMETER SETTING MINIMUMS" over the second set. 

 (a) When a procedure DOES contain a 

stepdown fix, but has only local or only remote altimeter 

setting minimums, enter the straight-in and circling 

minimums required without the stepdown fix 

in the first set of boxes. Enter the straight-in and circling 

minimums required with the stepdown fix in the second 

set of boxes. 

 (b) When a procedure does NOT contain 

a stepdown fix, but has both local and remote altimeter 

setting minimums, enter the local altimeter setting 

minimums in the first set of boxes and the remote 

altimeter setting minimums in the second set of boxes. 

Use the following Note: “Chart note: When local 

altimeter setting not received, use (location) altimeter 

setting."

NOTE: When the situation in paragraph 854l(1)(a)1 

applies, a note is preferable to a second set of 

minimums. 

 (c) When a procedure does NOT contain 

a stepdown fix, but has two sets of part-time remote 

altimeter setting minimums, enter the lower minimums in 

the first set of boxes, and the higher minimums in the 

second. 

 (3) Stepdown fixes. 

 (a) On procedures where the course 

guidance and stepdown fix are obtained from different 

VOR facilities, publish two sets of minimums. 

 (b) On procedures where the course 

guidance and stepdown fix are obtained from different 

NDB facilities, publish two sets of minimums. 

 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 854 Page 8-31 

 (c) Where paired DME is used and the 

procedure is NOT identified: ".../DME", use the fix name 

in the title: "NIXON FIX MINIMUMS." 

 (d) Where non-paired DME is used, as 

above, place an attention symbol (*) next to the title (e.g., 

NIXON FIX MIMIMUMS*), and enter the following in 

Additional Flight Data: "*DME from XYZ VORTAC." 

 (e) On procedures where the course 

guidance and the stepdown fix are obtained from

facilities, which are of different types, publish two sets of 

minimums. Use one of the following titles to identify the 

dual minimums: 

 1 On procedures where the fix is 

predicated on DME only: "DME MINIMUMS."

 2 On procedures where a fan marker 

is used for the stepdown fix: "FM MINIMUMS."

 3 On procedures where the stepdown 

fix is identified by radar only: "RADAR MINIMUMS." 

NOTE: When radar fixes are specified, ATC must 

agree to provide the radar service on a continuous 

basis and the fix must be identified on the video map 

or map overlay. 

 (f) On procedures where course 

guidance and a stepdown fix use the same type of 

receiver, annotate in the minimums box that dual 

receivers are required; e.g., "AGNES FIX MINIMUMS 

(Dual VOR receivers required)" or "AGNES FIX 

MINIMUMS (Dual VOR receivers or DME required)." 

m. Landing Minimums Limitations. Minimums 

are affected by a number of different circumstances and 

conditions. Examples are enumerated below indicating 

the appropriate action to be taken. 

 (1) Day and Night Minimums. The authorized 

minimums apply to both day and night conditions unless 

otherwise restricted. AVN-100 must determine the 

operation of ALL lighting aids PRIOR to authorizing 

night minimums. Permanently installed runway edge 

lights (including threshold/runway end lights), defining 

the lateral and longitudinal boundaries of the runway, 

must be operating to support night minimums (see AC 

150/5340-24). Airport or runway boundary lights are 

NOT adequate for night landing minimums unless the 

entire area between such lighting is suitable for landing. 

In special cases, portable runway lights may be used 

temporarily as described in AC 150/5345-50. 

 (2) Restriction of Night Minimums. When 

night minimums are not authorized or are higher than day 

minimums, a restriction must be entered in the NOTES 

section to deny night minimums or to specify increased 

night minimums. 

 (a) If unable to authorize night minimums, 

use: "Chart note: Procedure NA at night." See also 

paragraph 854m(13). 

 (b) If increased night visibility is required 

by environmental conditions, such as extraneous lighting, 

use: " Chart note: Night visibility minimum__miles."

 (c) When straight-in minimums are 

published to an unlighted runway, but another runway is 

lighted, use: "Chart note: Straight-in minimums NA 

at night."

 (d) When only circling minimums are 

published and at least one runway is lighted, a note is not 

required for non-lighted runways. When no runways are 

lighted, use: “Chart note: Procedure NA at night.” 

 (e) At an airport with multiple runways 

where straight-in minimums are authorized to a 

lighted runway, but the other runway(s) is/are 

unlighted, a note is not required for the unlighted 

runways.

 (f) When only circling minimums are 

published, and circling is not authorized at night, use: 

“Chart note: Procedure NA at night.”

 (g) When required by TERPS Volume 1, 

paragraph 251, use one of the following: “Chart note: 

Procedure NA at night;” or “Chart note: Straight-in 

minimums NA at night;” or “Chart note: Circling NA 

at night;” or “Chart note: Circling to RWY XX NA at 

night.” 

 (h) When use of the VGSI is required to 

mitigate the requirement in TERPS to light an obstacle 

that penetrates the visual assessment area 20:1 OIS, thus 

permitting night IFR operations, use one of the following: 

“Chart note: When VGSI inop, procedure NA at 

night;" or "Chart note: When VGSI inop, sraightin/circling RWY XX procedure NA at night;" or 

"Chart note: When VGSI inop, circling RWY XX NA 

at night." 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-32 Par 854 

 (3) Inoperative Components and Visual Aids.

The Inoperative Components and Visual Aids Table 

advises the pilot how much to increase published 

minimums when certain components or visual aids are 

known to be inoperative. When the inoperative table 

adjustment is not compatible with the credit that has been 

authorized, add notes to the procedure specifying the 

necessary adjustment. Enter one of the following in the 

NOTES section: 

 (a) When credit has not been given to a 

visual aid to reduce visibility, use: "Chart note: 

Inoperative Table does not apply to MALS 

RWY 30." 

 (b) In many instances, reference to a 

particular component or visual aid is not necessary as no 

portion of the inoperative table is applicable. In this case, 

use: "Chart note: Inoperative Table does not apply." 

 (c) When the inoperative table applies only 

to a few cases, use: "Chart note: Inoperative table 

does not apply to CAT D"; o, "Chart note: 

inoperative table does not apply to S-LOC-31 CATs A 

and B."

 (d) The inoperative table, in certain 

circumstances, does not provide a sufficient increase to 

minimums. When this situation occurs, use: "Chart 

note: For inoperative ALSF, increase S-7 CAT D 

visibility to 1 3⁄4;" or "Chart note: For inoperative 

ALSF, increase S-LOC-7 CAT D visibility to RVR 

5000, and CAT E to RVR 6000."

 (e) Where two sets of minimums are 

published, specify the applicable minimums affected. For 

example, on a VOR approach with DME minimums 

published as the second set, use: "Chart note: VOR 

Minimums: Inoperative Table does not apply to S-30 

CATs C and D. DME Minimums: For inoperative 

MALSR, increase S-30 CAT D visibility to 1 1/4 mile."

Where the note applies equally to both sets of minimums, 

do not specify the minimums. 

 (4) Weather Reporting/Altimeter Setting.

 (a) In accordance with TERPS paragraph 122d, an altimeter setting (local or remote) is 

required to authorize landing minimums. Terminal 

weather observation and reporting facilities (in addition to 

remote facility status monitoring) must be available for 

the airport to serve as an alternate airport. Some airports 

do not have any weather reporting while others provide 

this service on a part-time basis. A number of airports 

have the capability to report altimeter settings only on a 

full-time or part-time basis. Some operators provide 

approved weather reporting services, full-time or parttime, to their own company aircraft or on a contract basis 

to others. Evaluate these factors to determine the type of 

notation that may be required to support landing and/or 

alternate minimums. Enter these restrictuions in the 

NOTES section.

 

NOTE: The phrase "except for operators with 

approved weather reporting service" is used only 

when such service is available. 

 (b) When a remote altimeter setting 

source is available on a 24-hour basis, use of a remote 

altimeter setting on a part-time basis will normally 

coincide with the loss of the local altimeter source; e.g., 

control tower closed, FSS closed, local weather office 

closed, etc. In these instances, use: "Chart note: When 

local altimeter setting not received, except for 

operators with approved weather reporting service, 

use Oakland altimeter setting and increase all MDAs 

120 feet, and all visibilities 1/2 mile." Use city name 

unless more than one source is available in the city; then 

use the airport name; e.g., “Chart note: When local 

altimeter setting not received, use Miami Int’l 

altimeter setting....” Where appropriate, define 

application to DH and/or MDA, or address when visibility 

is NOT affected in all categories, within the standard 

note (see para-graphs 854l(1)(a)1 and 2). 

 (c) State identifiers. Include state 

identifiers ONLY if confusion is possible; i.e., more than 

one city with the same name in close proximity, e.g., 

"Chart note: When local altimeter setting not 

received, use Springfield, MO altimeter setting and 

increase all MDAs 80 feet, and all visibilities 1/2 mile." 

 (d) When an altimeter setting is provided 

at uncontrolled airports, use standard notes described in 

paragraph 855e. 

 (e) When use of remote altimeter setting 

cannot be authorized, use: "Chart note: When Valle 

altimeter setting not received, procedure NA." 

 (f) The adjustment for a remote altimeter 

setting source is cumulative; i.e., it is additional to any 

inoperative component adjustment, terminal segment 

MRA adjustment, or altitude increase to ensure 

communication reception. 

 (g) Round part-time altimeter adjustment 

values to the next higher 20' increment when publishing 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 854 Page 8-33 

a note to increase all MDAs by a specified amount. For 

example, if the adjustment value is 202.35′, specify to 

increase all MDAs by 220′. 

NOTE: Use a part-time remote altimeter setting 

adjustment when determining descent gradient from 

a stepdown fix in final ONLY if used to determine the 

lowest landing minimums. 

 (5) Circling Conditions and Restrictions.

Publish one circling MDA (CMDA) for each aircraft 

category. Where obstructions/terrain would yield 

excessively high CMDAs or environmental concerns 

would prohibit over-flight of specified areas, portions of 

the circling obstruction evaluation area may be eliminated 

through sectorization if instructions clearly define the 

areas where circling maneuvering is not allowed. Identify 

sectors by reference to runway centerlines by entering the 

applicable restriction in the NOTES Section as follows: 

 (a) When a 180° sector is defined by 

restricting circling from one side of a runway, use “Chart 

note: Circling NA E of RWY 17-35.” 

 (b) When a sector less than 180° is 

defined by restricting circling between two runways, use 

“Chart note: Circling NA NW of RWYs 9 and 18.”

 (c) When a sector of more than 180° is 

defined by restricting circling from one side of each of 

two runways, use: “Chart note: Circling NA E of RWY 

18 and NE of RWY 12.”

 (d) When Circling minimums are 

restricted by aircraft category and runway combinations, 

use: “Chart note: Circling NA for CATs C and D NW 

of RWY 6-24.” 

 (6) ILS restrictions. Where flight inspection 

establishes a restriction to the ILS approach, a facility 

NOTAM will be issued, and the restriction will be 

published in the Airport/Facility Directory (AFD). Where 

the restriction affects landing minimums or the MAP, 

issue an FDC NOTAM. Publish a note using the same 

wording as stated in the flight inspection report; e.g., 

"Chart profile note: ILS unusable inside DA." No 

note is required for an unusable LOC back course, or for a 

LOC lateral coverage restriction with no terminal route 

through the restricted area. 

 (a) If the LOC will not provide adequate 

course guidance in the area between the MM and runway 

threshold, use: "Chart profile note: ILS unusable from 

MM inbound." Where an MM is not installed, flight 

inspection may provide a NM distance from threshold, or 

altitude, at which the ILS is not usable. 

 (b) When the GS will not provide 

satisfactory vertical guidance, restrict its use above or 

below a specific altitude. Use: "Chart profile note: GS 

unusable below/above (altitude)."

 (c) When GS indications can be received 

on a LOC back course approach, use: "Chart profile 

note: Disregard GS indications."

 (d) When the rate of reversal in the GS 

exceeds the tolerances of Order 8200.1, United States 

Standard Flight Inspection Manual, section 217, establish 

a restriction for autopilot coupled approach 50 feet above 

the point (MSL) where the out-of-tolerance condition 

exists. Use: "Chart note: Autopilot coupled approach 

NA below 540."

 (e) When terrain, obstacles, descent 

gradient, etc., do not allow the use of a LOC procedure 

associated with the ILS when the GS is not used, place 

NA in the visibility column for each LOC category 

affected. If, in such an instance, another procedure must 

be used instead, enter the following in the NOTES 

section: "Chart planview note: When GS not used, use 

LOC RWY 26 procedure." When circling is authorized, 

but the LOC procedure associated with the ILS is "NA," 

enter the following in the NOTES section: "Chart note: 

Circling requires descent on GS to MDA."

 (7) Simultaneous Approaches. ILS approach 

procedures, which meet the requirements for simultaneous 

approaches, must be annotated as to which runways are 

authorized for simultaneous operations. This information 

will be entered in the NOTES section. For example, if 

simultaneous approaches are authorized to runways 27L 

and 27R, each ILS SIAP must refer to the other ILS 

SIAP; e.g., the following would be entered in the NOTES 

section: "Chart note: Simultaneous approach 

authorized with RWY 27R" (to be noted on ILS RWY 

27L SIAP). 

 (8) Radio Controlled Lights. At many 

locations, lighting aids are radio controlled by the pilot. 

The standard keying system to activate the lights is 

described in AC 150/5340-27, Air-to-Ground Radio 

Control of Airport Lighting Systems. AC 90-42, Traffic 

Advisory Practices at Airports without operating Control 

Towers, establishes Common Traffic Advisory 

Frequencies (CTAF) to be used at uncontrolled airports 

including those with part-time towers. Radio control of 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-34 Par 854 

airport lighting systems from aircraft should be used only 

at airports where ATC facilities are not in operation. 

Existing systems that use frequencies other than the 

CTAF may continue to be used. 

 (9) All Special IAPs issued on Form 8260-7 

must, until further advised, continue to have light 

activation notes. Use: "Chart note: Activate MALSR 

RWY 25, MIRL RWY 7-25 (as appropriate) - CTAF"

(or designated frequency.) 

 (10) PCL Note Charting. Pilot Control 

Lighting (PCL) is depicted on NACO SIAP charts by the 

use of negative symbology. NACO obtains information 

for adding the symbology to SIAPs from NFDC’s 

National Flight Data Digest (NFDD). ATA-110 must 

review each published procedure to ensure that PCL 

charting is correct. 

 (11) Lights by Prior Arrangement. When the 

operation of lights must be arranged for before flight, 

enter the following in the NOTES section: "Chart note: 

Procedure NA at night except by prior arrangement 

for runway lights."

 (12) Lights on Request. When lights are only 

available by radio contact with an FBO, airport manager, 

etc. use: Chart note: Request MIRL RWY 7/22, and 

VASI RWY 22 - CTAF" (or appropriate frequency if 

other than CTAF). 

 (13) Night landing minimums must NOT be 

authorized unless the requirements of AC 150/5340-27 are 

met. See also paragraphs 854m(1) and (2). Use: "Chart 

note: Procedure NA at night."

 

855. NOTES.

NOTE: See also paragraphs 252, 404, 804b, 805f, 

853b, 854i, 854k, 854l, 854m(1) through (13), 871b 

and d, and 872g. 

 a. General. Data entered in this section of 

Forms 8260-3/4/5/7 are items that should appear on the 

published procedure chart as a note; e.g., notes pertaining 

to conditional use of a procedure, notes restricting the use 

of a procedure, and other notes required for procedure 

clarification. Unless dictated by IACC specifications, or 

specified as “Chart planview note” or Chart profile 

note,” all notes will be charted in the Briefing Strip, Notes 

section, of the procedure chart. When multiple notes are 

required, they may be combined under a single heading: 

e.g., “Chart planview notes,” “Chart profile notes,” or 

“Chart notes” followed by the actual notes. If sufficient 

space is not available on the form for all necessary notes, 

continue on the Form 8260-10. When it is necessary to 

use Form 8260-10, state: “Continued on page 2.” 

 b. Note Restriction. SIAPs must NOT contain 

notes that may be construed as regulating traffic. Notes 

such as "VFR practice approaches NA," if required, 

should be in the Airport Remarks section of the AFD. 

Notes regarding delays due to traffic also belong in the 

AFD. 

 c. Avoid caution notes about obstacles. Notes 

such as: "High Terrain all quadrants;" "Steeply rising 

terrain to 5300 4 miles SW of approach course;" or "50′

unlighted trees south of RWY 9 THLD" are NOT 

appropriate. 

 d. Avoid listing specific times in notes whenever 

possible, since a change in hours of operation would 

require amended procedures. Instead, refer to the 

situation directly relating to the cause. Use: "Chart 

note: When control tower closed" or "at night." When 

there is NO ALTERNATIVE, times may be used if the 

airport operator provides assurance that the hours will not 

change. Most operators adjust UTC hours of operation so 

that local hours remain the same whether or not daylight 

saving time is in effect. In such cases, it is appropriate to 

use local time in notes. 

e. When a local altimeter setting is available at an 

uncontrolled airport, including those with part-time 

towers, the setting will be obtained on the established 

CTAF for that airport whenever possible. The NFDC is 

responsible for designating and publishing the CTAF (see 

AC 90-42, and AIM chapter 4). In such cases, a note may 

be required. Some operators provide approved weather 

reporting services, full-time or part-time, to their own 

company aircraft or on a contract basis to others. 

Conditions that require notes and the associated entry for 

the Notes section are as follows: 

 NOTE: The phrase "except for operators with 

approved weather reporting service" is used only 

when such service is available. 

 (1) At airports with a part-time tower and an 

FSS, the CTAF will be a tower frequency and will be 

monitored by the FSS whenever the tower is closed. No 

note should be needed if full-time altimeter setting service 

is provided. 

 (2) At airports with an FSS and no tower, the 

CTAF is an FSS frequency. No note is needed for a 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 855 Page 8-35 

full-time FSS. For a part-time FSS, use: “Chart note:

Obtain local altimeter setting on CTAF; when not 

received, use (location) altimeter setting and increase 

all MDAs 80 feet, and all visibilities 1/2 mile." Where 

appropriate, define application to DH and/or MDA, or 

address when visibility is NOT affected in all categories, 

within the standard note (see paragraphs 854l(1)(a)1 and 

2). If a remote altimeter source cannot be approved, end 

the note: "...; when not received, procedure NA."

(3) At airports with a part-time tower and no 

FSS, the CTAF will be a tower frequency even when the 

only altimeter source is UNICOM. In such cases use of 

UNICOM is authorized provided the note gives an 

alternate course of action if UNICOM is not contacted. In 

this instance, use: "Chart note: When control tower 

closed, obtain local altimeter setting on UNICOM; 

when not received, (alternate action)."

 (4) At airports with no tower or FSS, with the 

altimeter setting available on UNICOM, the CTAF is 

UNICOM. An alternate course of action is required. 

Use: "Chart note: Obtain local altimeter setting on 

CTAF; when not received, (alternate action)." 

 (5) At airports with no tower, part-time FSS 

and UNICOM are not available, use the following when 

the FSS is shut down: “Chart note: Obtain local 

altimeter setting from ATC; when not available, 

procedure NA.” 

 (6) When using remote CTAF altimeter, use 

"Chart note: Obtain West Allis altimeter setting on 

CTAF (122.8); when not received, (alternate action)."

 (7) Multiple altimeter sources must not result 

in more than two sets of minimums. If the chosen 

combination of local and/or remote sources does not 

provide full-time coverage, deny use of the procedure 

when no altimeter setting is available. Use the following: 

“Chart note: When control tower closed, obtain local 

altimeter setting on CTAF; when not received, use 

Smith altimeter setting and increase all MDAs 140 

feet, and all visibilities 1/2 mile; when neither received, 

procedure NA." Where appropriate, define application 

to DA and/or MDA, or address when visibility is NOT 

affected in all categories, within the standard note (see 

paragraphs 854l(1)(a)1 and 2).

 (8) When LNAV/VNAV minimums are based 

on remote altimeter setting, or the GPA is greater than 

3.5°, or the final segment overlies precipitous terrain, BaroVNAV is not authorized. Where a remote altimeter setting 

is primary, use: "Chart note: Baro-VNAV NA." Where 

the remote altimeter setting is secondary, use: “Chart 

note: "Baro-VNAV NA when using (location) altimeter 

setting."

 f. Automated Weather Observing System 

(AWOS)/Automated Surface Observing System 

(ASOS).

 (1) AWOS is an FAA sponsored, off the shelf, 

automatic observation system. The weather and altimeter 

information is forwarded to the pilot via discrete VHF 

radio frequency or on a NAVAID, and may be available 

on commercial telephone access. Additionally, many 

FAA maintained AWOS-3s are connected to the Service 

A FSS weather distribution network. AWOS is classified 

into four basic levels:

 (a) AWOS-A. Reports altimeter setting 

only. 

 (b) AWOS-1. Reports altimeter setting, 

wind, temperature, dewpoint, and density altitude. 

 (c) AWOS-2. Reports the same information as AWOS-1 plus visibility. 

 (d) AWOS-3. Reports the same information as AWOS-2 plus cloud/ceiling data. 

 (2) ASOS is a National Weather Service 

sponsored automatic observation program designed to 

replace human observers. ASOS locations will have 

commercial telephone access, may have discrete VHF airto-ground frequency, and will be connected to the Service 

A FSS weather distribution network. 

 (3) AWOS-3/ASOS transmitted on Service A 

does NOT require a published backup altimeter 

source, and no notes are required on the procedure. 

However, a suitable backup source must be determined 

and adjustment computed for contingency purposes; 

annotate this data in REMARKS on Form 8260-9. 

Each Flight Procedures Office (FPO) must determine if a 

procedure requires a full time remote altimeter setting note 

published based on reliability of the AWOS/ASOS. 

 (4) AWOS-A, -1, -2, and AWOS-3 not 

transmitted on Service A DO require backup altimeter 

sources. Do NOT publish backup altimeter source 

information as a second set of minimums, or increase 

visibility for the AWOS backup altimeter source. Instead, 

use: "Chart note: If local altimeter setting not 

received, use (location) altimeter setting and increase 

all MDAs 100 feet." Where appropriate, define 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-36 Par 855 

application to DA and/or MDA within the standard note 

(see paragraphs 8541(1)(a)1 and 2). If a suitable backup 

altimeter source is not available, deny use of the SIAP via 

the following Note: "Chart note: If local altimeter 

setting not received, procedure NA." Use these 

standard notes where AWOS is broadcast.

 (5) AWOS may be used as a remote 

secondary altimeter source when data is available to 

Flight Service Station (FSS) specialists and ATC facilities 

through Service A. 

 (6) AWOS/ASOS at a remote location may be 

used as a primary altimeter source for an airport. In this 

instance, use: "Chart note: Use (location) altimeter 

setting." However, AWOS -A, -1, -2, and AWOS -3 not 

transmitted on Service A still require backup altimeter 

setting sources. In these cases use "Chart note: Use 

(location) altimeter setting; if not received, use 

(location) altimeter setting and increase all MDAs 

100 feet." Where appropriate, define application to DA 

and/or MDA within the standard note (see paragraphs 854l(1)(a)1 and 2). When an airport uses a remote 

AWOS/ASOS that is not on Service A as a primary 

altimeter source, flight inspection ensures AWOS/ASOS 

discrete frequency reception at the IAFs of that airport. 

 (7) AWOS-3/ASOS may be used as a remote 

secondary altimeter source and to support alternate 

minimums at an airport when: 

 (a) AWOS-3/ASOS is installed and 

commissioned. 

 (b) AWOS-3/ASOS data are available to 

FSS specialists and ATC through Service A for flight 

planning purposes. 

 (8) When the AWOS/ASOS information is 

transmitted over a discrete frequency (not CTAF) or the 

voice portion of a local NDB or VOR, AWOS is 

receivable within 25 NM of the AWOS site, at or above 

3,000′ AGL. If AWOS/ASOS is located on the voice 

portion of a NAVAID, flight inspection checks for 

interference. This check is performed prior to test 

transmissions. 

 g. ASR or ARSR may be available to provide 

assistance in vectoring to the approach course, identifying 

fixes, or to provide instrument approaches. Include 

applicable notes to inform the pilot of these capabilities 

and applicability to the instrument approaches. 

 (1) When ASR and/or PAR approaches are 

published for the airport, see paragraph 857m. 

 (2) Where radar is the only method for 

procedure entry from the en route environment, enter the 

following: “Chart planview note: RADAR 

REQUIRED.

NOTE: When the conditions of paragraphs 855g(2) 

and 855h(3) exist at an airport, BOTH entries are 

required. Prior air traffic coordination is necessary 

to ensure AT capability and agreement to provide 

these services. Procedures with radar requirements 

should be avoided whenever possible. 

h. Equipment Requirement Notes. Determine the 

need for equipment notes after evaluating all SIAP 

segments, including missed approach. 

NOTE: To avoid proliferation of equipment 

requirement notes, all IFR aircraft are assumed to 

have at least one VOR receiver. Therefore, the note 

“VOR required” is not appropriate. 

 (1) Where certain equipment is required for 

procedure entry from the en route environment, enter the 

following in Additional Flight Data: “Chart planview 

note: “ADF REQUIRED”; or, “ADF OR DME 

REQUIRED.” 

 (2) Where other navigation equipment is 

required to complete the approach; e.g., VOR, ILS, or 

other non-ADF approaches requiring ADF or DME for 

missed approach, use: "Chart note: ADF required", or

“Chart note: DME required.” When radar vectoring is 

also available, use: "Chart note: ADF or Radar 

required." 

 (3) Where radar is the only method of 

determining or defining a terminal fix, use: “Chart 

note: Radar Required.” [see paragraph 855g(2) note] 

 i. Approach Light Plane Penetrations. Do NOT 

publish notes advising of approach light plane 

penetrations. When there are penetrations of the approach 

light plane, the responsible region must take action to 

either remove the obstacle or modify the system to 

accommodate the obstacle. If this is not possible, the 

regional Airway Facilities Division processes an 

installation waiver. Existing notes referring to approach 

light penetrations must be removed from the approach 

procedure when an appropriate waiver has been approved. 

 j. The use of notes to prohibit a final approach from 

a holding pattern has been DISCONTINUED. The 

following guidelines apply: 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 855 Page 8-37 

 (1) Where a holding pattern is established at 

a final approach fix in lieu of a conventional procedure 

turn, the minimum holding altitude must meet the altitude 

limitation requirements of TERPS Volume 1, paragraph 234e(1).

NOTE: Holding in-lieu-of PT at the FAF is not 

authorized for RNAV procedures.

 (2) Where a holding pattern is established at 

an intermediate fix in lieu of a conventional procedure 

turn, the rate of descent to the final approach fix must 

meet the descent gradient requirements of TERPS 

Volume 1, paragraph 234e(2). 

 (3) Where a holding pattern is established for 

the missed approach at an intermediate or final 

approach fix, and a holding pattern is used in lieu of a 

procedure turn, the MHA for the missed approach must 

conform to the altitude or descent gradient requirements 

of paragraph 855j(1) or (2) above. Missed approach 

holding must not be established at the FAF for RNAV 

procedures. 

 (4) Where a holding pattern is established for 

the missed approach at an intermediate or final 

approach fix, and a holding pattern is NOT used in lieu 

of a procedure turn, establish a conventional procedure 

turn to permit pilot flexibility in executing a course 

reversal and descent to final approach fix altitude. This 

paragraph is not applicable to RNAV procedures. 

 k. When the missed approach point is more than 

2 SM from the airport, use: "Chart planview and profile 

notes: Fly visual to airport, 220o - 2.5 miles."

 l. 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 note indicating the DME 

location and the identification of both facilities: "Chart 

note: 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: "Chart note: Simultaneous 

reception of ABC NDB and XYZ DME required." See 

paragraphs 854l, and 806c. 

m. COPTER procedures require notes relating to 

missed approach instructions, as well as airspeed 

limitations on certain segments. 

 (1) For PinS approach procedures, use: 

“Chart planview note: Proceed VFR from (MAP) or 

conduct the specified missed approach.” 

 (2) For approach procedures to VFR 

locations 2,600 feet or more from the MAP, use: “Chart 

planview note: Proceed visually from (MAP) or 

conduct the specified missed approach.” 

 (3) Use the following note when final and 

missed approach segment speed restrictions are required: 

Chart planview note: Limit final and missed approach 

airspeed to 70 KIAS.” 

 (4) If holding airspeed is also restricted for 

containment in a smaller pattern, use the following note 

instead of the note in paragraph 855m(3) above: “Chart 

planview note: Limit final, missed approach, and 

holding airspeed to 70 KIAS.” 

NOTE: A restricted airspeed holding pattern may 

also be used in lieu of the note. If desired, enter the 

following in Additional Flight Data: “Chart 

(restricted airspeed) holding pattern icon;” e.g., 

“Chart 70 KIAS holding pattern icon.”

 n. VGSI and IAP glidepath angles/vertical descent 

angles should be coincidental (angles with 0.2o and TCH 

values within 3 feet). Whenever a published glidepath/ 

descent angle is not coincident with the VGSI angle for a 

runway, use the applicable note below. 

 (1) Where precision approach (ILS, MLS, 

TLS, or RNAV glidepath angles and/or TCH values are 

not coincident with published VGSI values, use: “Chart 

profile note: VGSI and (ILS/MLS/TLS/RNAV as 

appropriate) glidepath not coincident. 

 (2) Where nonprecision vertical descent 

angles (VDAs) are not coincident with published VGSI 

values, use: “Chart profile note: VGSI and descent 

angles not coincident.”

 o. Where DME/DME RNP-0.3 is not 

authorized, use “Chart Note: DME/DME RNP-0.3 

NA.” Where DME/DME RNP-0.3 is authorized, use 

“Chart note: DME/DME RNP-0.3 Authorized.” 

Where DME/DME RNP-0.3 is authorized only when 

required facilities are necessary for proper navigation 

solution, use: “Chart note: DME/DME RNP-0.3 

Authorized; ABC and XYZ must be Operational.
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-38 Par 856 

856. MISSED APPROACH. 

 a. General. The missed approach represents a 

critical phase of flight; therefore, the missed approach 

should be designed with a minimum of complexity. The 

instructions on the form must reflect the actual design. 

The straight-ahead missed approach is the most desirable. 

Each missed approach (except radar) must terminate at a 

clearance limit (fix or facility). 

 b. Clearance limit altitudes specified in missed 

approach instructions may be rounded to nearest 100′

increments. Other altitudes used in the missed approach 

should also use 100′ increments. If this causes SIAP 

construction difficulties, use of 50′ increments is the 

preferred alternative, with use of 20′ increments the last 

resort. 

c. Missed Approach Point. On precision and LPV 

procedures the DA establishes the MAP. On nonprecision approach procedures, the MAP is established at 

a specified fix or at a specified distance from a fix or 

facility. On ILS/MLS procedures, the two MAPs should 

be coincidental. Additionally identify both MAPs - one 

for the full ILS/MLS (DA), and one for the LOC/AZ-only 

minimums (circling minimums if LOC/AZ minimums are 

not authorized). Identification of the LOC MAP will 

ensure the publication of a time/distance table on the 

associated approach chart. Specify distances to the 

nearest hundredth of a mile. 

 (1) Form 8260-3. For the precision portion of 

the ILS procedure, the MAP is pre-printed on the form as: 

"ILS: at the DH." For RNAV (GPS) enter as 

appropriate: “LPV: DA”, “LNAV/VNAV: DA,” 

“LNAV: RW18”. Designate the LOC and/or circling 

MAP as a specific distance in hundredths of a mile after a 

specified fix or facility or at a specified fix or facility. 

When LOC-only minimums are NOT authorized, the 

descent must be made on GS to circling MDA (see 

paragraph 854m(6)(e)); change the preprinted term "LOC" 

to "Circling." If DME is available, establish a DME fix 

in hundredths of a mile for the nonprecision MAP. 

 (2) Forms 8260-4/5/7. In the box, titled 

"MAP", identify the missed approach point as "a distance 

after (or at) a specified fix or facility" as appropriate. 

Establish a DME fix in hundredths of a mile if DME is 

available. 

 (3) RNAV. Do NOT list MAP coordinates for 

GPS, or radial/DME for VOR/DME RNAV. Enter the 

name of the MAP WP as follows: 

 BONLI (MAP not at threshold) 

RW16L (MAP at threshold) 

d. Missed Approach Instructions. Where 

possible, develop missed approach procedures (except 

radar) using the same type of navigation guidance utilized 

for the final approach segment. 

NOTE: When using the word "direct" in the missed 

approach instructions, ensure that all categories of 

aircraft are evaluated; i.e., CAT A is not 

encompassed in CAT D missed approach area and 

vice versa. On RNAV procedures, use the term 

"Direct" ONLY when design incorporates a DF leg. 

Normally, a missed approach course/heading should be 

specified. If no course/heading is specified, the aircraft is 

expected to maintain the last established course/heading. 

Do NOT use the terminology "Climb runway heading" or 

"Climb straight ahead/; e.g., use "Climb to 2,800..." For 

turning missed approach procedures, specify the direction 

of turn; e.g., "Climb to 3100 then left turn direct XYZ 

VOR/DME and hold." 

 (1) Where the missed approach course differs 

from the final course: "Climb to 2,800 via ABC R-180 

to ABC VORTAC and hold."

 (2) When the missed approach point is also 

the missed approach holding fix and straight-ahead climb 

is not practical: "Climbing right turn to 2500 in ABC 

VOR holding pattern." In some cases, a straight-ahead 

climb or climb via a specified course/heading to an 

altitude, prior to returning to the holding fix, may be 

necessary for aircraft with larger turning radii. When this 

occurs, use the terminology in paragraph 856d(3) below. 

 (3) When obstacles in a turning missed 

approach area require an initial straight-ahead climb: 

"Climb to 3100 then climbing left turn to 4000 direct 

ABC VOR and hold" or "Climb to 3,100 via ABC 

R-180 then climbing left turn to 4,000 direct ABC 

VOR and hold."

 (4) When circumstances (terrain, obstructions, special use airspace, etc.) require an immediate 

turn: “Immediate climbing right turn to 4,000 direct 

ABC VOR” or “Immediate climbing right turn to 

4,000 via heading 070 then direct ABC VOR and 

hold.”

NOTE: The word “immediate” is an emotion-laden 

word and should only be used when deemed 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 856 Page 8-39 

absolutely necessary by the procedure designer 

and/or flight inspection pilot to enhance safety.

 (5) Missed approach procedures requiring a 

turn of more than 15o

 must specify an altitude that is at 

least 400 feet above the TDZE prior to commencing a 

turn. Round the resulting altitude to the next higher 

100-foot increment: "Climb to 1,200 then climbing left 

turn to 3,100 via heading 070 and ABC R-167 to ABC 

VOR and hold." Alternatively, a specific point (fix, 

waypoint, etc.) that will allow sufficient distance, at an 

assumed 200 ft/NM or specified gradient rate of climb to 

reach 400 feet above TDZE may be used: “Climb via 

ABC R-090 to 9 DME, then climbing left turn to 5,000 

direct XYZ VORTAC and hold.” See also paragraph 856b for rounding guidance. 

 (6) If the procedure serves VOR as well as 

TACAN equipped aircraft, address TACAN requirements 

also: "Climb to 5,500 via ABC R-111 then climbing 

right turn to 6,000 direct ABC VORTAC and hold 

(TACAN aircraft continue via ABC R-280 to CAROL 

10 DME and hold W, LT, 100 inbound.)" 

 (7) LOC courses are specified in compass 

points, and NDB courses as “courses to” or “bearings 

from:” "Climb to 3,000 via I-ABC NE course and 350 

course to DEF NDB and hold." 

 (8) When the missed approach requires no 

specific direction of turn: "Climb to 7,000 via ABC 

R-197 then direct ABC VOR and hold." 

 (9) RNAV missed approach instructions must 

convey the intended wording to the employed leg type. 

For example, the word "course" reflects a CF leg design; 

“track” reflects a TF leg design; "direct" indicates DF leg. 

EXAMPLES: "Climb to 5,000 via 080.22 course to 

SANDY and 104.56 track to GINGR and hold" or, 

"Climbing left turn to 5,000 direct CHERL and hold"

or “Climb via 098o course to JARID, then climbing 

right turn to 6,000 direct BOYCA and hold.” 

e. When a missed approach climb gradient in 

excess of 200 feet per NM has been approved, the 

required gradient must be published on the chart. Enter 

the required gradient in the NOTES Section as follows: 

“Chart planview note: Missed Approach obstructions 

require a minimum climb gradient of (number) 

ft/NM.” 

f. Missed Approach Holding. Holding must be 

established at the clearance limit. When holding is 

specified as part of the missed approach instructions, 

include holding details under Additional Flight Data. Do 

not enter holding details under Additional Flight Data 

when the missed approach is to the FAF or IF where a 

holding pattern is used in lieu of PT. When charting of 

the missed approach holding pattern is not required by 

ATC, include the evaluated holding pattern information in 

the Additional Flight Data with the note "Do Not Chart."

 Additionally, document on the Form 8260-9 reason for 

not charting. 

 (1) When a missed approach climb-inholding is required, include this information in the missed 

approach instructions: "Climb to 8,000 via 015 course to 

DIXIE and hold, continue climb-in-hold to 8,000". 

 (2) When a missed approach holding altitude

has been established that does not permit a return to the 

IAF or allow for en route flight, include in the missed 

approach instructions the altitude that can be climbed to in 

the holding pattern upon ATC approval: "Climb to 4,000 

via 270 course to BONZO and hold. When authorized 

by ATC, Climb-in-hold to 9,000." 

NOTE 1: Adequate communication and Radar 

coverage must be considered when Climb-in-hold is 

dependent on ATC authorization.

NOTE 2: Climb-in-holding guidance also applies 

when the missed approach holding is collocated with 

a "hold-in-lieu" approach segment.

 g. Alternate Missed Approach. Establish 

alternate missed approach instructions (when 

possible) when the instrument procedure navigation 

facility for the final and missed approach course 

differ. Additionally, alternate missed approach 

instructions may be established when requested by 

Air Traffic. Alternate missed approach procedures 

must not be charted. Alternate missed approach 

holding/ termination facility/fix must be charted in 

the plan view. If the alternate missed approach 

holding/ termination facility/fix is not already used in 

the procedure, then add a note in Additional Flight 

Data to “Chart in planview: the facility/fix.” 

Alternate missed approach instructions must be 

preceded by the words: “...or when directed by 

ATC,” immediately following the primary missed 

approach instructions. Include detailed holding 

instructions. Include detailed holding instructions 

immediately following the alternate missed approach 

instructions.

h. NAVAID Outages. When temporary 

NAVAID outages (planned or unplanned) prohibit 

the use of the primary missed approach for a 

procedure, AVN-100 has the responsibility to ensure 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-40 Par 856 

an IFR missed approach procedure is published, 

either on the chart or by NOTAM in the event of lost 

communications. This does not preclude Air Traffic 

from issuing alternate climb out instructions. 

857. ADDITIONAL FLIGHT DATA. 

When additional information or data is essential to clarify 

the charting of a procedure or when the procedures 

specialist wants information charted, but does not want it 

to appear on the chart as a note, the necessary 

information/data must be entered in the Additional Flight 

Data section. Preface specific items to be charted with the 

term “Chart.” Specific instructions to chart data must be 

held to a minimum (see also paragraphs 804b and 856f). 

 

NOTE: Do NOT document takeoff obstacles on the 

8260-9 or in Additional Flight Data. 

 a. If sufficient space is not available on the form 

for all necessary data, it may be continued in the Notes 

section or on Form 8260-10. When necessary to use 

Form 8260-10, state: "Continued on page 2." 

 b. Visual aids and runway information once 

printed on the approach chart may be omitted from the 

additional flight data section on future amendments. 

Other items such as holding information, restricted area 

data, final approach course alignment, etc., must be 

retained when amending a procedure.

 c. Enter holding instructions as follows: 

 (1) When primary missed approach 

instructions provide for holding, enter Additional Flight 

Data as follows: “Hold SE, RT, 313.09 inbound." See 

paragraph 856f. 

 (2) Where alternate missed approach holding

is established, enter the description as follows: “Chart:

alternate MA holding, Hold SE PUGGY, RT, 313.09.”

 (3) Where unplanned holding is provided at 

the alternate missed approach clearance limit, enter the 

following: “Chart alternate MA clearance limit, 

PUGGY (int, fix, DME, etc.).

 (4) Where arrival holding is operationally 

advantageous, enter: “Chart arrival holding at 

PUGGY: Hold SE, RT, 313.09 inbound, 4,000.” 

 d. The nonprecision controlling obstacle in the 

primary and/or secondary area of the FAS must be shown 

as the FAS Obstacle. In the event a stepdown fix is used 

in the final approach segment, the controlling obstacle 

between the stepdown fix and the runway must be shown 

as the FAS obstacle. Designate the obstacle location to 

the nearest second. Any item listed without indicating 

"Chart" will be reviewed by the charting agencies and will 

be charted if it meets their charting specifications. Use 

standard Note: 

NOTE: "FAS Obst: 317 Tower 364227N/ 

0891523W". For RNAV (GPS) procedures, LNAV 

and LNAV/VNAV controlling obstacles may differ. 

Identify BOTH as FAS obstacles; e.g., 

 “FAS Obst: 317 Tower 364227N/0891523W

 143 Tree 364210N/0891501W” 

 e. To identify certain significant obstacles in or 

near the instrument approach area, include locations and 

heights under additional flight data. If, in the opinion of 

the procedures specialist, these obstacles could be critical 

to flight safety, they should be prefaced by the word 

"Chart." However, if the data is being furnished only as 

information, it must NOT be prefaced by the word 

"Chart." Charting agencies will chart any item marked 

"Chart." Any item listed without indicating "Chart" will 

be reviewed by the charting agencies and will be charted 

if it meets their charting specifications. List obstacles as 

follows: "Chart 2674 antenna 372219N/0941657W" or 

"2674 antenna 372219N/0941657W."

 f. Obstacles close to a final approach or stepdown 

fix considered under TERPS Volume 1, paragraph 289, 

must be handled as follows: 

 (1) When paragraph 289 is applied to multiple 

obstacles, document only the highest obstacle in the 7:1 

area. 

 (2) List the obstacle under Additional Flight 

Data as: " 374 antenna 352416N/0881253W." Do NOT 

identify it as a "paragraph 289 obstacle." Additionally, 

make the following entry in the Remarks section of the 

Form 8260-9: "TERPS paragraph 289 applied to 374 

antenna 352416N/0881253W."

 g. Installed visual aids will be shown on the 

aerodrome sketch. This information will be obtained and 

maintained by NACO. Changes are published in the 

National Flight Data Digest (NFDD). 

 h. Final approach course alignment, when 

required, is specified in Additional Flight Data as follows:
7/14/03 8260.19C CHG 3 

Chap 8 

Par 857 Page 8-41 

(1) Where the amount of offset from the 

ILS/MLS/LPV or LNAV/VNAV course relative to the 

runway centerline extended is other than zero, up to a 

maximum offset of 3.00° (15° for LNAV/VNAV), enter: 

“Chart: LOC/Azimuth offset X.XX degrees.” 

NOTE: Compute the amount of offset to the nearest 

hundredth of a degree (0.01°) by measuring the 

difference between the true bearing of the FAC and 

the landing runway true bearing. True bearing 

values are as recorded in the Facility Data Record.

 (2) For straight-in approaches, runway 

centerline at threshold, enter: 

"FAC crosses RWY C/L extended 3,180 from 

THLD"; or "FAC 450L of RWY C/L extended 

3,000 from THLD." (Left or right as used in the 

latter case is as viewed by the pilot.) 

 (3) For circling approaches, to the on-airport 

facility, or to the Airport Reference Point if the facility is 

off-airport, enter: 

 "FAC crosses intersection of RWYs 9-27 and 

 18-36." 

 “FAC crosses mid point of RWY 13-31.” 

i. When a flight check value is used for the final 

approach course instead of the plotted radial/ 

course/bearing, add the following: "FAC is a flight 

check value." See also paragraph 852c(1)(c). 

j. When a procedure plan view area encompasses 

Special Use Airspace (SUA), use the following note as 

deemed necessary: "Chart P-56." 

 k. When simultaneous approaches are 

authorized, each approach must include an entry 

requiring the depiction of the adjacent localizer. Enter the 

data as follows: "Chart LOC RWY 27R.” 

l. RNAV Data. Publish the following data for 

RNAV procedures: 

 (1) For VOR/DME RNAV, enter the reference 

facility elevation; e.g., "Reference facility elevation 

XYZ VORTAC 1160." 

 (2) VOR/DME RNAV and LNAV/VNAV: 

Identify the distance to threshold from the appropriate 

DA: "Distance to THLD from 354 HAT: 0.93NM." 

 (3) LNAV and LNAV/VNAV: Enter final 

segment leg type when other than "TF"; e.g., "Final 

segment (XX)." 

 (4) For LPV: Enter the “Route Type 

Description”, “Qualifier Descriptions”, “WAAS Channel 

Number,” and Reference Path Identifier (Approach ID) 

using the following example (see paragraph 499): 

 ROUTE TYPE DESCRIPTION: R 

APPROACH ROUTE QUALIFIER 1: J 

APPROACH ROUTE QUALIFIER 2: S 

WAAS CHANNEL # 43210 

REFERENCE PATH ID: W17A 

(5) For LNAV/VNAV: Enter “Chart WAAS 

Symbol” when it has been determined that a WAAS 

signal may be unreliable for vertical navigation use. 

 m. ASR and/or PAR Approach Availability. 

When ASR and/or PAR approaches are published for the 

airport, enter the following: “Chart: ASR” or “Chart: 

ASR/PAR” – as appropriate. 

 n. Magnetic Variation. Except as provided in 

paragraph 803, enter the magnetic variation value upon 

which the procedure design and documentation is based. 

 (1) For non-RNAV SIAPs, enter the officially 

assigned variation value of the facility providing final 

approach course guidance. 

 (2) For VOR/DME RNAV SIAPs, enter the 

officially assigned variation value of the reference facility. 

 (3) For all other RNAV SIAPs, enter the 

officially assigned variation value of the airport served by 

the SIAP. 

 o. Enter the Epoch Year of the variation value as 

designated by AVN-160 (see paragraph 221c(1)). 

 p. For COPTER PinS procedures that serve more 

than one landing area and are noted to “proceed VFR” or 

Special procedures that have had a visual assessment 

accomplished and state "Proceed Visually,” list available 

landing areas, landing area elevations, the courses in 

hundredths of a degree, and distances from the MAP in 

hundredths of a mile as follows: 

 Chevron Heliport, 10, 090.02/2.81 

 Phi Heliport, 20, 087.11/2.32 

 Garden Island Seaplane Base, 26 

 Garden Island Seaplane Base, 26, 129.08/14.92.
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-42 Par 857 

 q. Where a VDP is established on a SIAP, identify 

the location of the VDP as follows: 

 (1) Non RNAV: Specify the VDP DME fix 

and distance to threshold. 

 Chart VDP at _____DME; 

 Distance VDP to THLD_____miles. 

 (2) RNAV and LNAV: Indicate the VDP 

distance to MAP. 

 Chart VDP at miles to RW16. 

 Chart VDP at miles to SUSIE.

(3) RNAV/VNAV: Indicate the VDP as 

applicable to LNAV only. 

 Chart VDP at miles to RW16* 

 * LNAV only.

 r. For MLS, enter the following data: 

 (1) Limits of coverage; e.g., 300M to 060M 

 (2) Height above EL antenna for all fixes from 

FAF to MAP: 

 PFAF(1590), TP(1496), RP(1183), DH(194), 

 RWY(44)’

 (3) Describe the curved path including radius 

and direction of turn, course before and after the turn, 

along-track distance from each fix: 

 

 1.25 NM arc to RP 

 RT 351 deg to 133 deg 

 6.58 ATD from PFAF 

 6.33 ATD from TP 

 0.50 ATD from DA

 s. RESERVED. 

 t. Enter charting instructions for maximum or 

mandatory altitudes; e.g., "Chart mandatory 5,000 at 

DAVID."

NOTE: Maximum or mandatory altitudes should be 

avoided where possible especially in the final 

approach segment. Maximum or mandatory altitudes 

in the final approach segment must be coordinated 

through AFS-420 prior to forwarding for publication. 

 u. Vertical Descent Angle (VDA)/TCH. 

 (1) For nonprecision SIAPs (except RNAV 

with published VNAV minimums), enter the descent 

angle, for the final approach, and the appropriate TCH: 

NIXON to RW15: 3.26/55. Where the VDA values are 

not coincident with published VGSI values, see paragraph 855n. 

 (2) For COPTER procedures, except those 

annotated "proceed VFR...” enter the visual descent angle 

(to the hundredth of a degree) from the specified descent 

point (MAP or ATD after MAP) to a specified hover height 

(20-foot maximum). Data entry format: 

(MAP Name) TO HELIPORT: 7.30/5′ HOVER 

or, 

0.2 NM after (MAP Name) TO HELIPORT: 

7.50/20′ HOVER. 

NOTE: Except for COPTER procedures to runways, 

do not publish vertical descent angle data from FAF to 

MAP.

 

v. Computer Navigation Fixes (CNF): Enter 

charting instructions for CNFs; e.g., “Chart (ABCDE) at 

intersection of DR leg and intermediate course.”

w. Arc IAFs: Enter the radial that defines the 

beginning of the arc initial segment; e.g., “Chart ABC 

R-060 at WERNR.” 

858. LOWER BLOCKS.

a. CITY AND STATE. Enter city and state name. 

Use the official two-letter state abbreviations. 

 b. ELEVATION/TDZE/AIRPORT NAME. 

 (1) Enter the official airport/heliport name

(as stated on Form 5010-1). Enter airport/heliport 

elevation (as stated in the ASIS/IAPA database). For 

COPTER PinS procedures noted to “proceed VFR” to the 

landing site, revise “Elevation” and “TDZE,” and enter 

“Surface Elevation.” Then enter the highest terrain/ 

surface elevation within a 5,200-foot radius of the MAP. 

For multiple COPTER point-in-space SIAPs, enter 

“Various Heliports.” 

 (2) Enter Touchdown Zone Elevation 

(TDZE) (as stated in the AMIS/IAPA database) for the 

runway designated in the procedure title. Enter the 

sidestep runway and TDZE, if applicable, below the first 

entry; e.g.: 

 TDZE: 28L 2854 

 TDZE: 28R 2858 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 858 Page 8-43 

Leave the TDZE blank if straight-in minimums are not 

authorized or if the procedure is a COPTER PinS 

procedure (see paragraph 857p). 

 

 c. FACILITY IDENTIFIER. Enter facility 

identification. On procedures predicated on proposed 

facilities and when an identification has not been assigned, 

leave this space blank and NFDC will enter the 

identification. For VOR/DME RNAV procedures, enter 

the identification of the SIAP reference facility. For 

RNAV, GPS, or FMS procedures, leave blank. 

d. PROCEDURE NO.: Enter procedure identification as determined by TERPS Volume 1, chapter 1, 

section 6, and paragraph 802 of this order. When DME is 

required for the final approach, include "/DME" as part 

of the identification; e.g., VOR/DME, LOC/DME, 

LDA/DME, NDB/DME. For RNAV (or FMS for which 

GPS is required) procedures, use RNAV (GPS) RWY 22. 

When a procedure also contains CAT II/III minima, 

include the name of the additional procedure(s). 

EXAMPLE: ILS or LOC/DME Rwy xx, Orig 

 ILS Rwy xx (CAT II) ILS Rwy xx (CAT III) 

e. AMDT NO.: Enter "ORIG" or “AMDT” with 

the applicable amendment number/letter. The amendment 

number must be advanced whenever the procedure is 

revised. The type of revision will determine whether an 

amendment may be made or whether the procedure must 

be canceled and an original established.

 (1) Cancellation of an existing procedure and 

establishment of an original procedure is required when: 

 (a) The city name is changed. 

 (b) The Part 97 subpart changes as a result 

of a change in equipment required to fly the procedure; 

e.g. “LOC” to “ILS or LOC;” “ILS” to “LOC;” etc. (see 

paragraph 802b)). 

 (c) Procedure ID changed from VOR-A to 

VOR-B, etc. 

 (d) The facility providing final course 

guidance is relocated if this changes the published final 

approach course. 

 (e) The reference facility is changed to 

another facility on a VOR/DME RNAV procedure. 

 (f) Straight-in minimums are added or 

deleted which require change to procedure ID; e.g., NDB 

RWY 28 to NDB-A. 

 (2) Amendment of a procedure is required 

when: 

 (a) The airport name is changed. 

 (b) The identification of the facility 

providing final approach course guidance is changed. 

 (c) Equipment is added to or deleted from 

the procedure which does NOT change the procedure ID; 

e.g., adding "DME Required" Note. 

 (d) Procedure ID changes from “VOR/ 

DME” to “VOR/DME or TACAN;” “ILS” to “ILS or 

LOC/DME." 

 (e) The runway designation is changed 

due to renumbering of the runways. 

 (f) Any published fix, course, or altitude 

is changed. 

 (g) Any published distance is changed 

which: 

 1 Requires a change to the Time/ 

Distance Table. 

 2 Is greater than 0.5 NM for 

distances outside the FAF, or greater than 0.1 NM for 

distances inside the FAF. 

 (h) Any minimums change. 

 (i) Airport elevation is changed where 

ceiling and/or visibility is affected. 

 (j) Frequencies are changed in notes on 

the Forms 8260-3/4/5/7, or military equivalent. 

 (k) Lighting changes occur which affect 

published visibility. 

 (l) L or R designation removed from title; 

e.g., VOR/DME RWY 18L/R changed to VOR/DME 

RWY 18L. 

 (3) A delayed amendment, not requiring 

immediate amendment action, BUT which must be 

processed at the next opportunity, is required when:

 
8260.19C CHG 3 7/14/03

Chap 8 

Page 8-44 Par 858 

 (a) The airport elevation/TDZE is 

changed BUT published ceiling and/or visibility is NOT 

affected. 

 (b) Lighting changes occur which do 

NOT affect published visibility. 

 (c) Safety of flight is no factor. 

 (d) Any published distance is changed 

which is less than or equal to 0.5 NM for distances outside 

the FAF, or less than or equal to 0.1 NM for distances 

inside the FAF. 

 (4) No amendment is required when 

frequencies are changed which were NOT entered in notes 

on the Forms 8260-3/4/5/7, or military equivalent. 

 f. EFFECTIVE DATE. The effective date of the 

procedure will normally be entered by NFDC. The only 

time the effective date must be entered by AVN-100 is 

when a specific effective date is required; e.g., a facility 

Mag Var rotation (see also paragraph 811c(4)). Due to 

the heavy workload associated with the 56-day airspace 

charting dates, NFDC will normally schedule routine 

procedure amendments for charting dates commensurate 

with NFDC and NACO workload. When an effective 

date is required which is earlier than can be routinely 

assigned by NFDC, AVN-100 and ATA-100 must 

coordinate to determine the appropriate course of action to 

expedite publication. 

 (1) Original Procedures. The effective date of 

original procedures must be in accordance with 

Order 8260.26; except that the 28-day change notice will 

not be published for Alaskan or Pacific procedures or for 

procedures that require en route charting changes. 

 (2) Routine Amendments. Routine amendments to SIAPs are made effective based on the time 

NFDC requires to process and distribute the SIAP, plus 

the time required for charting and distribution to 

subscribers. Normally this time period is nine weeks after 

receipt of the SIAP in NFDC. Procedures that contain an 

en route fix name change or re-identification must be 

made effective on the 56-day cycle charting date, to 

coincide with the publication of en route charts. 

Amendments to procedures pending flight inspection must 

be held by AVN-100 until the flight inspection is 

complete; then forwarded as "routine."

 g. SUP:/AMDT:/DATED: 

 (1) SUP: Enter the identification of the 

superseded procedure if the name has changed. 

 (2) AMDT: If the procedure is original, enter 

“NONE;” otherwise, enter “ORIG” or amendment 

number as appropriate. 

 (3) DATED: If the procedure is original, leave 

blank; otherwise, enter previous amendment date. 

859. RESERVED.
7/14/03 8260.19C CHG 3 

Chap 8 

Par 860 Page 8-45 

SECTION 8. STANDARD INSTRUMENT APPROACH PROCEDURE 

DATA RECORD, FAA FORM 8260-9

860. PREPARATION OF FAA FORM 8260-9.

The Standard Instrument Approach Procedure Data 

Record, FAA Form 8260-9, and the IAPA Data Record, 

must be prepared in accordance with the instructions 

below for each instrument approach procedure developed 

by AVN-100 or non-Federal procedure developers. The 

form is designed as a supporting document for the 

approach procedure. It serves as a checklist for the 

Procedures Specialist, as a technical reference for the 

Flight Inspector, and provides a permanent record of data 

currently available at the time of procedural development. 

 a. PART A: OBSTRUCTION DATA.

 (1) BLOCK 1:

 (a) App. Segment. Identify each Feeder, 

Initial, Intermediate, and Final segment, and stepdown 

fixes therein. If the IF is also an initial approach fix, 

identify the IF with "(IF/IAF)" in the "From" column. 

For precision approaches which have separate 

intermediate and final segments for the precision and 

nonprecision approaches, identify all: Intermediate: ILS

and Intermediate: LOC; Final: ILS and Final: LOC. 

 (b) From/To. Enter segment start/end 

points, including stepdown segments, as listed in the 

Terminal Routes section of Forms 8260-3/4/5/7. Enter the 

PT completion distance in the "From" column opposite 

the intermediate or final segment, as appropriate. Enter the 

actual missed approach point or runway threshold

(whichever is last) in the "To" column for the 

final/stepdown segments. Enter "GS Intcp" in the 

"From" column and " THLD " in the "To" column for 

precision final. Enter the Hold-in-Lieu-of-PT facility/fix

in the "From" column, and the holding template number

in the "To" column. 

 (c) Obstruction. Select the controlling 

obstruction as directed by chapter 2, section 11, Obstacle 

Data. Enter controlling obstruction type (tower, trees, 

terrain, AAO, etc.) and state obstacle number, if available, 

within each approach segment on one line. Enter segment 

(except final) highest terrain data on the next line. Number 

obstruction column entries sequentially as they appear on 

the form in blocks 1 to 4. For obstructions or terrain 

common to other segments, enter only the number from 

the "obstruction" column for each subsequent repetition, 

leaving the "coordinates" column blank, but completing 

remaining column entries. 

 (d) Coordinates. Enter coordinates in 

degrees, minutes, and seconds to the hundredth; e.g.,

411532.01N/0943028.09W.

 (e) Elev MSL. 

 1 Enter the controlling obstacle/ 

terrain MSL elevation followed in parentheses by the 

appropriate accuracy code. Any required altitude 

adjustment due to accuracy code application is shown in 

the "Alt. Adj." column. 

 2 Enter the highest terrain elevation 

used for airspace evaluation to the nearest foot, followed 

in parentheses by that value rounded to the nearest 

hundred feet; e.g., 249 (200). See paragraph 507b. Do 

NOT assign an accuracy code to terrain used for airspace 

evaluation. 

 (f) ROC. Enter required obstruction 

clearance (ROC) for each segment. For precision, LPV, 

and LDA with glide slope approaches where the OCS is 

clear, enter "ASC" (all surfaces clear). For a Baro-VNAV 

final segment, enter “PDA” when the DA is determined 

by an obstacle within the required ASBL 250-foot ROC 

area. Where obstacle slope penetrations cause DA 

adjustment, enter the slope penetrated; e.g., 34:1. Where 

obstacles require a glide slope higher than 3o

, enter the 

slope supporting the higher glide slope; e.g., 31.9:1 (for a 

3.2o

 glide slope). Document obstacle penetrations per 

paragraph 860a(1)(c). 

 (g) Alt. Adj. Do NOT enter additives 

required for rounding purposes. State only the reason for 

and amount of adjustment, rounded to the next higher foot 

(see paragraphs 272a and b). The following codes should 

be used: RA - remote altimeter; AS - airspace; AT -air 

traffic; AC - accuracy code; CA - cardinal altitude; SI - 

straight-in minimums; XL - excessive length of final; PR

- precipitous terrain; HAA - circling minimum HAA; MA

- missed approach; MT – mountainous terrain; PT

procedure turn; DG - descent gradient; GS - glide slope; 

MEA - minimum en route altitude; MAH - missed 

approach hold; SA - secondary area (also X/Y surfaces, 

transition areas). Enter the adjustment amount for all 

codes except AT, SI, HAA, PT, GS, MEA, and MAH. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-46 Par 860 

For example: AC50, SA-27, AS1500, etc. If necessary 

explain the code used in Part C - REMARKS. For 

precision or APV approaches, where obstacles require a 

glide slope higher than 3o

, enter GS but exclude the 

amount of adjustment. 

 (h) Min. Alt. The obstruction elevation + 

ROC + altitude adjustment = minimum altitude

(computed); OR, high terrain elevation + airspace 

adjustment = minimum altitude (computed). Enter the 

appropriately rounded value. Make entries on the 

obstruction line as well as the airspace evaluation line. 

When possible, separate sets of segment entries with a 

blank line. The segment minimum altitude to be 

published must be the higher rounded value, and must 

match the respective altitudes shown on the 

corresponding Form 8260-3/4/5/7. For part-time remote 

altimeters, make entries in the final/stepdown "Alt. Adj." 

and "Min. Alt." columns on a separate line just below the 

entries for full-time altimeter. The minimum altitude 

values for nonprecision final/stepdown and circling must 

be rounded to the next higher 20-foot increment. For 

precision or APV approaches, enter DA and HAT values 

separated by a "/"; e.g., 1718/200, 1640/383, etc. 

 (2) BLOCK 2: Identify the procedure turn 

fix/facility under the "From" column. Enter the procedure 

turn completion distance under the "To" column. If a 

procedure turn is not authorized, enter "NA" under the 

"from" column. For procedure turn entry zone obstacles, 

enter "Entry Zone" in the space above "Procedure Turn" 

as appropriate; leave "from" and "to" blocks blank. Allow 

two lines for obstruction/airspace evaluation entries. 

 (3) BLOCK 3:

 (a) Identify the missed approach point 

(MAP). For precision or APV approaches, list both 

precision/APV and nonprecision MAPs (if not 

collocated), listing precision first. Enter the elevation of 

the missed approach surface (HMAS) at the MAP: enter 

the HMAS for precision or APV first, then for 

nonprecision. Separate both figures with a "/". For the 

LOC portion of an ILS with a stepdown, enter the surface 

elevation associated with the lowest MDA. Elaborate in 

REMARKS as necessary. 

 (b) Specify the clearance limit under the 

"to" column. 

 (c) Document the controlling obstacle (see 

paragraph 274b), including 40:1 surface penetrator and 

highest 1000′ level surface, by obstacle type, coordinates 

and elevation. Document highest terrain in the level 

surface primary area, as well as adjustments, etc. Specify 

the controlling obstruction, coordinates, and elevation 

where a climb gradient is required for ILS CAT II or III. 

 (d) Enter "ASC" in the "ROC" column. 

Enter the clearance limit altitude. Elaborate in 

REMARKS, if necessary. 

 (4) BLOCK 4: Enter the circling data for each 

category of aircraft authorized by the procedure. The 

required height above the airport (HAA), the straight-in 

MDA, or the circling ROC may determine the minimum 

circling altitude. When the minimum altitude has been 

established, enter the resulting HAA in the "actual" block. 

If two HAAs are available, enter both HAAs separated by 

a "/". Enter controlling obstacle type and NACO obstacle 

number, if appropriate. Enter controlling obstacle coordinates to the hundredth of a second. Enter controlling 

obstacle MSL elevation followed in parentheses by the 

appropriate accuracy code. Enter ROC to the nearest foot. 

 When HAA controls the circling minimum altitude, enter 

"HAA" in the "ALT. ADJUST." column; when the 

straight-in MDA controls the circling minimum altitude, 

enter "SI." Enter other adjustment codes and amounts as 

appropriate (see Block 1, paragraph g). Enter only the 

published minimum altitudes to the next higher 20′

increment. If use of a remote altimeter requires a higher 

minimum circling altitude, enter both values separated by 

a "/" (or only the remote altimeter value, if applicable). 

 (5) BLOCK 5: Identify the NAVAID or fix 

used as the MSA center point, the type of obstructions and 

their location by reference to bearing and distance (nearest 

0.1 NM) from the center point. Enter the controlling 

obstruction type (tower, trees, etc.) for each sector. Enter 

the MSL elevation of the respective controlling obstacle to 

the nearest foot followed in parentheses by the appropriate 

accuracy code. Enter the resulting MSA in the 

appropriate block in hundreds of feet. If a "common safe 

altitude" is established, define only one sector (360o

 - 

360o

) and only the one controlling obstacle. Enter 

appropriate data for RNAV procedures incorporating a 

TAA with an MSA sector established in lieu of a TAA 

sector. 

 (6) CITY AND STATE; AIRPORT AND 

ELEVATION; FACILITY; PROCEDURE AND 

AMENDMENT NO.; REGION: Enter city/state, 

airport name and elevation as on Forms 8260-3/4/5/7. 

Enter facility identification and type; for non-VOR/DME 

RNAV, enter “FMS” or “GPS” or “RNAV” as 

appropriate. Enter the procedure name if the procedure is 

an original, enter “ORIG” or if an amendment, enter 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 860 Page 8-47 

“AMDT” with the applicable number. Enter the threeletter code for the FAA region responsible for the SIAP. 

 b. PART B: SUPPLEMENTAL DATA. 

 (1) BLOCK 1: Identify the facility or facilities 

providing approach control and terminal service to the 

airport. If no full-time or part-time control tower, include 

the associated FSS. Flight inspection reports are the 

source for the primary frequency bands in which 

satisfactory communications are provided. For clarity, 

facility identification should agree with those used in the 

Airport/Facility Directory (AFD.) 

 (2) BLOCK 2: Identify the facility providing 

the weather reporting service, the location with reference 

to the airport served by the procedure, and the hours that 

weather service is available to the public. Split the boxes 

as necessary to indicate multiple sources. "FAA" requires 

a weather observer. Enter AWOS, including level, 

SAWRS, LAWRS, ASOS, etc., in "Other." 

 (3) BLOCK 3: Identify by location identifier 

the altimeter setting source (or sources separated by a "/"). 

If the altimeter setting is derived from a remote source, 

indicate the distance to 0.01 NM and clock hours of 

remote service. Indicate the resulting altitude raw 

adjustment (ROC increase) to 0.01 feet. Use this value 

rounded to the next higher whole foot increment in the 

"ALT. ADJ." column in Part A. 

 (4) BLOCK 4: Identify the primary NAVAID 

(facility providing final approach guidance) and the point 

providing Category 1 monitoring service. Space is 

provided to show hours of operation by category 1 and 

Category 3 monitoring service at part-time monitoring 

points. The secondary NAVAID is used to provide the 

same information for supporting NAVAIDs utilized for 

descent fixes in the final approach segment. Alternate 

minimums must not be established lower than the crossing 

of a fix predicated on a Category 3 monitored NAVAID, 

either primary or secondary. For GPS or RNAV or nonVOR/DME RNAV, leave blank. For VOR/DME RNAV, 

enter the Reference Facility 3-letter ID. 

 (5) BLOCK 5: Identify the type of controlled 

airspace underlying the final approach course (FAC) by 

checking either (or both) Class B/C/D/E Surface Area, or 

Class E 700′ airspace. Leave blank if airspace not yet 

established. Enter the effective hours of the surface area. 

 (6) BLOCK 6: Indicate the available approach 

and runway lighting for the airport and list the runways 

served by each type of lighting aid. Complete preprinted 

entries on computer generated form. Enter VASI, PAPI, 

etc., data in "Other." Enter "(PCL)" in the respective 

block when pilot controlled lights are available. 

 (7) BLOCK 7: List the runways with serviceable runway markings. Place "BSC" data on Runway 

line, "PIR" data on "All Weather" line, and "NPI" data 

on "Instrument" line. Place non-standard data in 

REMARKS. 

 (8) BLOCK 8: List each runway served by 

runway visual range (RVR) in the approach and roll out 

ends. Enter midfield RVR data on first line: e.g., 

"Midfield 31". 

 (9) BLOCK 9: Provide GS/GP information as 

indicated for all precision and APV procedures to the 

following accuracy: GS/GP angle - nearest .01o

; distance 

THLD to GS/GP Ant - nearest foot; elevation RWY 

THLD and GS/GP Ant - nearest 0.1 foot; TCH - nearest 

0.1 foot. These values must agree with the approved 

database. 

 (10) BLOCK 10: Identify the desired approach 

course aiming point as determined by the procedure 

construction. Normally this will be the runway threshold 

or a point on the runway centerline extended at a specified 

distance from the threshold. Check both blocks on any 

precision or APV approach, or where the FAC is directly 

aligned to the runway threshold. For distances, from 

threshold between 3,000′ and 5,200′, enter the specific 

value. For those final approaches that parallel the runway 

centerline extended or intersects the centerline more than 

5,200′ from the threshold, specify "3,000′ from c/line" as 

well as the distance between the FAC and the centerline 

extended at that point. For circling or point-in-space 

alignment, explain in REMARKS. 

 (11) BLOCK 11: Specify the total number of 

waivers approved for each approach procedure and the 

dates of AFS approval. Where no waivers have been 

issued, indicate "None" in the "Number of Waivers on 

File" box. 

c. PART C: REMARKS. Use this space to 

amplify previous entries (state associated block number 

for reference), or to record essential data not considered 

elsewhere on the form. See also paragraphs 431, 

852c(1)(c), and 857f. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-48 Par 860 

 (1) For visibility computations, make entries 

only if a paragraph 251 surface is penetrated: "Para 251, 

34:1 penetration." 

 (2) State the effect, if any, of waivers to 

published minimums. 

 (3) For VOR/DME RNAV SIAPs, enter the 

MA fix XTRK error. 

 (4) For RNAV SIAPs, state the type and 

coordinates of the obstacle penetrating the RNAV 

obstacle slope. 

 (5) Enter the amount of threshold 

displacement, if any. 

 (6) Enter airspace date required by paragraph 507k. Carry this information forward until 

amended. Alternatively, this information may be entered 

on any acceptable format for provision of airspace data to 

ATC. This form must document ALL the data 

requirements of paragraph 507k. 

 (7) When flight inspection determines TCH 

in accordance with Order 8260.3B CHG 19, enter: 

"Flight Check RDH ______ft., (Order 8260.3B 

CHG 19)." Substitute ARDH for RDH if appropriate. 

 (8) When flight inspection establishes a final 

FAC other than the plotted magnetic course, enter: 

 "Plotted FAC is 0.87.43° M." 

 "Electronic flight inspected FAC is 089° M." 

 (9) Enter EDA high/low terrain data if 

appropriate, including coordinates and elevation, for each 

RASS evaluated and used. (Data may be entered on front 

side if room allows.) If appropriate, identify the RASS by 

ICAO airport ID: 

 EDA (KEWR) 404353N/0741525W 280′MSL 

 404000N/0740760W 0′MSL 

 (10) For RNAV Baro-VNAV procedures, enter 

Critical Temperature computations if other than standard 

(see paragraph 497). 

 (11) Enter a reason when a VDP has not been 

established (see paragraph 431): e.g., “VDP NOT 

ESTABLISHED – Obstacles penetrate VDP surface.” 

 (12) Enter LPV and LNAV/VNAV inner and 

outer slope values.

d. PART D: PREPARED BY. Enter the name 

and title of the AVN-100 specialist or non-Federal 

developer responsible for preparing the data record; the 

date prepared; and the originating office. 

e. PART E: Instrument Approach Procedure.

Disregard the preprinted "Part E: Instrument Approach 

Procedure" section on manual forms. Continue 

REMARKS as necessary here and in the corresponding 

block on computer generated forms. A graphic sketch of 

the plan and profile views of the approach procedure and 

the operational minimums as envisioned by the 

Procedures Specialist must be depicted on a separate 

8 1/2" x 11" sheet. This graphic presentation becomes 

part of the AVN-100 file. It assists the cartographer in 

visualizing the desired IAP layout; and is required to test 

the validity of the narrative procedure and to uncover any 

potential charting problems prior to formal publication. 

 f. Distribution. Retain completed copies of the 

Form 8260-9 with the associated SIAP and distribute as 

defined in Table 8-1. 

861-869. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 870 Page 8-49 

SECTION 9. COMPLETION OF FORMS 8260-4/7/10

870. GENERAL

This section contains information applicable to the 

completion of Forms 8260-4/7/10. Basic guidance on the 

completion of these forms is covered in section 2 and only 

items, which differ from that guidance, are contained in 

this section. 

871. FORM 8260-4, RADAR.

Instructions for completion of Forms 8260-3/5/7/10 are 

also applicable to Form 8260-4, except as follows: 

 a. Radar Terminal Area Maneuvering Sectors 

and Altitudes. When an MVA chart for these areas has 

been approved for ATC use by AVN-100, do not repeat 

this data on the Form 8260-4. In such cases, enter a note 

describing the source of the data as follows: 

 "As established by the current Macon ASR 

Minimum Vectoring Altitude Chart." 

 (1) Where the MVA at the FAF is equal 

to/less than the FAF altitude, document the final segment 

on Form 8260-9 (see also paragraph 871d(1)). 

 (2) Where the MVA at the FAF or at fixes 

preceding the FAF is greater than the FAF altitude, 

document those segments prior to the FAF on 

Form 8260-9 (see also paragraph 871d(2)). 

 b. Radar Missed Approach Point and Missed 

Approach Instructions. A missed approach point and 

missed approach instructions must be provided for each 

runway authorized radar straight-in landing minimums. A 

missed approach point and missed approach instructions 

must also be provided when only circling minimums are 

authorized. This data should be included in the missed 

approach section of Form 8260-4. Radar missed approach 

procedures should return the aircraft to a fix or facility 

without a requirement for radar guidance. If sufficient 

space is not available, only the missed approach point data 

should be included and the missed approach instructions 

placed in the NOTES section or on the 8260-10 

continuation sheet. 

c. Approach Minimums. The minimums section 

must be completed as indicated in paragraph 854. 

d. Radar Notes. 

 (1) Establish a FAF, minimum altitude (glide 

slope intercept altitude for PAR), and final approach 

course for each runway for which radar procedures are 

established. Runway designation may be omitted if only 

one runway has a radar approach. 

 (2) For ASR, provide recommended altitudes

for each mile on final, but not below the lowest MDA. 

 (a) Calculations are made using: 

 - FAF altitude 

 - Threshold elevation (RWTE) or 

airport elevation for circling-only approaches or missed 

approach point elevation for point-in-space approaches. 

 - Distance from FAF to threshold 

(RWT) when straight-in authorized (distance from FAF to 

missed approach point when circling-only minimums are 

authorized, or for point-in-space approaches). Round 

recommended altitudes to the nearest 20-foot increment. 

 (b) For ASR circling-only approaches, 

calculations to MDA at MAP could result in 

recommended altitudes exceeding 400 feet per mile 

descent gradient. If this occurs, adjust the recommended 

altitudes so the descent gradient (before rounding) does 

not exceed 400 feet per mile. Consider relocating the 

MAP or moving the FAF outward from the runway to 

achieve an acceptable descent gradient. 

 (c) The following example calculation 

illustrates two descent gradients due to a stepdown fix. If 

ROC would permit a stepdown fix altitude BELOW the 

normal gradient, raise the minimum altitude at the 

stepdown fix to preserve a constant gradient. 

[Example Condition: FAF 7.8 miles from threshold, 

minimum altitude 9,000, minimum altitude 3 miles 

fix 7,300. RWTE 6172. MDA 6800.] 

9000-7300 divided by 4.8 = 354 feet per NM. 

0.80 x 354 = 283. 

 

9000-283 = 8717 at 7 miles = 8720. 

8717-354 = 8363 at 6 miles = 8360. 

8363-354 = 8009 at 5 miles = 8000. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-50 Par 871 

8009-354 = 7655 at 4 miles = 7660.

7655-354 = 7301 at 3 miles = 7300. 

7300-6162 divided by 3 = 376 feet per NM. 

7300-376 = 6924 at 2 miles = 6920. 

6924-376 = 6548 at 1 mile = NOT USED: 

Below MDA 

Example Form 8260-4 entry: 

"RWY 17 FAF 7.8 miles from threshold (at 

LACKI OM), minimum altitude 9,000, 

minimum altitude 3 miles fix 7,300, final 

approach course 168. Recommended altitude 

7 miles 8,720, 6 miles 8,360, 5 miles 8,000, 

4 miles 7,660, 3 miles 7,300, 2 miles 6,920." 

(No underline is currently possible using the 

computer generated 8260-series forms.) 

 (3) When segments prior to the FAF are 

required, establish the fixes and minimum altitudes in a 

note preceding the note cited above: "9.4 miles from 

threshold, minimum altitude 9,000." 

 (4) Define the final approach course in the 

NOTES section when circling is the only minimum 

authorized: "FAF 6 miles from runway intersection, 

minimum altitude 8,000, final approach course 060 

aligned to intersection of runways 2 and 15." 

 (5) If radar availability is limited, use 

standard note: "When control tower closed, ASR NA."

(This is a radar SIAP note only - not to be used on other 

SIAP types.) 

 (6) Lost communications instructions must be 

entered as follows: "As directed by ATC on initial 

contact. 

 e. Additional Flight Data. 

 (1) Enter the TDZE in the preprinted area for 

each runway authorized straight-in minimums. 

 (2) Indicate the FAS obstacle for each runway 

having straight-in minimums or a circling-only approach. 

 (3) Enter the GS angle, TCH, and distance 

from RWT to RPI in feet for PAR approach procedures. 

 (4) Enter the facility magnetic variation and 

Epoch Year as obtained from AVN-160. 

 f. Lower blocks. Data must be the same as 

Forms 8260-3/5/7 (see paragraph 858) except as follows: 

 (1) FACILITY IDENTIFIER. Enter the 

identifier of the controlling facility and the type of radar; 

e.g., "COS ASR," "TBN ASR/PAR."

 (2) PROCEDURE NUMBER. Radar 

procedures must be numbered in sequence; e.g., 

"Radar 1, Radar 2, etc." Runway numbers must be 

shown in the minimums section. 

872. FORM 8260-7, SPECIAL INSTRUMENT 

APPROACH PROCEDURE.

a. See chapter 4, section 4, for Special Procedure 

development, approval, and processing instructions. 

 b. Completing Form 8260-7. This form will be 

incorporated as an amendment to the operations 

specifications of the certificate holder. The form may 

also be issued with a Letter of Agreement (LOA) to 

Part 91 operators. Instructions for completion of 

Forms 8260-3/5/10 are also applicable to Form 8260-7, 

except as follows (see paragraphs 854m(9)): 

 (1) If a named fix, which is not an en route fix, 

is required for the special procedure, the fix must be 

documented on a Form 8260-2 and processed in the 

normal manner. The FPO must provide a copy to the 

user. 

 (2) IFR Departure Procedure/Takeoff 

Minimums. At locations where there are no public or 

existing Departure Procedures (DP) established and 

TERPS evaluation reveals that standard takeoff minimums 

cannot be authorized, a DP must be established. A special 

DP must be documented on the appropriate 8260-15 series 

form under Order 8260.46. The appropriate block must be 

checked on Form 8260-7 to indicate the need to "See 

Form 8260-15 for this airport," so that a DP will 

accompany the approach procedure when charted and/or 

disseminated. Enter the term "SPECIAL" in the 

"Effective Date" block on the Form 8260-15. If a public 

SIAP exists for the airport, the published public DP 

applies. 

 c. Approval. 

 (1) Following quality review, the person who 

developed the procedure signs the original Form 8260-7 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 872 Page 8-51 

in the upper portion of the space under "Developed by." 

Pending revision of the form, insert the term 

"Recommended by" in the lower half of this space that 

must be signed by the Manager, AVN-100, or the 

designated representative. Forward the completed form to 

AFS-400 for final approval. 

 (2) For procedures developed by nongovernment sources, see the guidelines established in 

chapter 4, section 4, Special Instrument Procedures 

Processing.

 d. Printing and Distribution. The regional Flight 

Standards Division must provide for reproduction of the 

special procedure forms and must provide copies in 

accordance with the following recommended distribution. 

Modify intra-regional distribution as required: 

 (1) Principal Operations Inspector for the air 

carrier or air taxi operator with additional copies to the 

FSDO having jurisdiction over the airport of concern. 

 (2) For other operators, copies to the 

requesting user through the associated FSDO. 

 (3) Regional Air Traffic Division. 

 (4) Air Traffic facility exercising control at the 

airport of concern. 

 (5) ATA and ALPA/APA if intended for air 

carrier use. 

 (6) Courtesy copy to Jeppesen Sanderson, 

Inc. and other cartographic agencies that may request 

copy service. 

 (7) ATA-110. 

 (8) AVN-100. 

 (9) Airport Manager. 

 e. Radar Special Procedures. If there is a 

requirement for a radar special procedure, use Form 

8260-4 in lieu of Form 8260-7. Delete reference to Part 

97.31 and add the word "Special." Use the reverse side 

of the Form 8260-7 to document the approval and to 

provide for incorporation in the Operations Specifications. 

 f. Limitations on the Use of Special Procedures. 

 (1) The Form 8260-7 is used for the design of 

special instrument approach charts and is NOT intended 

for cockpit use. The requirement that the procedure be 

charted is specified in the heading of the form. Add the 

following statement in the NOTES section of the 

Form 8260-7 restricting the use of the form: 

"Specification only - Not for Cockpit Use." 

 (2) Where a special procedure requires certain 

crew qualifications, training, or other special 

considerations in order to execute the approach, the NFPO 

must add the following statement in the NOTES section of 

the Form 8260-7 restricting the use of that procedure to a 

particular operator: "For use by ABC Airlines only." If 

more than one user is authorized the same special 

procedure and there are no differences in the procedure 

design, the FSDO must maintain a list of authorized users. 

This will preclude amendments to the 8260-7 forms when 

users are added.

 (3) Regional development and/or documentation of foreign terminal instrument procedures (FTIP) is 

not recommended unless the procedures can be 

subsequently maintained by the initiating region under 

Order 8260.31. In such cases, the FTIP may be 

documented on Form 8260-7 and processed in accordance 

with Order 8260.31. 

873. FORM 8260-10, CONTINUATION SHEET.

 a. Use. Form 8260-10 is used as a continuation 

sheet for Forms 8260-3/4/5/7. In all cases, clearly identify 

by name or format what section or information is being 

presented on the continuation sheet. The Form 8260-10 

must be completed as follows: 

 (1) Enter the type procedure and 14 CFR part 

numbers as required. 

 (2) Enter the necessary procedural data in 

the space provided. 

 (3) Enter the “Lower Blocks” identical to the 

information presented on page 1 of the SIAP (see 

paragraph 858). 

 (4) Enter the page number and number of 

pages required for the procedure in the lower right-hand 

corner e.g., Page 2 of 2 pages. The basic 

Forms 8260-3/4/5/7 must be page number one, with 

additional Forms 8260-10 numbered sequentially. 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-52 Par 873 

 b. Certification. The last page must be the only 

page certified except for special instrument procedures, 

which must be certified on the reverse side of the basic 

Form 8260-7. 

874-879. RESERVED. 
7/14/03 8260.19C CHG 3 

Chap 8 

Par 880 Page 8-53 

SECTION 10. TRANSMITTAL OF AIRWAYS-ROUTE DATA 

FAA FORM 8260-16 

880. PREPARATION OF FAA FORM 8260-16.

This form serves as a transmittal sheet of en route 

procedural data to be published under 14 CFR Part 95. It 

records current en route information. All airway/route 

changes/cancellations must be documented on 

Form 8260-16 to ensure publication. Document only one 

airway per Form 8260-16. If airways overlap, document 

each on a separate form. 

 a. AIRWAY NO. OR ROUTE. Enter the airway 

number, "Part 95 Direct," or "Off-Airway Non-95" as 

appropriate. Use a separate form for each type of route. 

 Examples: For RNAV routes - Q502 

 For Jet routes – J345 

 For Victor Airways – V123 

 b. FROM/TO. Each segment (fix to fix) must be 

listed, unless succeeding segments have no significant 

changes. Segments must be separated at facilities, flagged 

fixes, and changes of MEA, MOCA, or MAA. All 

airways and routes terminate at the U.S. control area 

boundary (route alignment may be explained in 

REMARKS). 

 (1) Route segments are normally listed from 

West to East for even numbered airways, or South to 

North for odd numbered airways. When amending 

published routes, follow the order of listing in the semiannual consolidation of 14 CFR Part 95 routes. 

 (2) Fixes are identified by name, state, and 

type. 

 c. ROUTINE OR DOCKET NO. Enter the docket 

number when the request is associated with an airspace 

action. If processing is to be routine, leave blank.

 d. CONTROLLING TERRAIN / OBSTRUCTION AND COORDINATES. When controlled air 

space is a factor in MEA determination, make two entries: 

the highest terrain and the highest tree or man-made 

obstacle (if above the highest terrain). Use the " @ " to 

identify which obstacle controls the MEA, even though 

MRA may require a higher altitude. Show coordinates to 

the minute (seconds optional). Annotate a controlling 

obstacle that is in the secondary area, and show the 

required obstacle clearance. No entry is required for high 

altitude (Jet or RNAV) routes if terrain is not a factor. 

Enter reduction of mountainous obstacle clearance. 

 e. MRA/MOCA. Enter both figures. To reduce 

chart clutter, MOCAs less than 500 feet below MEAs 

should not be published unless they allow use of a 

cardinal altitude within 25 SM of a facility. If a MOCA is 

not to be published, line it out (the figure will still be 

legible for office record purposes). 

 f. MAA/MEA. Enter both figures. When dual 

MEAs are used, show the directions of flight. When an 

MEA change occurs at a DME-only fix, dual MEAs are 

required since non-DME aircraft cannot receive the fix. 

When minor MEA differences exist in adjacent segments, 

coordinate with ATC to establish a common altitude. 

g. GNSS MEA. Do not establish a GNSS MEA 

unless it is at least 500′ lower than the conventional MEA. 

The GNSS MEA must be a cardinal altitude at or above 

the MOCA and provide communication capability as 

required in TERPS. 

NOTE: These MEAs will be depicted on En route 

charts with a "G" suffix. Example: 3500G 

 h. CHANGEOVER POINT. Enter the changeover 

point in the segment where it lies. If midpoint, leave 

blank. If NOT midpoint, enter the mileage from and the 

identifier of the nearest facility. If a gap exists, the 

changeover point may be at the middle of the gap; 

however, leave blank. If a dogleg, enter "DL." If the 

dogleg point is a fix, enter the fix name. Establish a 

named fix on all dogleg airways that meet en route VHF 

intersection criteria. Establish a named DME fix or CNF 

on all dogleg airways that do not meet VHF intersection 

criteria. 

 i. FIX MRA/MCA. Entries here are referred to the 

appropriate fix by an attention symbol (*). The same 

information is required on the Form 8260-2 for the fix. 

Show the direction of flight for MCAs. 

 j. REMARKS. Use this section for all pertinent 

supporting data. Typical entries include: 

 Airspace floor 

 Terrain clearance applied 

 Dogleg radials for Part 95 Direct and Off-Airway 

Non-95 Routes 
8260.19C CHG 3 7/14/03 

Chap 8 

Page 8-54 Par 880 

 Reason for MEA adjustment 

 Reason for MAA reduction 

 MEA gap 

 Cancel segment (reason) 

 (1) To assist charting agencies, when segments 

are amended or canceled, describe the changes in this 

section or elsewhere on the form as appropriate. 

 k. FLIGHT INSPECTION DATES. Enter the 

date of the original flight inspection, if available, or 

indicate "On File." Use "Pending" for new/relocated 

facility dockets. If flight inspection records are not 

available, leave blank. Use additional lines to log 

subsequent flight inspections, periodic reviews, and 

amendments. When the form's available spaces are filled, 

whiteout the entries on manually completed forms, and 

start over. Regenerate electronic forms as necessary when 

available spaces are filled, deleting previously entered 

dates. Carry forward any manually entered dates. 

 l. DISTRIBUTION. The approved Form 8260-16 

must be prepared by AVN-100 and distributed as defined 

in Table 8-1. 

 m. Examples: Figure 8-3 contains a consolidated 

group of examples that can be used when completing 

Form 8260-16. 

 n. CANCELLATION. Airways cancellation is 

accomplished through the rulemaking process. Regions 

publish a Notice of Proposed Rulemaking (NPRM), and 

upon publication of the final rule, NFDC removes the 

affected airways from 14 CFR Part 95. Individuals 

completing this form remove or line through, as 

appropriate, the Form 8260-16 entries referenced in the 

final rule. 

881-889. RESERVED. 
 7/14/03 8260.19C CHG 3 

 Chap 8 

 Par 880 Page 8-55 (and 56) 

FIGURE 8-3. TRANSMITTAL OF AIR WAYS/ROUTE DATA
7/14/03 8260.19C CHG 3 

Appendix 1

Page 1 (and 2) 

APPENDIX 1. 

FLIGHT PROCEDURES REFERENCES 
7/14/03 8260.19C CHG 3 

Appendix 1 

Page 3 

APPENDIX 1. FLIGHT PROCEDURES REFERENCES

The following documents form the basic reference library for flight procedures activities. 

ORDERS AND NOTICES

Number Subject

1000.1 Policy Statement of the Federal Aviation Administration 

1010.59 Omni-directional Approach Lighting System 

1050.1 Policies and Procedures for Considering Environmental Impacts. 

1720.23 Distribution of Aeronautical Charts and Related Flight Information Publications 

1800.56 National Flight Standards Work Program Guidelines 

5010.4 Airport Safety Data Program 

5100.38 Airport Improvement Program (AIP) Handbook 

6030.1 FAA Policy on Facility Relocations Occasioned by Airport Improvements or Changes 

6030.18 Mobile Air Traffic Control, Navigational Aid, Communication and Power System 

6030.20 Electrical Power Policy 

6050.32 Spectrum Management Regulations and Procedures Manual 

6560.10 Runway Visual Range (RVR) 

6700.20 Non-Federal Navigational Aids and Air Traffic Control Facilities 

6750.16 Siting Criteria for Instrument Landing Systems 

6750.24 ILS and Ancillary Electronic Component Configuration and Performance Requirement 

6750.49 Maintenance of Instrument Landing Systems (ILS) Facilities 

6850.2 Visual Guidance Lighting Systems 

6850.5 Maintenance of Lighted Navigational Aids. 

6950.2 Electrical Power Policy Implementation at National Airspace System Facilities 

6980.12 Provision of Remote Monitor for Electrical Power and/or Remote Start of Engine Generators 

6980.26 Battery Backup Power Systems - Theory and Selection Guidelines 

7031.2 Airway Planning Standards #1 Terminal Air Navigation Facilities and ATC Services 

7031.3 Airway Planning Standards #2 Air Route Traffic Control 

7032.5 Airport Surface Detection Equipment (ASDE-3) Air Traffic Service Operational Requirements 

7100.9 Standard Terminal Arrival (STAR) 

7110.10 Flight Services 

7110.19 Designation Taxiways as Temporary Runways 

7110.22 Arrival and Departure Handling of High Performance Aircraft 

7110.65 Air Traffic Control 

7110.79 Charted Visual Flight Procedures 

7130.3 Holding Pattern Criteria 

AT 7130.8 Development of Holding Pattern Criteria and Procedures 

7210.3 Facility Operations and Administration 

7210.37 En Route Minimum IFR Altitude (MIA) Sector Charts 

7232.5 Reduced or Increased Operating Hours for ATCT's/Approach Control Facilities 

7340.1 Contractions 

7350.2 Air Traffic Operational Coding System 

7350.7 Location Identifiers 

7400.2 Procedures for Handling Airspace Matters 

7450.1 Special Use Airspace Management System 

7610.4 Special Military Operations 

7900.2 Reporting of Electronic Navigation Aids and Communication Facilities Data to the NFDC 

7900.5 Surface Weather Observing 

7930.2 Notices to Airmen (NOTAM) 

8200.1 United States Standard Flight Inspection Manual 
8260.19C CHG 3 7/14/03 

Appendix 1 

Page 4 

ORDERS AND NOTICES (Continued)

8240.47 Determination of Instrument Landing System (ILS) Glidepath Angle, Reference Datum Heights 

 (RDH) 

8260.3 United States Standard for Terminal Instrument Procedures (TERPS) 

VN 8260.4 ILS Obstacle Risk Analysis 

8260.15 U.S. Army Terminal Instrument Procedures Service 

8260.16 Airport Obstruction Surveys 

8260.19 Flight Procedures and Airspace 

8260.23 Calculation of Radio Altimeter Height 

8260.26 Establishing and Scheduling Standard Instrument Procedure Effective Dates 

8260.31 Foreign Terminal Instrument Procedures 

8260.32 U.S. Air Force Terminal Instrument Procedures Service 

8260.33 Instrument Approach Procedures Automation (IAPA) Program 

8260.37 Heliport Civil Utilization of Collocated Microwave Landing System (MLS) 

8260.38 Civil Utilization of Global Positioning System (GPS) 

8260.40 Flight Management System (FMS) Instrument Procedures Development 

8260.42 Helicopter Global Positioning System (GPS) Nonprecision Approach Criteria 

8260.43 Flight Procedures Management Program 

8260.44 Civil Utilization of Area Navigation (RNAV) Departure Procedures 

8260.45 Terminal Arrival Area (TAA) Design Criteria 

8260.46 Departure Procedure (DP) Program 

8260.48 Area Navigation (RNAV) Approach Construction Criteria 

8400.8 Procedures for Approval of Facilities for FAR Part 121 and Part 135 CAT III Operations 

8400.10 Air Transportation Operations Inspector’s Handbook 

8700.1 General Aviation Operations Inspector's Handbook 

ADVISORY CIRCULARS

61-27 Instrument Flying Handbook 

70-2 Airspace Utilization Considerations in the Proposed Construction, Alteration, Activation and 

 Deactivation of Airports 

70/7460-1 Obstruction Marking and Lighting 

70/7460-2 Proposed Construction or Alteration of Objects that May Affect the Navigable Airspace 

73-2 IFR Helicopter Operations in the Northeast Corridor 

90-42 Traffic Advisory Practices at Airports Without Operating Control Towers 

90-45 Approval of Area Navigation Systems for Use in the U.S. National Airspace System 

90-80 Approval for Offshore Standard Approach Procedures (OSAP), Airborne Radar Approaches 

 (ARA), and Helicopter En route Descent Areas (HEDA) 

91-14 Altimeter Setting Sources 

91-16 Category II Operations-General Aviation Airplanes 

91-54 Automatic Reporting Systems-Altimeter Setting and Other Operational Data 

97-1 Runway Visual Range (RVR) 

120-28 Criteria for Approval of Category III Landing Weather Minima for Takeoff, Landing, and 

 Rollout 

120-29 Criteria for Approving Category I and Category II Landing Minima for FAR 121 Operators 

150/5070-6 Airport Master Plans 

150/5200-28 Notices to Airmen for Airport Operators 

150/5300-13 Airport Design 

150/5340-1 Standards for Airport Markings 

150/5340-4 Installation Details for Runway Centerline and Touchdown Zone Lighting Systems 

150/5340-14 Economy Approach Lighting Aids 

150/5340-17 Standby Power for Non-FAA Airport Lighting Systems 
7/14/03 8260.19C CHG 3 

 Appendix 1 

 Page 5 

ADVISORY CIRCULARS (Continued)

150/5340-18 Standards for Airport Sign Systems 

150/5340-19 Taxiway Centerline Lighting Systems 

150/5340-24 Runway and Taxiway Edge Lighting Systems 

150/5340-26 Maintenance of Airport Visual Aid Facilities 

150/5340-27 Air-to-Ground Radio Control of Airport Lighting Systems 

150/5340-28 Precision Approach Path Indicator (PAPI) Systems 

150/5390-2 Heliport Design 

170-9 Criteria for Acceptance of Ownership and Servicing of Civil Aviation Interest(s) Navigational 

 and Air Traffic Control Systems and Equipment 

170-13 Approach Lighting System Configurations and Energy Conservation 

TITLE 14, CODE OF FEDERAL REGULATIONS (CFR). 

Part 1 Definitions and Abbreviations 

Part 71 Designations of Class A, Class B, Class C, Class D, and Class E Airspace Areas; Airways; 

 Routes; and Reporting Points 

Part 73 Special Use Airspace 

Part 77 Objects Affecting Navigable Airspace 

Part 91 General Operating and Flight Rules 

Part 93 Special Air Traffic Rules and Airport Traffic Patterns 

Part 95 IFR Altitudes 

Part 97 Standard Instrument Approach Procedures 

Part 103 Ultralight Vehicles 

Part 121 Operating Requirements: Domestic, Flag, and Supplemental Operations 

Part 125 Certification and Operations: Airplanes Having a Seating Capacity of 20 or More Passengers or 

 a Maximum Payload Capacity of 6,000 Pounds or More; and Rules Governing Persons on board 

 Such Aircraft 

Part 129 Operations: Foreign Air Carriers and Foreign Operators of U.S. - Registered Aircraft Engaged 

 in Common Carriage 

Part 135 Operating Requirements: Commuter and On Demand Operations and Rules Governing Persons 

 on board such Aircraft 

Part 139 Certification and Operations: Land Airports serving Certain Air Carriers 

Part 150 Airport Noise Compatibility Planning 

Part 152 Airport Aid Program 

Part 157 Notice of Construction, Alteration, Activation and Deactivation of Airports 

Part 161 Notice and Approval of Airport Noise and Access Restrictions 

Part 170 Establishment and Discontinuance Criteria for Air Traffic Control Services and Navigational 

Facilities 

Part 171 Non-Federal Navigation Facilities 

OTHER PUBLICATIONS 

Aeronautical Information Manual (AIM) 

Airport Facility Directory 

Airport Master Record - FAA Form 5010.1 

Airspace Dockets 

Area Charts 

Graphics Notices and Supplemental Data 

Low and High Altitude En Route Charts 

National Flight Data Digest (NFDD) 

National Plan of Integrated Airport System (NPIAS) 

Digital Obstacle File 
7/14/03 8260.19C CHG 3 

Appendix 1 

Page 6 

OTHER PUBLICATIONS (Continued)

OC Charts 

Sectional and Terminal Area Charts 

Transmittal Letters (Instrument Approach Procedures) 

USGS Topographical Charts 
7/14/03 8260.19C CHG 3 

 Appendix 2 

 Page 1 (and 2) 

APPENDIX 2. 

OBSTACLE ACCURACY STANDARDS, 

CODES, AND SOURCES

7/14/03 8260.19C CHG 3 

 Appendix 2 

 Page 3 

APPENDIX 2. OBSTACLE ACCURACY STANDARDS, 

CODES, AND SOURCES 

100. UNITED STATES NATIONAL MAP 

ACCURACY STANDARDS. 

With a view to the utmost economy and expedition 

in producing maps which fulfill not only the broad 

needs for standard or principal maps, but also the 

reasonable particular needs of individual agencies, 

standards of accuracy for published maps are defined 

as follows: 

 a. Horizontal accuracy. For maps on publication scales larger than 1:20,000, not more than 

10 percent of the points tested shall be in error by 

more than 1/30 inch, measured on the publication 

scale; for maps on publication scales of 1:20,000 or 

smaller, 1/50 inch. These limits of accuracy must 

apply in all cases to positions of well-defined points 

only. Well-defined points are those that are easily 

visible or recoverable on the ground, such as the 

following: monuments or markers, such as bench 

marks, property boundary monuments; intersections 

of roads, railroads, etc.; corners of large buildings or 

structures (or center points of small buildings); etc. 

In general, what is well defined will also be 

determined by what is able to be plotted on the scale 

of the map within 1/100 inch. Thus, while the 

intersection of two roads or property lines meeting at 

right angles would come within a sensible 

interpretation, identification of the intersection of 

such lines meeting at an acute angle would obviously 

not be practicable within 1/100 inch. Similarly, 

features not identifiable upon the ground within close 

limits are not to be considered as test points within 

the limits quoted, even though their positions may be 

scaled closely upon the map. In this class would 

come timber lines, soil boundaries, etc. 

 b. Vertical accuracy, as applied to contour 

maps on all publication scales, must be such that not 

more than 10 percent of the elevations tested must be 

in error more than one-half the contour interval. In 

checking elevations taken from the map, the 

apparent vertical error may be decreased by 

assuming a horizontal displacement within the 

permissible horizontal error for a map of that scale. 

 c. Map accuracy testing may be accomplished 

by comparing the positions of points whose locations 

or elevations are shown upon it with corresponding 

positions as determined by surveys of a higher 

accuracy. Tests must be made by the producing 

agency that must also determine which of its maps 

are to be tested and the extent of such testing. 

 d. Published maps meeting these accuracy 

requirements must note this fact on their legends as 

follows: "This map complies with National Map 

Accuracy Standards."

 e. Published maps whose errors exceed those 

stated before must omit all mention of standard 

accuracy from their legends. 

 f. Enlargements. When a published map is a 

considerable enlargement of a map drawing 

(manuscript) or of a published map, that fact must be 

stated in the legend. For example, "This map is an 

enlargement of a 1:20,000-scale map drawing," or 

"This map is an enlargement of a 1:24,000-scale 

published map."

 g. Data Interchange. To facilitate ready interchange and use of basic information for map 

construction among all Federal map-making 

agencies, manuscript maps and published maps, 

wherever economically feasible and consistent with 

intended map use, must conform to latitude and 

longitude boundary size, being 15, 7.5, or 3-3/4 

minutes of latitude and longitude. 

101. ACCURACY CODES AND SOURCES.

 a. Accuracy Codes. Allowable accuracy of 

vertical and horizontal data was originally 

determined by a joint DOD/DOC/DOT task group in 

1979. Accuracy codes established by that task group 

are no longer documented on 8260-series forms. 

Instead, document the vertical and/or horizontal 

adjustment applied (see paragraph 860a(1)(g)). 
8620.19C CHG 3 7/14/03 

Appendix 2 

Page 4 

HORIZONTAL

Code Tolerance 

1 +20′ (6 m) 

2 +50′ (15 m) 

3 +100′ (30 m) 

4 +250′ (75 m) 

5 +500′ (150 m) 

6 +1000′ (300 m) 

7 +1/2 NM (900 m) 

8 +1 NM (1800 m) 

9 Unknown 

VERTICAL

Code Tolerance 

A +3′ (1 m) 

B +10′ (3 m) 

C +20′ (6 m) 

D +50′ (15 m) 

E +125′ (38 m) 

F +250′ (75 m) 

G +500′ (150 m) 

H +1000′ (300 m) 

I Unknown 

 b. Sources. The task group was provided 

specified accuracies from each of the following 

sources: 

 (1) Department of Commerce. Charting 

information is verified and published by the National 

Ocean Service (NOS). 

 (a) Airport Obstruction Chart (OC)

obstacle accuracies quoted by NOS are: 

 1. Flightpath and transitional 

areas +20' (6 m) horizontally and +2′ (1 m) vertically 

out to 20,000′ (6100m). Code 1A.

 2. Flightpath and transitional area 

+40′ (12 m) horizontally and +20′ (6 m) vertically 

beyond 20,000′ (6100 m). Code 2C.

 3. Horizontal surface area +20′

(6 m) horizontally and +5′ (1.5 m) vertically. 

Code 1B. 

4. Conical surface +40′ (12 m) 

horizontally and +20′ (6 m) vertically. Code 2C 

 5. Radio and TV towers +20-40′

(6-12m) horizontally, as in paragraphs 101b(1)(a)1

and 2, but +40′ (12 m) horizontally and +10′ (3 m) 

vertically if not surveyed for an OC chart. Code 2B. 

(Radio and TV towers are accurate vertically to +2′

(.6 m) anywhere on the OC survey if they penetrate a 

surface). Code 2A.

 (2) Department of Defense.

 (a) National Imaging and Mapping 

Agency (NIMA): 

 1. Digital Terrain Elevation 

Data (DTED) (Level 0) 1 kilometer postings from 

1:350,000 charts, +500′ (150 m) horizontally and 

+100′ (30 m) vertically Code 5E. DTED 

(Level 1), 100 meter postings +50 m (164′) 

horizontally and +30 m (98) vertically. Code 4E. 

DTED (Level 2), 30 meter postings +50 m (164′) 

horizontally and +30 m (98) vertically. Code 4E. 

 2. Shuttle Radar Terrain Model 

(SRTM): Level 1 (Foreign) 90 meter posting, 

equivalent to 1:250,000. Level 2 (CONUS) 30 meter 

posting, equivalent to 1:50,000. Level 1 and 2 

accuracies are 20 meter horizontal and 16 meter 

vertical. Code 3C.

 

 3. Digital Vertical Obstruction 

File (DVOF). Populated using multiple sources. 

Obstruction attributes contain associated source 

accuracy code (Surveyed to Reported). Code 5E. 

 

 4. Joint Operations Graphic 

(JOG) - AIR, 2nd Series, (1:250,000 scale), +500′

(150 m) horizontally and +125′ (38 m) vertically. 

Code 5E. 

 5. Topographical Line Maps 

(TLM), (1:50,000 and 1:100,000 scale), +50′ (15 m) 

horizontally and +20′ (6 m) vertically. Code 2C. 

 (b) OC surveys conducted by U.S. 

Army Topographic Units must have the same 

accuracy standards as those developed by the Department of Commerce (see paragraph 101b(1)(a)). 

Code 2C.

 (3) Department of Transportation. FAA 

obstacle data for terrain structures are recorded on 

airspace, airport, and procedures records. If the 

original source is Obstruction Clearance (OC) or 
7/14/03 8260.19C CHG 3 

Appendix 2 

Page 5 

aero charts, accuracies in paragraph 101b(1)(a) are 

appropriate. Other accuracies are as follows: 

 (a) Field inspections that employ a 

theodolite, +50′ (15 m) horizontally and +20′ (6 m) 

vertically. Code 2C.

 (b) Obstruction evaluations: All 

obstacles, +250′ (75 m) horizontally and +50′ (15 m) 

vertically, unless verified to a higher accuracy. 

Code 4D.

 (c) Quarterly Obstacle Memo - 

Digital Obstacle File, depending upon data source, 

from +20′ (6 m) to +1 NM (1800 m) horizontally, 

and from +3′ (1 m) to +1,000′ (300 m) vertically. 

Code 1A to 8H. 

 (d) Airport Field Offices (AFO) may 

assign their own codes to obstacles on engineering 

drawings and Airport Layout Plans (ALP) furnished 

to Regional Airports Division. 

 (e) Airway Facility (AF) Division 

Field Survey; navigation aids, +20′ (6 m) 

horizontally and 3′ (1 m) vertically. Code 6E. Other 

obstacles, +50′ (15 m) horizontally and +10′ (3 m) 

vertically, unless verified to a higher accuracy. 

Code 2B.

 (f) Flight inspection fly-by (see 

Order 8200.1, paragraph 214.3), +250′ (75 m) 

horizontally and +50′ (15 m) vertically. Code 4D.

 (g) Estimated by airport owner or 

operator, +1/2 NM (900 m) horizontally and +500′

(150 m) vertically. Code 7G.

 

 (h) World Aeronautical Chart 

(WAC), Sectional Chart, and VFR Terminal 

Chart.

 1. Terrain features which are not 

marked as spot elevations: 

 Chart Horizontal Vertical* 

 WAC +1700′ (500 m) +500′ (150 m) 

 Sec +900′ (275 m) +250′ ( 75 m) 

 VFR +500′ (150 m) +250′ ( 75 m) 

 *1/2 contour line 

 2. When obstacles or mountain 

peaks are specifically marked by a spot elevation, 

the vertical accuracy changes to +3′ (1 m) or the full 

contour interval depending on source. Horizontal 

accuracy determined by chart type as specified in 

paragraph 101a. 

 3. When these charts are used to 

establish coordinates, it must be recognized that the 

Inter-Agency Air Cartographic Committee (IACC) 

charting standards permit displacement of objects to 

provide for relative depiction. To account for these 

additional errors, the horizontal accuracy factors 

must be doubled for manmade obstacles depicted on 

WAC, Sectional, and VFR charts. 

 (4) Department of Interior. U.S. 

Geological Survey data in magnetic tape files are 

claimed to be accurate to +1,000′ (300 m) horizontally and +100′ (30 m) vertically. Code 6E. For 

the following charts, when obstacles or mountain 

peaks are specifically marked by a spot elevation, the 

vertical accuracy changes to +3′ (1 m). Otherwise, 

these charts have the following accuracies: 

 (a) Topographical charts (1:250,000 

scale), +1,000′ (300 m) horizontally and +100′

(30 m) vertically. Code 6E. 

 (b) Topographical charts (1:62,500 

or 1:63,360 scale), +150′ (75 m) horizontally and 

+50′ (15 m) vertically. Code 4D.

 (c) Topographical charts [1:20,000, 

1:24,000) (7 1/2 min. Quad series), and 1:25,000], 

+40′ (12 m) horizontally and +20′ (6 m) vertically. 

Code 2C. 

 (d) Topographical charts (1:100,000 

scale), +40′ (12 m) horizontally and +20′ (6 m) 

vertically. 

 (5) Digital Elevation Data. U.S. 

Geological Survey data for terrain elevations is 

typically based on Digital Elevation Models 

(DEM). Source documentation from the NOS 

supports the following horizontal and vertical 

accuracies; these values must be used in instrument 

procedure construction: 

 

(a) DEM 7.5 Minute (Level 1),

+13 m (43′) horizontally and +14 m (46′) 

vertically.
8620.19C CHG 3 7/14/03 

Appendix 2 

Page 6 

(b) DEM 7.5 Minute (Level 2), 

+13 m (43′) horizontally and +17 m (56′) 

vertically. 

(c) DEM 1 Degree (1:250,000 

scale), +130 m (427′) horizontally and +30 m (98′) 

vertically. 
7/14/03 8260.19C CHG 3 

 Appendix 3

 Page 1 (and 2) 

APPENDIX 3. 

DATA WORKSHEET FOR FAA FORM 8260-2, 

RADIO FIX AND HOLDING DATA RECORD
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 Appendix 3

 Page 3 

APPENDIX 3. 8260-2, DATA WORKSHEET 

Instructions for completing 8260-2, Data Worksheet, for proponents OTHER than the NFPO. 

BLOCK 1. REQUESTED PUBLICATION DATE. Enter the desired effective date that coincides 

with the charting cycle (see Order 8260.26, appendix 1). If the Form 8260-2 request is to be in 

conjunction with an airspace action, obtain the docket number from the regional Airspace Branch 

(AXX-520). For Form 8260-2 requests, allow at least 20 weeks lead-time from the desired effective 

date. 

BLOCK 2. FIX NAME. Enter the 5-character pronounceable name obtained from ARTCC. Do not 

include “WP” as part of the name. 

BLOCK 3. FIX TYPE. Indicate the type of fix; e.g. radar, WP (a geographical position), DME (fixes 

made up of a single radial/bearing and DME, or multiple DMEs), VHF (fixes made up of 2 VOR radials), 

VHF/LF (fixes made up of a VOR radial and an NDB bearing). Indicate all combinations that make up 

the fix. 

BLOCK 4. LOCATION. Latitude and longitude accurate to the hundredth of a second; e.g., 09.25 sec. 

NAVAID radial/bearing/distance values must also be entered to the appropriate hundredth value; e.g., 

347.23°; 08.37NM. 

BLOCK 5. TYPE OF ACTION REQUIRED. Check applicable box to Establish, Modify, or Cancel 

the fix. 

BLOCK 6. HOLDING. Describe holding patterns required at fix. When climb-in-holding is required, 

provide detailed holding instructions including maximum altitude and maximum speed (if other than 

standard). 

BLOCK 7. CHARTING. Indicate required charting; i.e., terminal, SIDs, STARs, or en route charts. 

BLOCK 8. REMARKS. List all procedures which use the fix and other uses of the fix; e.g., reporting 

points, etc. Include any other information that may assist in developing the fix. Justify the requirement 

for other than routine processing and charting. 

BLOCK 9. POINT-OF-CONTACT (POC). Self explanatory.
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Appendix 3

Page 4 

Form 8260-2, DATA Worksheet 

1. REQUESTED PUBLICATION DATE: 

2. FIX NAME: 

3. FIX TYPE: 

4. LOCATION: 

5. TYPE OF ACTION REQUIRED: Establish Modify Cancel 

6. HOLDING: 

 ________________________________________ 

7. CHARTING: 

8. REMARKS (Use additional paper if required): 

 

 

9. POINT OF CONTACT (POC): 

ATC Facility Name. 

POC’s Name. 

Telephone Number. 

FAX Number. 

E-Mail Address. 
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 Appendix 4

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APPENDIX 4. RADIO FIX 

AND HOLDING DATA RECORD, 

FAA Form 8260-2
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 Appendix 4

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Figure A4-1
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Appendix 4 

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Figure A4-2
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Figure A4-3
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Appendix 4

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Figure A4-4
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Figure A4-5
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Appendix 4 

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Figure A4-6
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Figure A4-7
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Figure A4-8
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Figure A4-9
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Appendix 4

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Figure 4A-10
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 Appendix 5 

 Page 1 (and 2) 

APPENDIX 5. ILS AND RNAV STANDARD 

INSTRUMENT APPROACH PROCEDURE, 

FAA FORM 8260-3 
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 Appendix 5 

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Figure A5-1