Distribution: A-W(SY/PO/UA/AR/ND/AS/AT/FS/AF)-3; ATA-100(15CYS); AVN-100(150CYS); Initiated By: AFS-420

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 2

12/29/99

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); 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. May 15, 2000.

4. EXPLANATION OF CHANGES. Chapters 4, 5, 6, and 7 are rewritten to reflect organizational

changes and reassignment of responsibilities of 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.

a. Chapter 2.

(1) Paragraph 223a. Revises AVN-100 - National Flight Data Center (NFDC) coordination

procedures for FDC Notice to Airmen (NOTAM) transmittal.

(2) Paragraph 224. Updates NOTAM policy for departure procedures (DP’s).

(3) Paragraph 264. Updates information relating to naming navigational fixes to satisfy the

requirements of Order 8260.40B, Flight Management System.

b. Chapter 4.

(1) Paragraph 404. Updates information to reflect modifications made in Order 8260.3B

CHG 17, United States Standard for Terminal Instrument Procedures (TERPS).

(2) Paragraph 421. Modifies latter portion of paragraph to reflect evaluation and disposition of

user comments.
8260.19C CHG 2 12/29/99

Page 2

(3) Paragraph 430. Clarifies establishment of visual descent point (VDP).

(4) Section 4. Terminates the use of commercial broadcast stations for instrument procedure

development. Section RESERVED for Special Procedure processing instructions.

(5) Section 7. Updates information relating to instrument departure procedures to bring the order

in consonance with Order 8260.46, Instrument Departure Procedure (DP) Program. Defines policy for DP

development, provides specifications for textual versus graphic departures, and provides methodology for

publication of both obstacle and ATC required altitudes/climb gradients.

(6) Section 8. Removes all references to Standard Instrument Procedures ( SID’s) and clarifies

AVN-100 responsibilities relating to Standard Terminal Arrival Routes (STAR’s).

c. Chapter 5.

(1) Paragraph 501. Changes and reassigns the responsibilities of AVN-100, and adds the

responsibilities of the All Weather Operations Program Managers in the Regional Flight Standards

Divisions.

(2) Paragraph 502. Defines procedures for obstruction evaluations (OE) more clearly and

updates responsibilities to reflect recent organizational changes.

(3) Paragraph 506. Clarifies AVN-100 actions.

(4) Paragraph 507. Changes text and graphics to more clearly define controlled airspace

requirements.

d. Chapter 6.

(1) Paragraph 600. Adds U.S. Navy address for official inquiries.

(2) Paragraph 601. Emphasizes importance and responsibility of documenting/ maintaining

military fixes.

e. Chapter 7.

(1) Paragraph 701d. Incorporates regional level of responsibility.

(2) Paragraph 702. Provides a more concise list of operational benefits/improvements.

(3) Paragraph 703. Provides more extensive information for performing a safety analysis.

(4) Paragraph 706a(5). Adds information concerning an unsuccessful flight check.

(5) Paragraph 706e. Adds drawing concerning “Stand-Alone Fix on Localizer Course.”

(6) Section 8. Provides more information regarding the responsibility for Facilities and

Equipment (F&E) support.
12/29/99 8260.19C CHG 2

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f. Chapter 8.

(1) Paragraph 815g. Adds requirement for AVN-100 to ensure a missed approach procedure is

available during NAVAID outages.

(2) Paragraph 816l(1). Adds more definitive guidance in the Standard Notes for area navigation

(RNAV) glide slope.

(3) Paragraph 816n(4). Adds information concerning magnetic variation of departure

procedures.

g. Appendix 1. Updates Flight Procedures’ references, and adds U.S. Army Topographic Units to

accuracy codes and sources.

h. Appendix 2.

(1) Paragraph 101a. Deletes the requirement to list the accuracy code(s) on 8260 series forms,

but the actual adjustment(s) is documented.

(2) Paragraph 101b(2)(b). Expands Department of Defense (DOD) sources to include digital

elevation data and tactical flying charts and defines accuracy more clearly.

(3) Paragraph 101b(6). Adds accuracy code requirements under digital terrain.

5. DISPOSITION OF TRANSMITTAL. After filing, this change transmittal should be retained.

PAGE CONTROL CHART

REMOVE PAGES DATED INSERT PAGES DATED

iii thru xiii 9/16/93 iii thru xiii 12/29/99

1-3 and 1-4 9/18/98 1-3 and 1-4 12/29/99

2-11 thru 2-16 9/18/98 2-11 thru 2-16 12/29/99

2-21 and 2-22 9/18/87 2-21 12/29/99

2-22 9/18/98

2-25 and 2-26 9/18/98 2-25 and 26 12/29/99

3-7 and 3-8 9/18/98 3-7 12/29/99

3-8 9/18/98

4-1 thru 4-19 9/16/93 4-1 thru 4-18 12.29/99

5-1 thru 5-22 9/16/93 5-1 thru 5-21 (and 5-22) 12/29/99

6-1 (and 6-2)9/16/93 6-1 (and 6-2) 12/29/99

7-1 thru 7-13 9/16/93 7-1 thru 7-14 12/29/99

8-23 thru 8-26 9/16/93 8-23 thru 8-26 12/29/99
8260.19C CHG 2 12/29/99

Page 4

PAGE CONTROL CHART

 

REMOVE PAGES DATED INSERT PAGES DATED

 

APPENDIX 1 APPENDIX 1

1 thru 5 9/16/93 1 thru 5 (and 6) 12/29/99

APPENDIX 2 APPENDIX 2

1 thru 4 9/16/93 1 thru 5 (and 6) 12/29/99

L. Nicholas Lacey

Director, Flight Standards Service
12/29/99 8260.19C CHG 2

Page iii

TABLE OF CONTENTS

Page No.

CHAPTER 1. ADMINISTRATIVE 1-1

SECTION 1. GENERAL........................................................................................................1-1

100. PURPOSE...................................................................................................................1-1

101. DISTRIBUTION .........................................................................................................1-1

102. CANCELLATION ......................................................................................................1-1

103. EXPLANATION OF CHANGES ................................................................................1-1

104. FORMS.......................................................................................................................1-2

105. TERMS AND DEFINITIONS.....................................................................................1-3

106. INFORMATION CURRENCY ...................................................................................1-3

107.-109. RESERVED..........................................................................................................1-4

SECTION 2. RESPONSIBILITIES........................................................................................1-5

110. FLIGHT STANDARDS SERVICE (AFS-1)................................................................1-5

111. FLIGHT TECHNOLOGIES AND PROCEDURES DIVISION (AFS-400)..................1-5

112. REGIONAL FLIGHT STANDARDS DIVISIONS (AXX-200) ...................................1-5

113. AVIATION SYSTEM STANDARDS (AVN)..............................................................1-6

114. AERONAUTICAL INFORMATION SERVICES (ATA-100).....................................1-7

115. INDIVIDUAL..............................................................................................................1-7

116.-119. RESERVED.........................................................................................................1-7

SECTION 3. INSTRUMENT APPROACH PROCEDURES AUTOMATION (IAPA)

RESPONSIBILITIES........................................................................................1-8

120. BACKGROUND.........................................................................................................1-8

121. AVIATION SYSTEM STANDARDS RESPONSIBILITY..........................................1-8

122. OFFICE OF INFORMATION SERVICES RESPONSIBILITY ..................................1-9

123. OFFICE OF INFORMATION TECHNOLOGY RESPONSIBILITY ..........................1-9

124. DIRECTOR, AIRWAY FACILITIES SERVICE.........................................................1-9

125.-199. RESERVED.........................................................................................................1-9

CHAPTER 2. GENERAL PROCEDURES.................................................................................2-1

SECTION 1. GENERAL.........................................................................................................2-1

200. GENERAL..................................................................................................................2-1

201. REQUESTS FOR PUBLIC-USE INSTRUMENT FLIGHT PROCEDURES...............2-1

202. AIR TRAFFIC LETTERS OF AGREEMENT ............................................................2-1

203. AIRPORT LIGHTING AND VISUAL AIDS ..............................................................2-1

SECTION 2. AERONAUTICAL CHARTS............................................................................2-2

204. USE OF MAPS AND CHARTS..................................................................................2-2

205. AERONAUTICAL CHARTS AND PUBLICATIONS ................................................2-2
8260.19C CHG 2 12/29/99

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Page No.

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

206. NOISE ABATEMENT................................................................................................2-3

207. ENVIRONMENTAL IMPACTS .................................................................................2-3

SECTION 4. FACILITY UTILIZATION AND MONITORING..........................................2-4

208. FREQUENCY SERVICE VOLUMES.........................................................................2-4

209. ATC USABLE DISTANCE AND ALTITUDE LIMITATIONS..................................2-4

210. REQUESTS FOR EXPANDED SERVICE VOLUMES (ESV)....................................2-5

211. UTILIZATION OF LOCALIZERS AS EN ROUTE AIDS..........................................2-6

212. MONITORING OF NAVIGATION FACILITIES.......................................................2-6

213. UTILIZATION OF MONITORING CATEGORIES ...................................................2-7

214. UTILIZATION OF 75 Mhz MARKERS......................................................................2-7

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

215. GENERAL..................................................................................................................2-8

216. RESPONSIBILITIES ..................................................................................................2-8

217. GUIDELINES .............................................................................................................2-10

218.-219. RESERVED.........................................................................................................2-10

SECTION 6. NOTICES TO AIRMEN (NOTAM).................................................................2-11

220. GENERAL..................................................................................................................2-11

221. NATIONAL NOTICE TO AIRMEN SYSTEM...........................................................2-11

222. FDC NOTAM TYPES.................................................................................................2-11

223. FDC NOTAM PREPARATION, REVIEW, AND TRANSMITTAL...........................2-11

224. INSTRUMENT PROCEDURE NOTAM’S.................................................................2-12

225. AIRWAY NOTAM’S..................................................................................................2-14

226. NOTAM CONTENT...................................................................................................2-15

227. NOTAM FOLLOW-UP ACTION ...............................................................................2-16

228. NOTAM RESPONSIBILITY ......................................................................................2-16

229. RESERVED ................................................................................................................2-16

SECTION 7. QUALITY/STANDARDIZATION OF INSTRUMENT FLIGHT

PROCEDURES..................................................................................................2-17

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

231. AFS-420 ACTION ......................................................................................................2-17

232.-239. RESERVED.........................................................................................................2-17

SECTION 8. PERIODIC REVIEW OF INSTRUMENT PROCEDURES ...........................2-18

240. GENERAL..................................................................................................................2-18

241. AVN-100 ACTION .....................................................................................................2-18

242.-249. RESERVED.........................................................................................................2-19
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Page No.

SECTION 9. COMMUNICATIONS AND WEATHER ........................................................2-20

250. COMMUNICATIONS REQUIREMENTS..................................................................2-20

251. USE OF UNICOM ......................................................................................................2-20

252. AUTOMATIC ALTIMETER SETTING AND WEATHER REPORTING

SYSTEMS...................................................................................................................2-20

253.-259. RESERVED.........................................................................................................2-20

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

260. GENERAL..................................................................................................................2-21

261. REPORTING POINTS................................................................................................2-21

262. UNPLANNED HOLDING AT DESIGNATED REPORTING POINTS......................2-21

263. REQUESTS FOR NAVIGATIONAL FIXES ..............................................................2-21

264. NAMING NAVIGATIONAL FIXES...........................................................................2-21

265. DOCUMENTING NAVIGATIONAL FIXES..............................................................2-21

266. CORRELATION OF NAVIGATIONAL FIXES AND CHANGEOVER

POINTS (COPS) .........................................................................................................2-22

267. MINIMUM RECEPTION ALTITUDES (MRA) .........................................................2-22

268. FLIGHT INSPECTION...............................................................................................2-22

269. MAXIMUM AUTHORIZED ALTITUDES (MAA).....................................................2-22

SECTION 11. OBSTACLE DATA ACCURACY .................................................................2-23

270. GENERAL..................................................................................................................2-23

271. OBSTACLE DATA ACCURACY STANDARDS FOR INSTRUMENT

PROCEDURES...........................................................................................................2-23

272. APPLICATION...........................................................................................................2-24

273.-279. RESERVED.........................................................................................................2-25

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

280. GENERAL..................................................................................................................2-26

281. WAIVER PROCESSING ............................................................................................2-26

282. WAIVERS FOR SPECIAL INSTRUMENT APPROACH PROCEDURES.................2-26

283. PERIODIC REVIEW OF WAIVERS ..........................................................................2-26

284. CANCELLATION OF WAIVERS ..............................................................................2-26

285.-289. RESERVED.........................................................................................................2-27

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

290. GENERAL..................................................................................................................2-28

291. IAPA RECORDS DISPOSITION................................................................................2-28

292.-299. RESERVED.........................................................................................................2-28
8260.19C CHG 2 12/29/99

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Page No.

CHAPTER 3. EN ROUTE PROCEDURES..................................................................................3-1

SECTION 1. GENERAL.........................................................................................................3-1

300. GENERAL..................................................................................................................3-1

301. PUBLICATION...........................................................................................................3-1

302.-309. RESERVED ......................................................................................................3-1

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

310. CRITERIA APPLICATION ........................................................................................3-2

311. DEVELOPMENT OF CRITERIA...............................................................................3-2

312.-319. RESERVED.........................................................................................................3-2

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

320. RELATIONSHIP OF COP’S TO AIRSPACE DIMENSIONS ....................................3-3

321. RELATIONSHIP OF MEA’S TO CONTROLLED AIRSPACE FLOORS..................3-3

322.-329. RESERVED.........................................................................................................3-3

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

330. GENERAL..................................................................................................................3-4

331. FORMAT....................................................................................................................3-4

332. FACILITIES USED.....................................................................................................3-4

333. CONTROLLED AIRSPACE.......................................................................................3-4

334. FLIGHT INSPECTION...............................................................................................3-4

335. PLANNING AND COORDINATION.........................................................................3-4

336. PROCESSING ............................................................................................................3-8

337. PERIODIC REVIEW ..................................................................................................3-8

338. DISTRIBUTION .........................................................................................................3-8

339. RESERVED ................................................................................................................3-8

SECTION 5. OFF-AIRWAY ROUTES ..................................................................................3-9

340. ESTABLISHMENT ....................................................................................................3-9

341. LISTING.....................................................................................................................3-9

342 OFF-AIRWAY DATA.................................................................................................3-9

343. PROCESSING DATA TO NFDC ...............................................................................3-9

344.-349. RESERVED.........................................................................................................3-9

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

350. COORDINATION PROCEDURES.............................................................................3-10

351. PUBLICATION OF PROCEDURAL DATA...............................................................3-10

352.-359. RESERVED.........................................................................................................3-10
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SECTION 7. RADAR VECTORING ALTITUDE CHARTS................................................3-11

360. CHART PREPARATION............................................................................................3-11

361. AREAS OF CONSIDERATION..................................................................................3-11

362. OBSTACLE CLEARANCE ........................................................................................3-11

363. OBSTACLE CLEARANCE REDUCTION .................................................................3-11

364. RADAR DATA PROCESSING (RDP)........................................................................3-11

365. CHART REVIEW AND APPROVAL.........................................................................3-12

366. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM)............................................3-12

367.-369. RESERVED.........................................................................................................3-12

CHAPTER 4. TERMINAL PROCEDURES.................................................................................4-1

SECTION 1. GENERAL .........................................................................................................4-1

400. GENERAL..................................................................................................................4-1

401. CATEGORIES OF INSTRUMENT APPROACH PROCEDURES .............................4-1

402. AIRSPACE REQUIREMENTS...................................................................................4-1

403 CONTRACTUAL USE OF PRIVATE FACILITIES...................................................4-1

404. TERPS APPLICATION ..............................................................................................4-1

405. SIDESTEP MANEUVERS..........................................................................................4-6

406.-419. RESERVED.........................................................................................................4-7

SECTION 2. STANDARD INSTRUMENT APPROACH PROCEDURES (SIAP)..............4-8

420. GENERAL..................................................................................................................4-8

421. COORDINATION OF TERMINAL INSTRUMENT PROCEDURES ........................4-8

422. RADAR INSTRUMENT APPROACH PROCEDURES..............................................4-8

423.-429. RESERVED.........................................................................................................4-8

SECTION 3. VISUAL DESCENT POINT (VDP) ..................................................................4-9

430. ESTABLISHMENT ....................................................................................................4-9

431. FAA FORM 8260-9 ENTRIES....................................................................................4-9

432.-439. RESERVED.........................................................................................................4-9

SECTION 4. SPECIAL PROCEDURE PROCESSING INSTRUCTIONS ..........................4-10

440.-449. RESERVED.........................................................................................................4-10

SECTION 5. DIRECTION FINDING (DF) PROCEDURES.................................................4-11

450. GENERAL..................................................................................................................4-11

451. FORMAT....................................................................................................................4-11

452. APPLICATION OF CRITERIA ..................................................................................4-11

453. DF VECTORING ALTITUDES..................................................................................4-11

454. DF VECTOR AREA ...................................................................................................4-11
8260.19C CHG 2 12/29/99

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455. DISTRIBUTION .........................................................................................................4-12

456 CANCELLATION OF DF PROCEDURES.................................................................4-12

457.-459. RESERVED.........................................................................................................4-12

SECTION 6. CATEGORY (CAT) II AND III ILS.................................................................4-13

460. GENERAL..................................................................................................................4-13

461. ACTION .....................................................................................................................4-13

462. RADIO ALTIMETER HEIGHTS................................................................................4-14

463. NOTAM REQUIREMENTS .......................................................................................4-14

464. WAIVER REQUIREMENTS ......................................................................................4-14

465.-469. RESERVED.........................................................................................................4-14

SECTION 7. DEPARTURE PROCEDURES (DP).................................................................4-15

470. GENERAL..................................................................................................................4-15

471. PUBLICATION...........................................................................................................4-16

472.-479. RESERVED.........................................................................................................4-17

SECTION 8. STANDARD TERMINAL ARRIVAL ROUTES (STAR)................................ 4-18

480. INTRODUCTION.......................................................................................................4-18

481. AVN-100 ACTION .....................................................................................................4-18

482. - 499. RESERVED.......................................................................................................4-18

CHAPTER 5. AIRSPACE..............................................................................................................5-1

SECTION 1. OBSTRUCTION EVALUATION (OE)............................................................5-1

500. GENERAL..................................................................................................................5-1

501. RESPONSIBILITY AND PROCESSING OF FAA FORM 7460-1 .............................5-1

502. REVIEW OF NOTICES..............................................................................................5-1

503. OBSTRUCTIONS UNDER SUBPART C. 14 CFR PART 77 .....................................5-2

SECTION 2. DESIGNATION OF CONTROLLED AIRSPACE..........................................5-3

504. GENERAL..................................................................................................................5-3

505. AT RESPONSIBILITY ...............................................................................................5-3

506. AVN-100 ACTION .....................................................................................................5-3

507. TERMINAL AIRSPACE.............................................................................................5-3

SECTION 3. AIRPORT AIRSPACE ANALYSIS..................................................................5-17

508. GENERAL..................................................................................................................5-17

509. AVN-100 INPUTS IN ESTABLISHMENT OF AIRPORTS AND HELIPORTS ........5-17

510. ALTERATIONS OF AIRPORTS OR HELIPORTS....................................................5-18
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Page No.

511. DEACTIVATION OF AIRPORTS OR HELIPORTS..................................................5-18

512. ASSISTANCE IN ZONING PROBLEMS...................................................................5-18

SECTION 4. CONTROLLED FIRING AREAS ....................................................................5-19

513. DESCRIPTION...........................................................................................................5-19

514. ESTABLISHMENT OF CONTROLLED FIRING AREAS.........................................5-19

515. PRECAUTIONS..........................................................................................................5-19

516. AVN-100 REVIEW AND COORDINATION..............................................................5-19

SECTION 5. RESTRICED AREAS........................................................................................5-20

517. GENERAL..................................................................................................................5-20

518 LETTER OF PROCEDURES......................................................................................5-20

519. RESERVED ................................................................................................................5-20

SECTION 6. ESTABLISHMENT, RELOCATION, OR DISCONTINUANCE OF

RADIO NAVIGATION AIDS...........................................................................5-21

520. CRITERIA AND GUIDELINES .................................................................................5-21

521. AVN-100 ACTION .....................................................................................................5-21

522. AFS ACTION .............................................................................................................5-21

523.-599. RESERVED.........................................................................................................5-21

CHAPTER 6. MILITARY PROCEDURES.......................................................................... 6-1 (and 6-2)

600. GENERAL..................................................................................................................6-1

601. REVIEW AND COORDINATION..............................................................................6-1

602. FAA ACCEPTANCE ..................................................................................................6-1

603. ASSISTANCE.............................................................................................................6-1

604. - 699. RESERVED.......................................................................................................6-1

CHAPTER 7. PLANNING.............................................................................................................7-1

SECTION 1. GENERAL .........................................................................................................7-1

700. GENERAL..................................................................................................................7-1

SECTION 2. PLANNING STANDARDS................................................................................7-2

701. PLANNING STANDARDS.........................................................................................7-2

702. DETERMINATION OF OPERATIONAL BENEFITS/IMPROVEMENTS ................7-2

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

703. PERFORMING SAFETY ANALYSIS........................................................................7-3
8260.19C CHG 2 12/29/99

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SECTION 4. AIRWAY PLANNING.......................................................................................7-5

704. GENERAL..................................................................................................................7-5

SECTION 5. TERMINAL PLANNING..................................................................................7-6

705. GENERAL..................................................................................................................7-6

706. REQUIREMENTS FOR OUTER COMPASS LOCATORS FOR NEW ILS

INSTALLATIONS......................................................................................................7-6

SECTION 6. AIRPORT PLANNING .....................................................................................7-12

707. GENERAL..................................................................................................................7-12

SECTION 7. PRIVATE AID ...................................................................................................7-13

708. GENERAL..................................................................................................................7-13

SECTION 8. FACILITY AND EQUIPMENT (F&E) SUPPORT .........................................7-14

709. SUPPORT...................................................................................................................7-14

710.-799. RESERVED.........................................................................................................7-14

CHAPTER 8. INSTRUMENT APPROACH PROCEDURES DATA TRANSMITTAL

SYSTEM.................................................................................................................8-1

SECTION 1. GENERAL .........................................................................................................8-1

800. GENERAL`.................................................................................................................8-1

SECTION 2. FORM USE AND PREPARATION..................................................................8-2

801. USE OF FORMS.........................................................................................................8-2

802. FORM PREPARATION..............................................................................................8-2

803. AIRPORT DATA REQUIREMENTS FOR INITIAL INSTRUMENT APPROACH

PROCEDURE SERVICE ............................................................................................8-3

804. COURSE AND DISTANCE INFORMATION............................................................8-4

805. COMMUNICATIONS DATA.....................................................................................8-4

806. NOS OBSTACLE DATA............................................................................................8-4

807. TERMINAL ROUTES GENERAL .............................................................................8-4

808. TERMINAL FIXES ....................................................................................................8-7

SECTION 3. COMPLETION OF FAA FORMS 8260-3/5 .....................................................8-9

809. GENERAL..................................................................................................................8-9

810. TERMINAL ROUTES ................................................................................................8-9
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811. LINES 1 THROUGH 8................................................................................................8-10

812. TAKEOFF AND ALTERNATE MINIMUMS.............................................................8-13

813. MINIMUMS................................................................................................................8-14

814. NOTES .......................................................................................................................8-19

815. MISSED APPROACH ................................................................................................8-22

816. ADDITIONAL FLIGHT DATA ..................................................................................8-24

817. LOWER BLOCKS ......................................................................................................8-26

818.-830. RESERVED.........................................................................................................8-28

SECTION 4. COMPLETION OF FAA FORMS 8260-4/7/10/15 ...........................................8-29

831. GENERAL..................................................................................................................8-29

832. FAA FORM 8260-4, RADAR .....................................................................................8-29

833. FAA FORM 8260-7, SPECIAL INSTRUMENT APPROACH PROCEDURE ............8-30

834. FAA FORM 8260-10, CONTINUATION SHEET.......................................................8-32

835. FAA FORM 8260-15, DEPARTURE PROCEDURES/TAKEOFF MINIMUMS.........8-32

SECTION 5. CERTIFICATION, PROCESSING, AND REVIEW.......................................8-35

836. GENERAL..................................................................................................................8-35

837. CERTIFICATION AND DISTRIBUTION OF SIAP’s................................................8-35

838. CANCELLATION OF INSTRUMENT APPROACH PROCEDURES........................8-36

839. MINOR REVISIONS TO SIAP’s................................................................................8-36

840 PROCESSING ............................................................................................................8-36

841. FIO AND FPB REVIEW OF SIAP’s AND CHARTS..................................................8-37

842.-899. RESERVED.........................................................................................................8-37

CHAPTER 9. FORMS AND FORM USE.....................................................................................9-1

SECTION 1. PROCEDURES FORM PROCESSING ...........................................................9-1

900. INTRODUCTION.......................................................................................................9-1

901. FIO ACTION ..............................................................................................................9-1

SECTION 2. EXPANDED SERVICE VOLUME REQUEST, FAA FORM 6050-4 .............9-2

902. PREPARATION OF FAA FORM 6050-4 ...................................................................9-2

SECTION 3. FLIGHT PROCEDURES STANDARDS WAIVER,

FAA FORM 8260-1, (RIS:FS8220-7)................................................................9-4

903. PREPARATION OF FAA FORM 8260-1, FLIGHT PROCEDURES

STANDARDS WAIVERS...........................................................................................9-4
8260.19C CHG 2 12/29/99

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SECTION 4. RADIO FIX AND HOLDING DATA RECORD, FAA FORM 8260-2..................9-12

904. INTRODUCTION.......................................................................................................9-12

905. PREPARATION OF FAA FORM 8260-2 ...................................................................9-12

906. CANCELLATION ......................................................................................................9-18

907. GENERAL..................................................................................................................9-18

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

908. PREPARATION OF COORDINATION LETTER......................................................9-19

SECTION 6. STANDARD INSTRUMENT APPROACH PROCEDURE DATA RECORD,

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

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

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

910. PREPARATION OF FAA FORM 8260-16 .................................................................9-25

911.-999. RESERVED.........................................................................................................9-27

APPENDIX 1. FLIGHT PROCEDURES REFERENCES (4 Pages)

ORDERS AND NOTICES.............................................................................................................2

ADVISORY CIRCULARS ............................................................................................................3

FEDERAL AVIATION REGULATIONS (FAR’s) ......................................................................4

OTHER PUBLICATIONS ............................................................................................................4

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

100. UNITED STATES NATIONAL MAP ACCURACY STANDARDS................................2

101. ACCURACY CODES AND SOURCES...........................................................................2

APPENDIX 3. DIRECTIVE FEEDBACK INFORMATION, FAA FORM 1320-19 (2 Pages)

Sample FAA Form 1320-19..............................................................................................................2

APPENDIX 4. RADIO FIX AND HOLDING DATA RECORD, FAA FORM 8260-2 (13 Pages)

Sample FAA Forms 8260-2 (Front side only)....................................................................................2

Sample FAA Forms 8260-2 (Front and Back) ......................................................................... 3 and 4

Sample FAA Forms 8260-2 (Front side only).......................................................................... 5 thru 8

Sample FAA Forms 8260-2 (Front and Back) ........................................................................9 thru 12

Sample FAA Form 8260-2 (Cancellation) ....................................................................................... 13
12/29/99 8260.19C CHG 2

Page xiii

Page No

APPENDIX 5. ILS - STANDARD INSTRUMENT APPROACH PROCEDURE,

FAA FORM 8260-3 (9 Pages)

Sample FAA Forms 8260-3 (Front side only).......................................................................... 2 thru 7

Sample FAA Form 8260 3 (Pages 1 and 2) ............................................................................. 8 and 9

.

APPENDIX 6. RADAR - STANDARD INSTRUMENT APPROACH PROCEDURE,

FAA FORM 8260-4 (5 Pages)

Sample FAA Form 8260-4 (Pages 1 and 2) ...............................................................................2 thru 5

APPENDIX 7. STANDARD INSTRUMENT APPROACH PROCEDURE,

FAA FORM 8260-5 (16 Pages)

Sample FAA Form 8260-5 (Front side only)..............................................................................2 thru 14

Sample FAA Form 8260-5 (Pages 1 and 2)...............................................................................15 and 16

APPENDIX 8. SPECIAL INSTRUMENT APPROACH PROCEDURE,

FAA FORM 8260-7 (3 Pages)

Sample FAA Form 8260-7 (Front and Back sides) ..................................................................... 2 and 3

APPENDIX 9. STANDARD INSTRUMENT APPROACH PROCEDURE DATA RECORD,

FAA FORM 8260-9 (5 Pages)

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

APPENDIX 10. EMERGENCY DF APPROACH PROCEDURE,

FAA FORM 8260-10 (2 Pages)

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

APPENDIX 11. DEPARTURE PROCEDURES / TAKEOFF MINIMUMS

FAA Form 8260-15 (3 Pages)

Sample FAA Forms 8260-15 ....................................................................................................... 2 and 3
12/29/99 8260.19C CHG 2

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 Technology Branch, AVN22A.

(3) Equipment Requirements. Each user

office must have access to the appropriate

hardware/software to use automated electronic forms

software. Contact AVN-22A for more specific

requirements.

(4) System Description. This electronic form

processor has a visual interface and allows each user

to work with forms using windows, pictures, and

menus on a screen. The completed screen data and

form may be printed on bond paper.

c. IAPA Generated Forms. Refer to chapter 2,

section 13.

105. TERMS AND DEFINITIONS.

For the purpose of this order, flight procedures are

identified as the functions for predetermining safe

and practical methods of navigating aircraft which

prescribe intended flight tracks, operational altitudes,

and arrival/departure minimums. Flight procedures

are subdivided into six general categories as follows:

departure procedure, en route, instrument approach,

missed approach, holding, and fix descriptions. The

following words have the meaning shown:

a. May − action is permissible

b. Shall - action is mandatory.

c. Should − action is desirable.

d. Will − indicates a presumption that action is

to be taken.

e. AWOP − All Weather Operations Program.

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

Regulations.

g. FICO − Flight Inspection Central Operations

Office, AVN-250.

h. Flight Inspection Operations Division,

AVN-200.

i. FPO − Flight Procedures Office.

j. IAPA − Instrument Approach Procedures

Automation.

k. Miles − nautical miles unless otherwise

specified.

l. NFDC − National Flight Data Center,

ATA-110.

m. NTAP − Notices to Airmen Publication.

n. NFPO − National Flight Procedures Office,

AVN-100.

o. SIAP − Standard Instrument Approach

Procedure.

p. USNOF − U.S. NOTAM Office.

106. INFORMATION CURRENCY.

a. Forward for consideration any deficiencies

found, clarification needed, or suggested improvements regarding the contents of this order to:

DOT/FAA

Flight Procedure Standards Branch, AFS-420

P.O. Box 25082

Oklahoma City, OK 73125

b. Your assistance is welcome. FAA

Form 1320-9, Directive Feedback Information, is

included at the end of this order for your convenience

If an interpretation is needed immediately, you may

call the originating office for guidance. However, you

should use the FAA Form 1320-9 as a follow-up to

the verbal conversation.
8260.19C CHG 2 12/29/99

Page 1-4 Chap 1

Par 106

c. Use the “Other Comments” block of this

form providing a complete explanation of why the

suggested change is necessary.

107-109. RESERVED
12/29/99 8260.19C CHG 2

Chap 2 Page 2-11

Par 220

SECTION 6. NOTICES TO AIRMEN (NOTAM)

220. GENERAL.

NOTAM’s provide timely knowledge to airmen, and

other aviation interests, of information or conditions

which are essential to safety of flight. NOTAM’s

pertaining to instrument procedures remain in effect

until the pertinent charts and publications are

amended or the condition requiring the NOTAM

ends. This section deals primarily with procedures

for issuing Flight Data Center (FDC) NOTAM’s

which are required to maintain the accuracy and

currency of charted terminal and en route flight

procedures.

221. NATIONAL NOTICE TO AIRMEN

SYSTEM. 

A National Notice to Airmen System has been

established to provide airmen with the current status

of the National Airspace System (NAS). Details for

handling this information are contained in Order

7930.2, Notices to Airmen. The following is a brief

summary of the services provided:

a. FDC NOTAM’s pertaining to instrument

flight procedures are issued through the National

Flight Data Center (NFDC) and are primarily used

to disseminate safety of flight information relating to

regulatory material. They may also be used to

provide wide dissemination for flight procedures

data, aeronautical information, and other timecritical information. They are numbered by the U.S.

NOTAM Office (USNOF) to reflect the year of

issuance and the sequence number for the calendar

year, (e.g., 8/0445). FDC NOTAM’s are transmitted

on all Service A circuits, and stored in the

Consolidated NOTAM System, after which they are

entered in the Notices to Airmen Publication

(NTAP), also referred to as the “Class II (mail

distribution) publication” until canceled.

b. D NOTAM’s issued under the Flight

Service Stations' Accountability System receive

the same dissemination as the surface weather report

for the originating station, and provide the user with

current information on an hourly basis. They are

numbered to reflect the month of issuance and the

sequence number of the month, (e.g. 6/18).

222. FDC NOTAM TYPES. 

Changes to instrument flight procedures, which have

been charted and distributed, may be processed as

FDC NOTAM’s and issued through NFDC.

Procedural minimums shall not be lowered by

NOTAM unless fully justified as a safety of flight

issue. In order to identify procedural amendments

that can be charted from the NOTAM information,

AVN-100 personnel shall prefix the text with an

action code as follows:

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

prefix shall be used when the amended procedure is

expected to be effective for more than 4 charting

cycles (224 days). FI/P-NOTAM’s (P-NOTAM’s)

contain information that is complete for charting

purposes. Cartographic agencies will initiate

immediate changes to charted information, based

upon the P-NOTAM data, prior to receiving from

NFDC the formal amendment to the appropriate

procedure. Only one SIAP shall be addressed per PNOTAM. P-NOTAM’s may NOT be used for

Airway changes. Refer to paragraphs 224b, c, and d

for DP and STAR NOTAM procedures.

FI/P-NOTAM’s may be used to amend

procedures without a complete review of the

procedure. The amendment will be indicated by an

alphanumeric identifier; e.g., Amdt 3A, Amdt 4C,

etc. A hard copy of each P-NOTAM shall be affixed

to the current amendment and maintained in the

procedures file by both the NFDC and AVN-100, for

each SIAP until the next full amendment is effective.

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

this prefix when the amended procedure will be

effective for less than 4 charting cycles (224 days).

If, at any time, it is determined that the condition is

expected to last longer or will become permanent,

amend the procedure via an FI/P-NOTAM or revised

8260-series form. The P-NOTAM or 8260-series

form should be submitted prior to the expiration of

the temporary timeframe.

223. FDC NOTAM PREPARATION, REVIEW

AND TRANSMITTAL. 

a. AVN-100 is responsible for formulating

procedural and airway FDC NOTAM’s and

forwarding them for transmittal. The following

procedures apply:
8260.19C CHG 2 12/29/99

Page 2-12 Chap 2

Par 226

(1) Coordinate all FDC NOTAM’s with the

affected ARTCC facility and the appropriate regional

offices at the time of submission, or if unable, during

the next normal workday (See also Order 8260.3,

paragraph 150). Normally, AVN-100 should also

notify the airport manager at the affected location.

NOTE: The ARTCC will ensure that the

NOTAM's are forwarded to all affected ATC

facilities under Order 7930.2F, paragraph 2-2-

3.

(2) AVN-100 shall establish procedures to

ensure that all NOTAM’s are reviewed for accuracy,

completeness, content, etc. prior to submission.

(3) Call NFDC to ensure a specialist is

available to receive the NOTAM Once assured,

submit NOTAM's to the NFDC via facsimile (FAX).

A typewritten or legible handwritten copy is

required; however, a telephone call is acceptable in

emergencies. A record of a successful FAX

transmittal after the phone call assures receipt.

(4) During periods when NFDC is closed or

a specialist cannot be contacted, FAX the NOTAM

directly to the USNOF. The NOTAM originator is

responsible for ensuring USNOF receipt.

(5) Ensure that a copy of all FDC

NOTAM’s sent directly to the USNOF is clearly

annotated that it has been sent directly to the

USNOF and also sent to NFDC via FAX at the time

of transmittal. This will preclude duplication and

confusion.

b. NFDC is responsible for reviewing applicable

FDC NOTAM’s for accuracy, format, completeness,

and data base agreement prior to forwarding them to

the USNOF for transmittal. Discrepancies noted by

NFDC will be resolved through the originating

AVN-100 branch. NFDC is also responsible for

compiling NOTAM's for inclusion in the Notices to

Airmen Publication (NTAP) and follow up actions

noted in paragraph 227.

c. The USNOF is also responsible for ensuring

that FDC NOTAM’s are in the proper format under

this directive and Order 7930.2. Questions/

discrepancies will be addressed to the submitting

agency, NFDC, or AVN-160 as appropriate. FDC

NOTAM’s affecting FAA developed military SIAP’s

at civil locations shall be issued separately and

forwarded to the USNOF military representative.

d. Cartographic Standards Branch, ATA-130,

is responsible for issuing, tracking, and canceling

FDC NOTAM’s used to correct/amend U.S.

government IFR en route and VFR sectional

aeronautical charts when necessary to resolve

charting errors.

224. INSTRUMENT PROCEDURE NOTAM’s.

a. A complete review and a new amendment

are the preferred methodology for permanent

procedure changes, particularly when applying new

or revised TERPS criteria. However, it is recognized

that this may not always be possible due to workload,

staffing level, etc. P-NOTAM’s have proven to be

an effective means of updating aeronautical charts

within the following guidelines: 

(1) There is no age limit on a SIAP

submitted for P-NOTAM amendment as long as

AVN-100 reviews it and ascertains that there are no

other safety of flight changes required to the

procedure. Do NOT prepare a NOTAM solely to

address minor non-safety related discrepancies to a

SIAP; however, if a NOTAM is required for safety

reasons, other items may be included in the PNOTAM to simultaneously update procedure charts.

(2) AVN-100 may issue P-NOTAM’s for

consecutive amendments to the same procedure.

All P-NOTAM amendments shall be sequentially

lettered (e.g., Amendment 13A, 13B, 13C, etc.) as a

suffix to the current amendment.

(3) Exercise caution in adding P-NOTAM’s

to a procedure or when initiating a P-NOTAM when

there is a current T-NOTAM in effect for the

procedure. In many cases close follow-up action,

including canceling and reissuing NOTAM’s, will

be necessary to ensure there is no confusion for pilots

and chart producers. 

Examples:

The currently published SIAP is AMDT 3. There is a

T-NOTAM in effect for AMDT 3 that will remain in

effect after AMDT 3A is charted. When AMDT 3A is

charted, the T-NOTAM must be canceled and

reissued for AMDT 3A.
12/29/99 8260.19C CHG 2

Chap 2 Page 2-13

Par 225

The currently published SIAP is AMDT 4A. A

P-NOTAM has been issued, but not yet charted

promulgating AMDT 4B. Another P-NOTAM is

required that will promulgate AMDT 4C. In this

case, because AMDT 4B is not yet charted, 

issue a T-NOTAM against the currently charted

procedure (AMDT 4A). When AMDT 4B is charted,

cancel the T-NOTAM and reissue it as a P-NOTAM

promul-gating AMDT 4C.

(4) Issue a T-NOTAM and amend the

SIAP as a priority to the AVN-100 work schedule,

when all changes and corrections cannot be

accommodated using a P-NOTAM.

(5) When changes to civil procedures also

affect FAA-developed military procedures at civil or

joint-use airfields, AVN-100 shall issue a separate

FDC NOTAM for the military procedure as specified

in Orders 8260.15, United States Army Terminal

Instrument Procedures Service, and 8260.32, United

States Air Force Terminal Instrument Procedures

Service. AVN-100 shall request the USNOF to

forward the civil NOTAM and the reason to the

cognizant military authority for appropriate military

NOTAM action.

(6) NOTAM requirements for FAA

developed U.S. Army procedures at military

airfields will be processed under Order 8260.15.

b. Changes to textual DP’s shall be issued

under the FDC NOTAM process as outlined under

paragraph 223. Only FI/T-NOTAM's may be issued.

Permanent procedural changes to textual DP's must

be made via a new or amended Form 8260-15A

within 224 days of the issuance of the associated

NOTAM.

c. Changes to graphic DP’s (formerly SID’s)

shall be promulgated as NOTAM (D)’s under

Order 7930.2. These NOTAM’s are developed

by AVN-100 and are issued by the USNOF using the

accountability code “USD.” The following format

examples are provided:

USD 12/001 SAN BORDER THREE

DEPARTURE JULIAN TRANSITION: FROM

OVER BROWS INT VIA JLI R-182 TO JLI

VORTAC.

USD XX/XXX LAX CHATY TWO

DEPARTURE, GORMAN TRANSITION:

MINIMUM

ALTITUDE BROWS, INT TO GMN VORTAC,

8000 FT.

In the first example above, “USD” is the NOTAM

accountability code; “12/001” is the NOTAM

number which is assigned by the USNOF (first

NOTAM (D) issued in December); “SAN” indicates

the three-letter airport identifier; the remainder is

the NOTAM text.

(1) The following procedures shall be

followed when a NOTAM (D) for a DP is required:

(a) AVN-100 shall forward the NOTAM

text directly to the USNOF via facsimile for

transmittal.

(b) For multiple airport DP’s, 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 (D)'s shall not be used as a source

to effect charting changes. Permanent procedural

changes to graphic DP's must be made via a new or

amended FAA Form 8260-15B within 224 days of

the issuance of the associated NOTAM (D).

(d) The USNOF shall review each

NOTAM to ensure formatting, contractions, etc. are

correct and assign the NOTAM number.

Questionable items must be resolved with the

originator prior to issuance.

(e) Once issued, AVN-100 shall be

responsible for obtaining the NOTAM number from

the USNOF, tracking, and canceling the NOTAM

when the condition requiring the NOTAM is no

longer applicable.

d. Changes to STAR’s requiring NOTAM

action are also promulgated as NOTAM (D)’s. The

appropriate ARTCC retains the responsibility for

initiating, tracking, and canceling NOTAM (D)’s for

STAR’s.

e. General NOTAM (D) Actions.

(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.
8260.19C CHG 2 12/29/99

Page 2-14 Chap 2

Par 226

(2) When a NOTAM (D) is issued to shut

down a facility permanently, only routine

cancellation of procedures predicated on that facility

are required. FDC NOTAM’s may be required for

other procedures supported by the affected facility.

(3) When a NOTAM (D) is issued closing a

runway, an FDC NOTAM need not be issued

denying straight-in minimums to that runway. If the

closing is permanent, routine procedure

cancellations, including takeoff/departure

procedures, shall be processed.

(4) When a NOTAM (D) is issued for a

facility shutdown or outage, an FDC NOTAM

denying SIAP use is not required for those SIAP’s

using only that facility. However, other SIAP’s in

the vicinity must be reviewed to determine if that

facility supports courses or fixes; in such cases, those

SIAP’s require an FDC NOTAM. Particular

attention must be given to fixes supporting stepdown

minimums and missed approach procedures which

are predicated on the out-of-service facility. It is not

necessary to issue NOTAM’s for fixes and terminal

route segments which are related to unusable airway

segments from the subject facility. Do not issue

“Radar Required” NOTAM’s on unusable or

restricted airway segments (see also paragraph 463).

When an instrument approach 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 the

restriction. For clarification, state the reason for the

restriction in the text of the NOTAM. An example

for use when a DME antenna is out of service: 

‘DME MINIMUMS NA EXCEPT FOR IFR

GPS-EQUIPPED AIRCRAFT, ORD DME OTS.” 

An example of an ILS approach that uses an LOM

for procedure entry and/or missed approach

clearance limit: 'PROCEDURE NA EXCEPT FOR

IFR GPS-EQUIPPED AIRCRAFT, FOR LOM

OTS."

(5) When a NOTAM (D) removes a

localizer from service, the SIAP is unusable. If the

GS is out, the precision approach is unusable. If

other ILS components are out, the inoperative table

applies.

(6) When radio control of approach lights

or runway lights is commissioned or the frequency is

changed, Flight Inspection issues a NOTAM (D) in

accordance with Order 8200.1, United States

Standard Flight Inspection Manual.

225. AIRWAY NOTAM’s.

When a restriction or a change to an airway requires

a NOTAM, forward an FDC T-NOTAM to NFDC

following the procedures in paragraph 223.

NOTAM’s, reflecting airway changes within one or

more ARTCC's airspace, are issued under the

affected ARTCC identifier as Center Area NOTAM

(CAN) FDC NOTAM’s on the NOTAM circuit.

a. Airway changes involving a single state and

one or more ARTCC’s shall be issued with the

ARTCC identifier followed by the two-letter state

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

NAVAID and fix designators.

Example:

“FDC 8/0001 ZFW OK FI/T AIRWAY ZFW

ZKC. V140 SAYRE (SYO) VORTAC, OK TO

TULSA (TUL) VORTAC, OK MEA 4300.

FDC 8/0002 ZKC OK FI/T AIRWAY ZFW ZKC.

V140 SAYRE (SYO) VORTAC, OK TO TULSA

(TUL) VORTAC, OK MEA 4300.

REASON: TEMPORARY NEW TOWER. OE

98-ASW-0123.”

b. If the airway NOTAM affects one but less

than four ARTCC’s and multiple states, issue one

NOTAM for each affected ARTCC. If the NOTAM

affects four or more ARTCC’s, send one NOTAM

using FDC as the facility identifier.

c. If the restriction will exceed the time limit

established in paragraph 222b, forward an updated

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

NFDC for charting.

Examples:

One ARTCC:

"FDC 8/0011 ZBW CT FI/T AIRWAY ZBW. V1

HARTFORD (HFD) VORTAC, CT TO

MADISON (MAD) VOR/DME, CT MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."
12/29/99 8260.19C CHG 2

Chap 2 Page 2-15

Par 225

Two ARTCC’s:

"FDC 8/0011 ZBW FI/T AIRWAY ZBW ZNY.

V1 HARTFORD (HFD) VORTAC, CT TO

DIXIE INT, NJ MEA 3000.

FDC 8/0012 ZNY FI/T AIRWAY ZBW ZNY. V1

HARTFORD (HFD) VORTAC, CT TO DIXIE

INT, NJ MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

Three ARTCC’s:

"FDC 8/0011 ZBW FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0012 ZNY FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0013 ZDC FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

Four or more ARTCC’s:

"FDC 8/0001 FDC FI/T AIRWAY ZNY ZDC

ZAT ZJX. V1 DIXIE INT, NJ TO CRAIG

(CRG) VORTAC, FL MEA 4000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

226. NOTAM CONTENT. 

a. FDC NOTAM’s shall identify the procedure

being amended and the current amendment number.

The NOTAM shall be as concise as possible, and

shall NOT contain information that could be

published at a later date by a routine amendment.

For example, changes to the touchdown zone or

airport elevation, which do not affect visibility

minimums, do not require NOTAM action.

b. The text shall be prepared by AVN-100

using plain language and those contractions found in

the NTAP. Specialists must keep in mind that the

NOTAM is directed to the pilot, and should be

worded so that the intended change will not be

misinterpreted. Avoid the use of internal

cartographic instructions which have no meaning to

pilots. Spell out NAVAID names in clear text

followed by the identifier. If it appears that the

NOTAM length will exceed 20 lines, refer to FAA

Order 7930.2, paragraph 4-3-4.

c. For temporary obstructions, include the

type, elevation, distance, and direction from the

airport or runway threshold, as appropriate, as the

last line of the text.

d. If the NOTAM contains permanent information for charting, the last line of the NOTAM text

shall identify it as the next sequential alphanumeric

amendment; i.e., ORIG A, AMDT 4B, etc. The date

of the NOTAM will become the effective date of that

amendment.

e. Include a reason for the NOTAM following

the NOTAM text. This information will not be

transmitted as a part of the NOTAM text, but will

inform the NFDC and the USNOF of the basis for

the NOTAM. It will also ensure the data is retained

in the NOTAM historical files.

Examples:

"FDC 8/_____ ELP FI/P EL PASO INTL ARPT,

EL PASO, TX.

ILS RWY 22 AMDT 10...

GS 3.0 DEGREES, TCH 51, GS ALT AT LOM

5155, GS ALT AT MM 4159.

THIS IS ILS RWY 22 AMDT 10A.

REASON: 8240.47 EVALUATION OF

RELOCATED GLIDE SLOPE."

"FDC 8/_____ ORD 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.)

REASON: TEMPORARY CRANE FOR

90 DAYS. OE 98-AGL-1689."
8260.19C CHG 2 12/29/99

Page 2-16 Chap 2

Par 226

"FDC 8/_____GPT FI/T GULFPORT-BILOXI

REGIONAL, 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 98-ACE-1453."

"FDC 8/_____ 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

98-AGL-2974."

NOTE: Since the above condition is

permanent, SIAP Amendments must be

processed within 224 days. However, in lieu

of the above single T-NOTAM, a P-NOTAM

could be issued for each SIAP.

"FDC 8/_____ HPT FI/P HAMPTON MUNI,

HAMPTON, IA.

VOR/DME RWY 35 ORIGA...

MSA FROM MASON CITY VORTAC 3000. 

DELETE: ACTIVATE MIRL RWY 17-35,

CTAF.

THIS IS VOR/DME RWY 35 ORIG B.

REASON: NEW TOWER, 2049 MSL, OE

97-ACE-2286. LIGHT NOTE REDUNDANT TO

CHARTING. 

THIS CANCELS FDC 1/2345."

"FDC 8/_____ AXH FI/P HOUSTONSOUTHWEST, HOUSTON, TX.

NDB RWY 28 AMDT 4...

CHANGE ALL REFERENCE TO RWY 10-28

TO RWY 9-27. 

THIS IS NDB RWY 27 AMDT 4A.

REASON: RUNWAYS RENUMBERED FOR

MAGNETIC VARIATION CHANGE.”

“FDC 8/_____ AXH FI/P HOUSTONSOUTHWEST, HOUSTON, TX.

LOC/DME RWY 10 AMDT 2A...

CHANGE ALL REFERENCE TO RWY 10-28

TO RWY 9-27.

THIS IS LOC/DME RWY 9 AMDT 2B.

REASON: RUNWAYS RENUMBERED FOR

MAGNETIC VARIATION CHANGE."

227. NOTAM FOLLOW-UP ACTION. 

Once a P-NOTAM has been issued, the NFDC will

track the procedure change until charted. A copy of

all P-NOTAM's shall be stapled to the current

8260-series forms in the procedures file for each

SIAP. The NOTAM's will be promulgated to

charting agencies in the bi-weekly Transmittal Letter

of changes for Federal Register publication. NFDC

shall review amended SIAP charts, ensure the

procedural change has been charted correctly, and

cancel the NOTAM on the amended procedure

effective date.

228. NOTAM RESPONSIBILITY. 

NOTAM follow-up services, provided by NFDC, are

designed to expedite the publication of procedures

amended by emergency action and to assist field

personnel in the management of NOTAM issuances.

Assistance in NOTAM handling by NFDC personnel

in no way changes basic responsibilities for

determining the need for NOTAM issuance,

NOTAM content, or for the required follow-up

actions. These responsibilities remain within AVN,

and emergency type actions described above are not

to be used as a substitute for accurate and timely

program planning.

229. RESERVED.
12/29/99 8260.19C CHG 2

Chap 2 Page 2-21

Par 260

SECTION 10. NAVIGATIONAL FIXES

260. GENERAL.

Criteria for navigational fixes are contained in

chapters 2 and 17 of Order 8260.3. When using a

VORTAC, fixes should be defined by DME from the

facility providing course guidance in addition to

radials or course intersections.

261. REPORTING POINTS.

Reporting points are established for use by ATC in

the movement and separation of aircraft. Reporting

points are divided into two categories, which are:

a. Compulsory reporting points are designated

by regulation and, therefore, require rule making

action. It is ATC's responsibility to initiate airspace

rule making action for the designation of compulsory

reporting points. Unless the reporting point can be

identified at the lowest operational altitude, it shall

not be designated a compulsory reporting point.

b. Non-Compulsory reporting points may be

established by ATC without the requirement for rule

making action.

262. UNPLANNED HOLDING AT 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 FAA Form 8260-2, Radio Fix and

Holding Data Record.

263. REQUESTS FOR NAVIGATIONAL

FIXES.

FAA Form 8260-2 shall be used as the vehicle to

transmit the ATC requests for the establishment,

revision, or cancellation of navigational fixes,

holding patterns, and/or reporting points. All

requests from ATC facilities, civil and military, are

forwarded through the appropriate ARTCC to

AVN-100. AVN-100 may initiate FAA Form

8260-2 for those navigational fixes which are

required for the development of SIAP’s. Other

operationally required navigational fixes shall be

coordinated with the appropriate ATC facility.

264. NAMING NAVIGATIONAL FIXES. In

order to satisfy the requirements of Flight

Management System (FMS), the following applies

for all procedures:

a. Name all intersections, DME fixes, ATD

fixes (except final segment stepdown fixes), RNAV

waypoints, starting and ending points of arc initials

or feeder segments, and (except for dead-reckoning

initials) points where feeder or initial routes

intercept the final approach course extended prior to

the initial or intermediate fix. Each name consists of

a 5-letter pronounceable word. Obtain 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.

b. Coordinate with NFDC and the appropriate

ARTCC when a fix name change is required.

Document the change on FAA Form 8260-2.

265. DOCUMENTING NAVIGATIONAL

FIXES.

a. All named civil and military fixes shall be

documented and approved on FAA Form 8260-2.

Chapter 9 of this order contains instructions for

entering data and submitting FAA Form 8260-2.

b. Military fixes are also maintained in the

National Data Base and are used to support the air

traffic system. Therefore, the requirement to

document and flight inspect military fixes must

receive the same priority as the fixes that support

civil procedures.
8260.19C CHG 1 9/18/98

Page 2-22 Chap 2

Par 266

266. CORRELATION OF NAVIGATIONAL

FIXES AND CHANGEOVER POINTS (COPS).

The designation of navigational fixes should be

directly related to COP’s. Care should be taken to

avoid designating navigational fixes which require

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

an example of the proper and the improper method

of designating a navigational fix in relation to

COP’s.

NOTE. These diagrams illustrate a problem

encountered when handling intersections and

changeovers. Make certain the entire complex is

reviewed to prevent establishing procedures

which are in conflict with the usability of the

facilities involved.

Figure 2-6. PROPER AND IMPROPER

METHOD OF DESIGNATING A

NAVIGATIONAL FIX

267. MINIMUM RECEPTION ALTITUDES

(MRA).

At certain navigational fixes, VOR reception from

an off-course facility may not be adequate at the

lowest MEA associated with the route segment. In

such cases when the MRA at the fix is higher than

the MEA for instrument flight, the MRA shall be

established for the fix and indicated on Forms 8260-

2 and 8260-16. Once established, an MRA will not

be revised unless the reception altitude is changed by

200 feet or more (see paragraph 905d(2)(e)).

268. FLIGHT INSPECTION.

After completion of required coordination, flight

inspection personnel shall confirm facility performance at the proposed operational altitudes.

Where possible, determinations shall be predicated

on current facility performance records; otherwise, a

flight check shall be accomplished.

269. MAXIMUM AUTHORIZED ALTITUDES

(MAA).

MAA’s are procedural limits which might be

determined by technical limitations or such other

factors as limited airspace or compatibility with

other procedures. Where MAA’s are required in

connection with the publication of flight procedures,

they are in-cluded on Forms 8260-2 and 8260-16,

or worksheets used to process the data. See also

paragraph 905d(2)(e).
12/29/99 8260.19C CHG 2

Chap 2 Page 2-25

Par 272

(a) Highest DA/MDA;

(b) Most adverse MAP relocation;

(c) Highest climb gradient for ILS

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

(5) For missed approach level surface, that

obstacle in the primary (or secondary equivalent)

which has the highest elevation.

(6) For DP’s, that obstacle which, having

penetrated the 40:1 Obstacle Identification Surface

(OIS), causes the most adverse climb gradient and/or

ceiling and visibility to be published.

273-279.RESERVED.
8260.19C CHG 2 12/29/99

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 FAA

Form 8260-1, Flight Procedures Standards Waiver (see

paragraph 903). Each waiver request will be

considered ONLY when there is no other suitable way

to resolve a procedural problem, or to provide a

required service. The waiver is used to officially

document the nonstandard application of criteria, and

serves as a means to identify criteria that may require

further refinement or to identify problem areas.

281. WAIVER PROCESSING.

Request waivers by completing the front of

Form 8260-1. Detailed instructions for completing the

form are contained in chapter 9, section 3.

Figure 9-1 provides an easy reference for waiver form

processing and routing requirements.

a. Forward the original FAA Form 8260-1 and

supporting data for approval to AFS-400 through

AFS-420. For U.S. Army procedures, forward waiver

requests for approval to the U.S. Army Aeronautical

Services Agency (USAASA) or U.S. Army

Aeronautical Services Detachment, Europe. Use the

specially adapted automated version of the

Form 8260-1 for U.S. Army waiver processing.

b. Complete documentation and supporting data

must accompany the waiver request so reviewing

offices can conduct an evaluation without additional

research. Submit appropriate 8260-series forms with

each request. Include large scale charts depicting the

procedure and/or obstacles which are the subject of the

waiver.

c. Enter only one waiver request on the waiver

form.

d. When a procedure is amended, reprocessing

of an existing waiver is not necessary unless the reason

for the amendment directly impacts the basis for the

waiver.

e. When a waiver is proposed for obstacle

penetration of ILS final or straight missed approach

surfaces, request a Collision Risk Model (CRM) study

through AFS-420. Refer to Order VN 8260.4, ILS

Obstacle Risk Analysis. At the time of the request,

provide all data required for conducting the study.

AFS-420 then analyzes and interprets the result of the

CRM and provides the results to AVN-100.

f. The Flight Procedure Standards Branch,

AFS-420, reviews all waiver requests, and develops

and forwards the proposed Flight Standards

endorsement to AFS-400 for final action. When

necessary, Flight Standards will annotate the

Form 8260-1 that approval is contingent upon a

successful flight inspection report.

g. AVN is responsible for ensuring that an

approved waiver of standards is on file for each

instrument procedure requiring waiver action. AFS

waiver approval shall be obtained before submitting

the procedure to NFDC for publication.

282. WAIVERS FOR SPECIAL INSTRUMENT

APPROACH PROCEDURES.

Except for proponent developed procedures, when a

waiver is approved for a special instrument approach

procedure, AVN shall coordinate with the appropriate

FSDO concerning any special conditions that may be

imposed on the use of a special authorization. This

action is necessary to establish required supervision to

ensure user compliance with equivalent level of safety

provisions. For example, special aircrew training may

be required as an equivalent level of safety.

283. PERIODIC REVIEW OF WAIVERS.

AVN shall review approved waivers biennially to

determine whether the waivers are still required.

Cancel unnecessary waivers.

284. CANCELLATION OF WAIVERS.

a. Cancellation of waivers shall include a

reason in the comments block. Such termination

may be directed by AFS-400. AVN is responsible
12/29/99 8260.19C CHG 2

Chap 3 Page 3-7

Par 335

SUBSTITUTE ROUTE STRUCTURE

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

following:

LOW ALTITUDE

Existing Airways Substitute Routes MEA/MAA

V220 SKI VORTAC to SKI VORTAC to Temp SNO Int 10000/17500

SNO VORTAC via SKI R-340

V220 SNO VORTAC to Temp SNO Int to MTN VORTAC 11000/17500

MTN VORTAC via MTN R-152

Direct SNO VORTAC to None

ASPEN Int

Off-Airway SNO VORTAC to Temp SNO Int to VAL VOR 15000/37000

VAL VOR via SBT R-259 to SBT,

SBT R-040 & VAL R-220

Existing Reporting Temporary Reporting MRA

Point Point

SNO VORTAC Temp SNO Int: SKI R-340/82 10000

& SBT R-259/65

RUTHY SKI R-340/43 8500

SARDY Temp SARDY Int: MTN R-152/60 11000

& SBT R-270

SILVR None

HIGH ALTITUDE

Existing Routes Substitute Routes MEA/MAA

J233 BRR VORTAC to BRR VORTAC to Temp SNO DME 20000/45000

SNO VORTAC via BRR R-314

J233 SNO VORTAC to Temp SNO DME to FUN VORTAC 20000/45000

FUN VORTAC via FUN R-148

Existing Reporting Temporary Reporting MRA

Point Point

SNO VORTAC Temp SNO DME: BRR R-314/159 20000

& FUN R-148/133

HILAN BRR R-314/82 18000

Approved: _______________________________________________________, Date ____________

(Name), Manager

National Flight Procedures Office, AVN-100

Figure 3-4. SUBSTITUTE ROUTE STRUCTURE
8260.19C CHG 1 9/18/98

Page 3-8 Chap 3

Par 336

336. PROCESSING.

a. Lead Time. Process data concerning

substitute routes sufficiently in advance of the

effective date of the facility shutdown to assure

publication when charting is required. To provide

necessary lead time, the substitute routes must be

forwarded to NFDC nine weeks prior to the chart’s

effective date. If the lead time cannot be provided,

delay the shutdown or consider printing a special

graphic NOTAM. Normally, shut-down of facilities

scheduled for 28 days (half the life of the en route

chart) or less will not be charted; however, traffic

considerations at major terminals may make charting

necessary for the short term shut-downs.

b. Submissions.

(1) ARTCC submitted substitute routes (see

figure 4) require the signature of the AVN-100

Manager, or a delegated representative. This signature thereby indicates operational approval of

these sub-routes for unscheduled use. This approval

shall be submitted directly to the ARTCC concerned

(see paragraph 338)b.

(2) When AVN-100 determines that publication is required for a scheduled or extended

unscheduled outage, AVN-100 forwards the ARTCC

submitted substitute routes to NFDC for publication

(see paragraph 338a).

337. PERIODIC REVIEW.

a. The ARTCC should review substitute en

route flight procedures at least once every 4 years

and at any time changes occur in the airway

structure. The ARTCC shall submit any required

modifications to AVN-100 for certification and

approval.

b. AVN-100:

(1) Notify the responsible ARTCC and

withdraw approval when:

(a) Frequency protection can no longer

be provided to support the sub-route procedure.

(b) Flight inspection data is not available to support continued certification and approval

of the sub-route procedure.

(2) Review existing and proposed sub-routes

for required obstacle clearance at least once every 4

years.

(3) Notify the ARTCC of any amendments

necessary.

338. DISTRIBUTION.

a. For Publication. List the shutdown dates in

the cover letter.

FSD 1 copy

ATA-110 2 copies

ARTCC 1 copy

AVN-100 Original

b. Non-Publication.

FSD 1 copy

ARTCC 1 copy

AVN-100 Original

339. RESERVED.
12/29/99 8260.19C CHG 2

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" (SIAP’s). These

procedures are available to all users. Instrument

flight procedures authorized for use only by air

carriers or some other segment of the aviation

industry are not published in the Federal Register

and are identified as "Special Procedures." Special

Procedures may be developed for public and private

use based on aircraft performance, aircraft

equipment, or crew training, and may also require

the use of landing aids, communications, or weather

services not available for public use (see paragraph

833).

402. AIRSPACE REQUIREMENTS.

a. Public use procedures and Special

procedures at Part 139 airports shall be contained

within con-trolled airspace in accordance with Order

7400.2, Procedures for Handling Airspace Matters.

b. Where an airport does not qualify for a

Class B/C/D/E surface area, designate Class E 700′

airspace. In the latter case, landing minimums may

be established below the floor of controlled airspace.

A requirement for minor adjustment to existing

controlled airspace, to fully encompass an

instrument procedure, will not form the basis for

withholding procedure publication. An approach

procedure may be published prior to obtaining the

optimum configuration of controlled airspace when

the following conditions exist (see Order 8260.26,

Establishing and Scheduling Standard Instrument

Procedure Effective Dates, paragraph 6d(1)):

(1) The centerline of all terminal routes is

located inside of existing controlled airspace.

(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 shall coordinate all requests for contractual

use of private navigation aids with the sponsor.

Approval of the special instrument procedure for an

operator is contingent upon the RFSD receiving a

copy of an acceptable contractual agreement. Refer

to paragraph 703 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, and the

guidelines in this document. The following special

provisions and guidelines apply to selected

paragraphs of TERPS criteria. The paragraph

numbers refer to identically numbered paragraphs in

TERPS.

a. Paragraph 5a(2), Simultaneous Procedures. Where simultaneous operations are
8260.19C CHG 2 12/29/99

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 paragraph 161.

b. Paragraph 122a, Airport. The runway

lighting requirement does not apply to night

instrument takeoff procedures.

c. Paragraph 122c, Obstacle Marking and

Lighting. Do NOT deny instrument approach

procedures due to inability to mark and light or

remove obstacles which violate 14 CFR Part 77

surfaces Exception: See TERPS paragraph 251b(2)(c). Objects which penetrate these

surfaces are normally studied by AVN-100 prior 

to construction or alteration. AVN-100 recommendations for marking, lighting, or removal are

made at that time.

d. Paragraph 151, Coordination Conflicts. AVN-100 shall make every effort to resolve

coordination conflicts, and shall thoroughly evaluate

objections received as a result of coordination or by

direct inquiry. This evaluation should determine the

validity of the comments and the course of action to

be taken:

(1) Acknowledge the comments and amend

or withdraw the procedure; or

(2) Determine that the procedure is correct

as submitted. All adverse comments received,

through formal coordination, shall be answered in

writing. Conflicts which cannot be resolved by the

region shall be forwarded to the Flight Procedure

Standards Branch, AFS-420, with an information

copy to the commenting agency.

e. Paragraph 160, Identification of 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. VOR procedures at these

locations may be executed by TACAN-equipped

aircraft when the procedure is identified as "VOR or

TACAN." This informs both the pilot and the

controller that an approach may be executed with

aircraft equipped with only VOR or with only

TACAN. Approval of the use of individual VOR

procedures by TACAN-equipped aircraft is subject to

review for compliance with TERPS and flight check

criteria. Take the following actions to implement

this program:

(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.

(e) Ensure that holding is not

authorized for TACAN-equipped aircraft at the
12/29/99 8260.19C CHG 2

Chap 4

Par 405 Page 4-3

VORTAC. This also applies to VOR/DME or

TACAN procedures.

f. Paragraph 161, Straight-in Procedure

Identification. When approaches meet straight-in

criteria for multiple runways, name the procedures

accordingly.

Examples: VOR RWY 14L/R

NDB RWY 26L/C

VOR RWY 5/7

g. Paragraph 162, Circling Procedures.

(1) Do not duplicate the alphabetical suffix

for circling procedures at an individual airport to

identify more than one circling procedure. If more

than one circling procedure exists, and regardless of

the final approach alignment or type of facility, use

successive suffixes.

Example: NDB-A, VOR-B, LDA-C.

(2) The alphabetical suffix for circling

procedures shall not be duplicated at airports with

identical city names within one state. Regardless of

the airport name, successive suffixes shall be used

for all airports which serve the same city.

Examples:

State City Airport Procedure

Georgia Atlanta Municipal VOR-A

Georgia Atlanta DeKalb NDB-B

Georgia Atlanta Fulton VOR-C

h. Paragraph 172, Effective Dates. See

Order 8260.26. FAA policy does not permit the

issuance of complete civil instrument approach procedures by NOTAM (see paragraphs 837 and 838).

i. Paragraph 221b, Emergency Safe

Altitudes. This paragraph does not apply to civil

procedures.

j. Paragraph 241, Altitude Selection. The

FAF altitude shall not be less than the highest

straight-in or circling MDA, including adjustments.

k. Paragraph 250, Final Approach

Segment. For nonprecision approaches, the final

approach segment area considered for obstacle

clearance begins at the FAF and ends at the runway

or missed approach point, whichever is encountered

last. This concept applies to TERPS paragraphs

513, 523, 713, 953, and 1044. For precision

approaches, the area considered for obstacle

clearance begins at the precision final approach fix

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

a point 200 feet outward from the threshold (see

TERPS paragraph 930).

l. RESERVED.

m. Paragraph 261, Circling Approach Area

Not Considered for Obstacle Clearance. Sectorize

the circling area only to deny circling within a

prescribed area.

n. Paragraph 270, Missed Approach Segment.

The missed approach altitude shall not be less than

the highest MDA, including adjustments.

o. Paragraph 283. Fixes formed by Radar.

Coordinate with the appropriate air 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. Paragraphs 275, 277b, 943, 945b, 1033,

1035b, Turning Missed Approach/Turning Area.

(1) The missed approach segment must be

constructed with consideration given to all categories

of aircraft. Plotting only the highest or heaviest

authorized aircraft category area will not assure

proper area evaluation for lower categories.

Construct turning areas for the lowest and highest

aircraft categories for turns at the MAP; or for turns

at the end of the straight portion of the combination

straight and turning missed approach. Where

obstacle penetrations exist, evaluate the appropriate

area for each category to determine specific aircraft

category impact.

(2) Section 2 boundary terminates at Point B

(or Point C for ILS or PAR) only if a fix exists at the

end of section 1 and if course guidance is provided

in section 2.

q. Paragraph 287c, Final Approach Fix

(FAF). If the buffer or 40:1 surface evaluation

identifies an obstacle penetration, you may clear the

problem by increasing the minimum descent altitude

(MDA) by the amount of obstacle penetration. When
8260.19C CHG 2 12/29/99

Chap 4

Page 4-4 Par 404

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. RESERVED.

s. Paragraph 311. When Category E

minimums are required on civil procedures, use

TERPS table 10 to establish visibility minimums.

Category E minimums shall not be less than that

required by table 9.

t. Paragraph 323b, Remote Altimeter Setting

Source. Whether the use of a remote altimeter

setting is primary or full-time, or secondary to a

local source, establish the required visibility as stated

in paragraph 404u.

u. Paragraph 330, Establishment of Visibility

Minimums. For nonprecision approaches, use

TERPS paragraphs 330c(1) and (2) and 251 to

determine the minimum no-lights visibility. For

precision approaches, TERPS paragraphs 251,

330c(1), and 350 apply.

(1) Circling minimums shall not be less than

no-lights straight-in minimums.

(2) Visibility based on the distance direct

from MAP to threshold shall be rounded to the next

higher reportable value.

(a) When the visibility without light

credit is less than 3 statute miles (sm), round the

no-light visibility to the next higher quarter 

mile; e.g., 1.75 remains 1.75 sm, but 1.76 becomes 2

sm.

(b) When the visibility without light

credit is greater than 3 statute miles, round the

no-light visibility to the next higher whole mile

increment; e.g., 4.00 remains 4 sm, but 4.01

becomes 5 sm.

v. Paragraph 333, Runway Visual Range

(RVR). RVR shall be authorized on adjacent

runways when segments of those runways are located

within a 2,000′ radius of the transmissometer

location and the requirements of TERPS paragraph 334 are met.

(1) RVR shall be authorized in accordance

with the following. See Order 6560.10, Runway

Visual Range (RVR):

(a) Category 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 utilized for reducing

standard takeoff visibility.

(3) AVN-100 shall 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 shall revise affected

procedures by the normal amendment process or

P-NOTAM process.

w. Paragraph 334, Runway Requirement for

Approval of RVR. If runway markings are removed

or obliterated subsequent to the commissioning of

the RVR, the RVR minimums may require

adjustment. However, before an adjustment is made

to the minimums, AVN-100 should advise the

airport sponsor of the proposed course of action.

Where corrective action cannot be accomplished

within a reasonable length of time, AVN-100 shall

submit a revised procedure reflecting the adjustment

to landing minimums.
12/29/99 8260.19C CHG 2

Chap 4

Par 405 Page 4-5

x. Paragraph 343, Visibility Reduction. The

runway alignment indicator light (RAIL) portion

of a MALSR or SSALR must be operating in order

to retain visibility reductions authorized in 

TERPS table 9. Unattended approach light systems

that have a radio control device for a pilot to exercise

control over the system, qualify for the same

minimums as light systems that are controlled from

a ground position.

y. Paragraph 360, Standard Alternate

Minimums. Do not authorize alternate minimums

when the facility providing final approach

guidance is a Category III monitored facility (not

monitored by ATC). 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

paragraphs 213c(1) and (2). Standard alternate

minimums provide a margin of safety over basic

straight-in landing minimums. Where higher 

than basic landings minimums are required,

consider an equivalent increase for the alternate

minimums, particularly at remote airport locations.

Similar consideration should be given when

establishing alternate minimums at airports served

by a single instrument approach which authorizes

circling minimums only.

z. Paragraphs 413a(2), 513a(2)(b), 613a(2),

and 713a(2)(b). Circling approach alignment

criteria, using on-airport facilities, permits the use of

all radials (360 degrees). It is not a requirement for

the final approach course to pass through a portion

of the landing surface.

aa. Paragraph 957, Missed Approach

Segment. The missed approach area dimensions for

the localizer differ from those of the full ILS, unless

the MAP’s are collocated. Evaluate both missed

approach areas for obstacle clearance requirements.

Provide a single missed approach procedure to serve

both ILS and localizer approaches. An LDA,

localizer-only, localizer back course, or SDF missed

approach point shall be at least 3,000′ prior to the

localizer facility. For precision approaches, or

where a glide slope is used, the DH/MAP shall be

no closer to the localizer antenna than a point 

where the localizer is 400′ wide. See Order 8200.1,

paragraph 217.3206a.

bb. Paragraph 1201, Application.

(1) Apply diverse departure criteria to

all runways at airports where public or special IAP’s

exist, and the FAA is the approving authority. If

restrictions are not imposed, expect aircraft

departures in all directions from all runways.

(2) If restrictions (40:1 surface penetrations) are identified for a specific runway in the

diverse review, apply TERPS paragraph 1202 or

1203.

cc. Paragraph 1202. Defer that part of this

paragraph pertaining to sectoring departures until

further notice.

dd. Paragraphs 1202a(2), 1203a(2),

1203b(2)(a), and 1203c(2)(a). Originate the

obstacle identification surface (OIS) at the

elevation of the departure end of runway (DER). It

may begin no higher than 35′ above the DER when

required by existing obstacles. In the latter case,

annotate the procedure with the minimum DER

crossing height requirement; e.g., "CROSS DER 

AT OR ABOVE xx' AGL/xxx' MSL." Do not

increase the origination height to accommodate 

new or proposed obstructions.

ee. Paragraphs 1202b(1) and 1202c(1). The

"minimum altitude authorized for en route

operations" is that altitude which allows en route

obstacle clearance in conjunction with random

(diverse) departures. Evaluate the 40:1 surface to an

altitude equal to the highest obstacle elevation plus

appropriate required obstacle clearance (ROC).

Evaluate obstacles as follows:

(1) Construct Zones 2 and 3 OIS radial

extensions from a point on the runway 

centerline 2,000′ from the start end of the runway

out for a distance of 110 NM for CONUS and 140

NM for Alaska; construct the hemispherical

boundaries accordingly. (The 110 NM 

approximates the distance for a 40:1 surface to

reach 16,500′ - 14,500′ for the highest CONUS 

terrain plus 2,000′ ROC worst case. In Alaska, Mt.

McKinley, 20,320′ plus ROC was used.)

(2) Determine the highest terrain/

obstacle within this area; add appropriate ROC

(Special ROC, etc.).

(3) Divide the results by 152′/NM. (This

determines the actual radius for the obstacle search.
8260.19C CHG 2 12/29/99

Chap 4

Page 4-6 Par 404

Anything beyond this radius will be cleared by the

40:1 surface).

(4) Evaluate the area out to this radius for

40:1 penetrations. Measure the distance to the

obstacles as in chapter 12. (Suggest searching the

area out to a 10 NM radius first as most controlling

obstacles are found in this area.)

(5) If there are no penetrations, diverse

departures are authorized. Aircraft can be 

expected to safely depart in random directions from

the airport to the altitude determined in paragraph

404ee(2).

(6) If there are penetrations, diverse

departures are NOT allowed. Evaluate specific

departure routes to avoid obstacles. TERPS paragraph 1203 applies.

ff. Paragraph 1205a. Defer application of this

paragraph until further notice.

gg. Paragraph 1205d. Since application of

paragraph 1205e is deferred, a note shall be

necessary (see paragraph 835d(2)(a)).

hh. Paragraph 1205e. Defer application of

runway reduction until further study of 

practicality and method of implementation of this

procedure has been completed.

ii. Paragraph 1205f. Delay expressing climb

gradient in feet per minute pending an improved

method of presentation, which is being developed.

jj. Paragraph 1207a. Defer application of

this paragraph until further notice.

kk. Paragraph 1208. Defer application of this

paragraph to obstacles greater than 3 SM from DER.

ll. Paragraph 1501r. Interpolate tables 15-1

and 15-2 or use the next higher values.

mm. Paragraph 1502g. Establish only one

stepdown fix in a LORAN SIAP final segment.

nn. 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 shall exist:

a. Runway centerlines are separated by 1,200′

or less.

b. Only one final approach course is published.

c. Course guidance is provided on the runway

centerline or within 3° of the runway centerline of

the primary runway.

d. The procedure is identified in accordance

with TERPS paragraph 161.

e. Final approach areas shall be established for

both runways and shall be determined by the

approach guidance provided. Both final approach

areas shall be used to determine the MDA to the

sidestep runway.

f. Use the same nonprecision obstacle

clearance used for the primary runway to determine

the published MDA for the sidestep maneuver.

g. Establish published visibility in accordance

with table 6 or 11 of TERPS, whichever is higher.

(1) One-half mile visibility reduction is

authorized if ALS, MALSR, or SSALR is 

installed to the sidestep runway. The minimum

visibility after applying credit for lights must be no

less than 1 mile.

(2) Visibility shall be increased 1/4 mile

when the "sidestep" runway threshold is over 1,000′

closer to the FAF than the runway with course

guidance.

NOTE: If descent gradient is exceeded, the

sidestep maneuver shall NOT be authorized.

h. Sidestep minimums shall be published in

accordance with the example below:
12/29/99 8260.19C CHG 2

Chap 4

Par 405 Page 4-7

Minimums block:

S-ILS 27L

S-LOC 27L

SIDESTEP 27R

CIRCLING

406-419. RESERVED.
8260.19C CHG 2

Chap 4

Page 4-8 Par 420

SECTION 2. STANDARD INSTRUMENT APPROACH PROCEDURES (SIAP)

420. GENERAL.

SIAP’s shall be established in accordance with

TERPS, other specific FAA 8260-series orders,

and the policies set forth in this order. FAA

policy and instructions for completing FAA 8260-

series forms are contained in chapters 8 and 9.

421. COORDINATION OF TERMINAL

INSTRUMENT PROCEDURES.

Coordination requirements for terminal instrument procedures are set forth in TERPS, 

chapter 1, section 5. See paragraph 908 for a

sample formatted letter that can be used for

coordination, and instructions for processing.

AVN-100 shall initiate the letters. Evaluation and

disposition of user comments are the

responsibility of AVN-100. Valid user objections

that cannot be accommodated by AVN-100 should

be referred to AFS-420 for resolution prior to

submission of the procedure for publication (see

paragraph 837d).

422. RADAR INSTRUMENT APPROACH

PROCEDURES.

ATC personnel determine which runways require

radar instrument approach procedures and

coordinate these requirements through AVN-100.

423-429. RESERVED.
8260.19D CHG 2

Chap 4

Par 430 Page 4-9

SECTION 3. VISUAL DESCENT POINT (VDP)

430. ESTABLISHMENT. The VDP defines a

point on a straight-in, nonprecision approach,

including RNAV, where a normal descent from the

MDA would commence if the required visual

references were acquired.

a. Establish a VDP provided the SIAP meets the

requirements of TERPS paragraphs 251, 252, and

253.

b. For chart clarity, a VDP should be no less

than (1 mile OPTIMUM) (0.5 miles MINIMUM)

from a final segment fix or MAP. If proximity

closer than 0.5 miles is required, consider one of the

following actions:

(1) Do NOT establish a VDP.

(2) Relocate the fix to the VDP location, and

do NOT establish a VDP.

(3) Relocate the fix to accommodate the 0.5

mile (or greater) requirement.

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 shall be the

same as the DME source for DME fixes in the final

segment.

431. FAA FORM 8260-9 ENTRIES. To facilitate

review, entries may be required in the REMARKS

section. Where a VDP is not established, give the

reason; e.g., obstacles penetrate VDP surface,

descent gradient, proximity to final approach

segment (FAS) fix, etc. (see paragraph 909c).

432-439. RESERVED.
8260.19C CHG 2

Chap 4

Page 4-10 Par 440

SECTION 4. SPECIAL PROCEDURE PROCESSING INSTRUCTIONS

440-449. RESERVED
8260.19C CHG 2

Chap 4

Par 450 Page 4-11

SECTION 5. DIRECTION FINDING (DF) PROCEDURES

450. GENERAL.

DF facilities have been established at air traffic

facilities. Many of these have the capability to

provide emergency approach procedure support

where the DF antenna is suitably located with

respect to an airport. This section describes a

modified procedure to provide maximum stability in

the approach by utilizing small degrees of turns and

descents.

451. FORMAT.

The DF approach procedure shall be documented

and approved on Form 8260-10, Standard

Instrument Approach Procedure, and restrictively

identified for emergency use only. Include a

diagram showing the plan view of the procedure,

including magnetic courses and minimum flight

altitudes. Provide minimum safe altitude to

100 miles from the DF antenna. Name the

appropriate ATC facility on Form 8260-10 to

identify the source of DF control.

452. APPLICATION OF CRITERIA.

Formulate the basic DF approach procedure in

accordance with TERPS chapter 8 (see also paragraph 216c(4). Modify the approach pattern in

accordance with the following guidelines:

a. Initial Approach Segment. The initial

approach for on-airport facilities includes all

portions of the approach between the station passage

and the final approach course. Approach procedures

for DF facilities located off the airport shall have an

intermediate segment, in accordance with TERPS

paragraphs 812 and 813. The following is a

description of the modified low altitude triangular

pattern:

(1) A 30° angle of divergence exists between

the outbound course and the reciprocal of the

inbound course.

(2) The outbound leg is established as a

3-minute leg.

(3) The base leg is formed by a 120° 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 paragraph 321. Since these

are emergency procedures, do NOT establish ceiling

and visibility minimums.

c. Identification of Procedures. Normally,

develop only one approach procedure for each DF

location. More than one procedure may be

developed when procedures for low and high

performance aircraft are not compatible. Identify

procedures in accordance with TERPS

paragraph 161.

453. DF VECTORING ALTITUDES.

Where a DF approach procedure is not

authorized, DF vectoring altitudes may be developed

for use by the controlling facility. Altitudes shall be

entered on Form 8260-10 and shall be identified 

as DF vectoring altitudes. Required obstacle

clearance is 1,000′. Round altitudes to the next

higher 100′ increment. Minimum accuracy

standards for controlling obstacles are stated in

paragraph 271b.

454. DF VECTOR AREA.

a. Criteria. Construct the DF Vector area in

accordance with paragraph 451, and TERPS

Chapter 8.

b. Sector Radii.

(1) Outer sector radius is 100 NM.

(2) Middle sector radius is 40 NM

(Doppler) or 30 NM (VHF/DF).

(3) Other distances may be used to sectorize

around obstructions and otherwise, if operationally

justified.
8260.19C CHG 2

Chap 4 

 Page 4-12 Par 454

(4) Use a 20 NM sector radius for a low

altitude SIAP, and the 30/40 NM radius for high

altitude penetrations.

(5) Radii less than 10 NM should be used

with caution due to the requirement for adjacent

sector obstacle coverage stated in TERPS paragraph

810.

c. Sector reduction. Use a minimum number of

sectors by combining sectors where possible. 

NOTE: Remember that DF is for emergency

use; and ATC is attempting to get the aircraft

into radar coverage or a clear area where the

aircraft can let down VFR.

d. Minimum safe or sector altitudes may be

increased and combined with adjacent higher sectors

when a height difference does not exceed 500′-

UNLESS an operational requirement exists for lower

altitudes (e.g., initial approach altitude for DF

SIAP).

455. DISTRIBUTION.

AVN-100 shall prepare and approve the

Form 8260 10, assign the effective date, and

distribute as follows:

FPO 1 copy

FSS/Tower providing DF Service 1 copy

ARTCC 1 copy

ATA-110 1 copy

AVN-100 Retain Original

456. CANCELLATION OF DF PROCEDURES.

When the DF procedure or DF Vectoring area is no

longer required, AVN-100 shall take action to cancel

the procedure. Continued need shall be determined

during the biennial review.

457-459. RESERVED.
8260.19C CHG 2

Chap 4

Par 460 Page 4-13

SECTION 6. CATEGORY II AND III ILS

460. GENERAL.

a. Guidance. The following directives contain

criteria to be used in the development or amendment

of ILS Category II and III procedures:

(1) Order 8260.3B, chapter 9; or

Order 8260.36A, Civil Utilization of Microwave

Landing System (MLS). 

(2) AC 120-29, Criteria for Approving

Category I and II Landing Minima for FAR 121

Operators, appendix 2. 

(3) AC 120-28C, Criteria for Approval of

Category III Landing Weather Minima, paragraph 8.

(4) Order 8200.1, United States Standard

Flight Inspection Manual, section 217. 

(5) Order 8240.45, Flight Inspection of Type

II ILS Facilities Used for Category III Operations.

(6) Order 6750.24, Instrument Landing

System (ILS) and Ancillary Electronic Component

Configuration and Performance Requirements.

(7) Order 8400.8, Procedures for Approval

of Facilities for FAR Part 121 and Part 135 CAT III

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 shall be included in the

minimums format of the IAP (see paragraph 813k).

c. The minimum class of performance (see

Order 6750.24) required for an ILS to support a

published ILS Category II or III SIAP is as follows:

(1) Class 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. 

461. ACTION.

a. Regions. 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, shall issue checklists to

assure the system meets the necessary ground

system and obstacle clearance requirements. See

Order 8400.8. 

NOTE: The requirements for the marking of ILS

glide slope (GS) and localizer (LOC) obstacle

free zones, and procedures for ensuring obstacle

clearance with respect to aircraft on the ground,

are contained in AC 150/5300-13, Airport

Design.

b. AVN-100.

(1) AVN-100 shall forward the completed

checklists to the Flight Operations Branch, AFS-410.

AVN-100 shall advise the regional Flight Standards

Division (FSD) when a Category II or III system has

passed flight inspection. Notification shall contain

the following information:

(a) Airport.

(b) Runway.

(c) Flight inspection completion date.

(d) Facility classification.

(e) Minimums: 

Category II DA and RA.

Category III a/b/c RVR (as appropriate).
8260.19C CHG 2

Chap 4

Page 4-14 Par 461

(f) Date approach procedure will be

available.

(g) Status of SMGCS Plan (from

regional AWO).

(2) Amend ILS SIAP’s when Categroy 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).

(3) Irregularities in pre-threshold terrain

or HUD/autoflight system/radar altimeter

characteristics might adversely affect radar altimeter

indications and thus affect autoland performance of

some aircraft (see paragraph 462). Until or unless

these aircraft demonstrate normal radar altimeter

readings and acceptable HUD/autoland operations on

that runway, and this fact is listed in their operations

specifications, they cannot conduct Category III

HUD/autoland operations. AFS-410 acts as the

clearing house for listing which combinations of

autoflight systems/ runways are or can be approved,

and is positioned for receipt of information from

Flight Inspection, AAF, Airports, and airport

authorities regarding irregular underlying terrain

situations at new runways or runways at which

future Category II/III procedures are proposed.

c. The Flight Inspection Technical Support

Branch, AVN-210, shall maintain the current ILS

performance classifications in the Aviation

Standards Information System (ASIS) database. The

regional Airway Facilities Division shall notify the

Flight Standards Division and AVN-210 of

individual ILS facility performance classification

determinations, and any change in the performance

class of a facility, so that changes in Category III

authorizations can be made.

d. The regional FSD will provide user notification to AFS-410 when Category II or III

operations

are authorized. Notification shall contain the

information obtained from AVN-100 (see paragraph

461b(1).

e. AFS-410 will update the Flight Standards

Bulletin Board (BBS). This notification will provide

ATA and operators with the planned availability of

the new minimums for preparation of operations

specifications, and autoland “testing” prior to

publication of the SIAP.

462. RADIO ALTIMETER HEIGHTS.

The methodology used in computing radio altimeter

setting is contained in Order 8260.23, Calculation of

Radio Altimeter Height. Establish radio altimeter

heights by utilizing the as-built approach light

system (ALS) vertical profile drawings or drawings

of equal accuracy. Use terrain elevations on the

runway centerline extended to compute radio

altimeter heights (see paragraph 461b(2)).

463. NOTAM REQUIREMENTS.

When any component of the ILS system fails to meet

the appropriate performance tolerances, Airways

Facilities issues a NOTAM (D) for suspension of

Category II/III minimums. If the suspension will

exist longer than 224 days or will be permanent,

AVN-100 shall issue an FDC P-NOTAM or amend

the 8260-series form deleting Category II and/or III

minimums from the procedure (see also paragraph 224f(4).

464. WAIVER REQUIREMENTS.

When required, AVN-100 shall prepare a waiver

request on Form 8260-1, in accordance with chapter

2, section 12, of this order.

465-469. RESERVED.
12/29/99 8260.19C CHG 2

Chap 4

Par 470 Page 4-15

SECTION 7. DEPARTURE PROCEDURES (DP)

470. GENERAL.

a. AVN-100 is responsible for the development

of instrument departure procedures (DP’s) under

Order 8260.46, Instrument Departure Procedure

(DP) Program, and for the issuance of NOTAM’s

relating thereto.

b. Establish takeoff minimums or develop

departure procedures only for those airports with

approved instrument approach procedures.

c. When the AVN-100 study reveals obstacles

requiring climb gradients greater than 200 feet per

mile, a DP is required. Specific procedures shall

include: a note placed in the Take-Off Minimums

and (Obstacle) Departure Procedures section of the

Terminal Procedures Publication (TPP) to enable the

pilot to see and avoid obstacles that require a climb

gradient (CG) (see paragraph 835d(2)(a)4 and

TERPS Chapter 12); mandatory ceiling and visibility

minimums to allow obstacles to be seen and 

avoided;

establishment of standard takeoff minimums with

required CG’s; detailed textual or graphic flight

maneuvers; a combination of these methods; or

denial of an instrument departure. See table 4-1 for

allowable combinations relating to specific

situations.

(1) A ceiling and visibility shall not be

published for obstacles identified under TERPS

paragraph 1205d. See table 4-1, situation 2.

(2) Where CG’s are required for obstacles

within and also beyond 3 SM of DER, publish a

graphic DP. Where operationally practicable, CG’s

may be combined with publication of the more

demanding CG's to an altitude that clears all

obstructions.

(3) Whenever mandatory ceiling and

visibility are used to allow obstacles to be seen and

avoided, they shall be accompanied by an alternative

to use standard take-off minimums with a minimum

required climb gradient

TABLE 4-1

SITUATION ACTION

1) TERPS obstacle assessment does not identify any

obstacle penetrations; i.e., diverse departure evaluation

successful.

No further action required - standard takeoff minimums

apply.

2) TERPS obstacle assessment identifies only

obstacles that require a CG to an altitude 200′ or less

above DER. 

Establish a DP which provides the pilot a note 

identifying the obstacle(s) type, location relative to the

DER, height (AGL) and elevation.

3) TERPS obstacle assessment identifies obstacles that

require a CG to an altitude greater than 200′ above the

DER.

A) Obstacle 3 SM or less from DER: Establish a DP

which provides the pilot a note identifying the

obstacle(s) type, location relative to the DER, height

(AGL) and elevation, and which specifies: 1) a ceiling

and visibility to see and avoid the obstacle; with 2)

standard takeoff minimums with a minimum CG to a

specified altitude; and/or 3) provide a specific textual

or graphic route to avoid the obstacle(s). Include

takeoff minimums and/or CG's as necessary for each

runway served.

B) Obstacle greater than 3 SM from DER: establish a

DP for obstacle avoidance that uses standard takeoff

minimums with a required CG; or provide a textual or

graphic departure route to avoid the obstacle(s).

NOTE: Include takeoff minimums and/or CG’s on the

graphic DP. If neither of these actions is feasible, an

IFR departure shall not be authorized.
8260.19C CHG 2

Chap 4

Page 4-16 Par 470

4) TERPS obstacle assessment identifies obstacles

requiring a CG to 200′ or less above DER and

additional obstacles that require a CG to an altitude

greater than 200′ above DER.

Apply a combination of action items from 2) and 3)

above as appropriate.

d. Least Onerous Route.

(1) When climb gradients greater than 200′

/NM are required in conjunction with a detailed

flight maneuver, the obstacle DP route shall be

established over terrain or other obstacles which

results in the lowest possible climb gradient for that

runway or airport.

(2) Consideration shall be given to pilot

workload and other aircraft performance

requirements such as number of turns, NAVAID

communication frequency changes, navigation

system complexities, etc.

(3) It is essential that AVN-100 fully

coordinate with the controlling ATC facility in the

development of this routing to ensure flight safety is

maintained; i.e., that the basic requirements of least

onerous routing are not in conflict with existing

ATC routing and airspace design/structure.

e. Order 8260.3, Chapter 12 requires application of diverse departure criteria to all runways

authorized for instrument departures.

(1) Successful diverse criteria evaluation

ensures that aircraft are capable of departing in any

direction from a runway and a textual or graphic DP

is not required for obstruction clearance. Therefore,

standard takeoff minimums apply and a Form 8260-

15 is not required.

(2) When the diverse criteria evaluation

indicates a requirement for a specific departure

routing for obstruction avoidance, develop a textual

or graphic DP using the least onerous route to the en

route structure. This procedure will be charted as

the default IFR departure procedure for obstruction

clearance. There shall only be one default DP

developed for each runway. The default DP should

be textually depicted; however, when a graphic

depiction is required (see paragraph 471), the name

of the default graphic DP for the pilot to use shall be

stipulated on the Form 8260-15A in the “TAKE

OFF MINIMUMS” section (see paragraph

835d(2)(a)4); e.g., “USE JONES DEPARTURE.” 

471. PUBLICATION.

a. When detailed flight maneuvers are

established for obstacle avoidance or for ATC

purposes, they are documented as "DEPARTURE

PROCEDURES" on Forms 8260-15A, B, and C, as

specified in paragraphs 833 and 835, or 8260-7. 

DP’s required for obstacle avoidance may be either a

stand alone textual or graphic procedure. Textual

DP’s are simple, may include a climb gradient

requirement, and no more than one turn and/or

altitude change. More complex DP’s, involving

climb gradient requirements, multiple turns, and/or

altitude changes shall be graphically depicted. 

Develop RNAV DP’s and DP’s required for ATC

purposes as graphic departures.

b. Departure procedures should place the

aircraft in the en route strata expeditiously, but

should also reflect the realities of ATC system

requirements. AVN-100 shall coordinate with ATC

to assure, whenever practicable, that departure

procedures reflect the commonly used routing out of

each airport. When ATC routing requirements are

not a factor, develop the default DP based on the

least onerous obstacle based routing to the en route

system.

c. DP’s shall accommodate ATC and obstacle

clearance requirements with regard to minimum fix

crossing altitudes and climb gradients. When

application results in dual altitudes over a fix and/or

dual CG's, both shall be documented on the

appropriate Form 8260-15. Document the ATC

altitude followed by the obstacle altitude in

parenthesis; e.g., 9,000 (6,500). When ATC and

obstacle altitude requirements are separated by 500′

or less, they may be combined and only the higher

value charted as a minimum altitude. Climb

gradient requirements shall be assumed to be the

minimum required for obstruction clearance

purposes unless annotated “ATC” in parenthesis;

e.g., 400′/NM to 3,000; 450′/NM to 2,000 (ATC). 

d. "Runway heading" is defined in the

Pilot/Controller Glossary of the Aeronautical

Information Manual (AIM) as "the magnetic

direction that corresponds with the runway
8260.19C CHG 2

Chap 4

Par 470 Page 4-17

centerline extended, not the painted runway

numbers." The glossary further states that pilots

cleared to "fly or maintain runway heading" are

expected to fly or maintain the heading that

corresponds with the extended centerline of the

departure runway (until otherwise instructed by

ATC), and are not to apply drift correction; e.g.,

RWY 4, actual magnetic heading of the runway

centerline 044o, fly 044o.

e. Terminology.

(1) Departure instructions shall specify

"Climb runway heading...". Alternatively, specific

heading may be used if necessary to avoid obstacles.

(2) Do NOT use the terminology "Climb to

(altitude)..." without including a heading to fly.

INSTEAD, use "Climb runway heading (or

specified heading) to (altitude)...".

(3) Do NOT use the terminology "Climb

straight ahead...", as there is no guidance or

reference definition of this phraseology for the pilot

to apply.

472-479. RESERVED.
8260.19D CHG 2

Chap 4

Page 4-18 Par 480

SECTION 8. STANDARD TERMINAL ARRIVAL ROUTES (STAR) 

480. INTRODUCTION.

a. Air Route Traffic Control Centers

(ARTCC) submit STAR’s to AVN-100 through the

regional ATD for review. ARTCC’s are responsible

for issuance of NOTAM’s for STAR’s. 

b. AVN-100’s review shall ensure obstacle

clearance requirements; accuracy of courses,

distances, and coordinates; clarity and practicality of

the procedures; and assurance of navigational

guidance adequacy. AVN-100 shall coordinate any

discrepancies, required adjustments, or

improvements noted during the review process

and/or flight inspection with the sponsoring air

traffic facility.

481. AVN-100 ACTION.

a. STAR’s.

(1) Ensure that the STAR commences at a

charted high or low altitude en route fix.

(2) Verify, in conjunction with flight

inspection, that minimum en route altitudes provide

required minimum obstruction clearance altitudes

(MOCA) and meet minimum reception altitudes

(MRA), communication, and airspace requirements.

(3) Verify obstacle clearance requirements

are met for lost communications instructions

provided by the ARTCC. If the ARTCC did not

provide lost communications instructions, and it is

determined that obstacles/terrain present a potential

problem, coordinate with the ARTCC for resolution

of the matter.

(4) Incorporate, where possible, the STAR

termination fix into the SIAP as a feeder/initial

approach fix.

(5) Verify entry into maximum authorized

altitude (MAA) from available documentation; e.g.,

flight inspection reports, expanded service volume

(ESV) reports, etc.

b. General.

(1) Review from the pilot's standpoint. The

procedure must be flyable and should be as simple as

possible. Use clear, concise, and standard

phraseology. Request flight inspection assistance.

(2) Ensure, in conjunction with flight

inspection, that facility performance will support the

procedure. This may require preparation of

materials such as maps and ESV’s to support facility

flight inspection.

(3) Verify the accuracy of courses,

distances, and coordinates.

(4) Return the signed form to the regional

ATD for further processing.

(5) Retain a copy of each approved form

with charts, computations, and supporting data to

facilitate future reviews.

(6) Include normal distribution copies of

Form 8260-2 for ATA-100 and ARTCC in the

package forwarded to the regional ATD.

482-499. RESERVED.
12/29/99 8260.19C CHG 2

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

shall also assist Air Traffic in reconciling possible

discrepancies in IFR findings made by military

services. Additionally, the Regional Flight

Standards Division, All Weather Operations

Program Manager, shall serve as the focal point for

assessing VFR operational impact. Initial impact

assessments should be made by the FPO and FSD.

Headquarters-level case reviews shall be

accomplished by AVN-100 (IFR) and AFS-420

(VFR).

502. REVIEW OF NOTICES.

AVN-100 and Flight Standards personnel normally

involved in the evaluation of Notices of Construction

or Alteration should be thoroughly familiar with

applicable parts of Order 7400.2. The effect of a

proposed structure on aircraft operations should be

fully stated. Consultation with the appropriate

FSDO and/or AVN-200 may be helpful in

formulating recommendations. The following should

be con-sidered:

a. Effect on VFR Traffic. When requested by

Air Traffic, Flight Standards shall assess the effect

upon VFR routes, airports/terminal operations, or

other concentrations of VFR traffic. Air Traffic is

responsible, under Order 7400.2 for assessing

VFR traffic pattern impact; Flight Standards

provides assistance in this area as requested.

b. Terminal Area IFR Operations. AVN-100

shall assess the effect upon terminal area IFR

operations to include approach/departure procedures,

transitions, radar vectoring charts, holding patterns,

and STAR’s. The study shall assess the effect upon

any segment of an existing or proposed instrument

approach/departure procedure and any restrictions.

c. En Route IFR Operations. AVN-100 shall

assess the effect upon en route IFR operations to

include MEA’s, MOCA’s, MCA’s, MHA’s, MIA

charts, and turning areas.

d. Accuracy. All studies shall be made

assuming the obstruction will be built or modified to

the height specified in the study. If the proposed

obstruction qualifies as the controlling obstacle for

an IFR procedure, re-evaluate the proposed structure

for impact using a 4D accuracy code. This impact

shall be forwarded to Air Traffic as the IFR impact. 

However, AVN-100 shall also provide the survey

accuracy required to mitigate the impact; 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.)

e. NAVAID Interference. When informed by

Air Traffic that it has been determined by Airway

Facilities and/or frequency management personnel,

that there may be interference with facility

performance, AVN-100 determines the effect upon

any instrument flight procedure. This includes radio

or NAVAID interference through inter-modulation,

overload, spurious or harmonic conditions which

affect the receiver performance. Provide protection

for all IFR areas and altitudes.

f. Adjustments to Instrument Flight

Procedures. During negotiations with proponents

or when requested by Air Traffic, AVN, or AFS,

specialists should provide what procedure

adjustments can be made to mitigate the effect

without adversely affecting the procedure. AVN-100

shall not amend a procedure until receipt of the

"Actual Notice of Construction," or other
8260.19C CHG 2 12/29/99

Chap 5

Page 5-2 Par 502

notification relative to an obstacle which will have

a procedural effect. If, during a procedural review or

while on a site visit, it becomes obvious for safety

reasons that the existence of a previously unknown

obstacle requires procedure minimums to be

increased, expedite accomplishment of the change by

means of a NOTAM.

g. Statement of Adverse Impact. If the

proposed construction or alteration will have an

adverse effect on VFR or IFR aircraft operations,

procedures, or minimum 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.”

h. AC 70/7460-1 Obstruction Lighting and

Marking. AVN-100 and Flight Standards personnel

should be familiar with this advisory circular so that

appropriate remarks can be made regarding the

requirements therein. This is especially important

where exceptions from lighting and marking

standards have been requested by the applicant.

503. OBSTRUCTIONS UNDER SUBPART C,

14 CFR PART 77.

Construction or alterations identified as obstructions

based on the standards of Subpart C, although not

automatically hazards to air navigation, are

presumed to be hazards to air navigation until an

FAA study has determined otherwise.
12/29/99 8260.19C CHG 2

Chap 5

Par 504 Page 5-3

SECTION 2. DESIGNATION OF CONTROLLED AIRSPACE

504. GENERAL.

To afford separation from other aircraft all instrument

flight procedures shall be contained in controlled

airspace to the maximum extent possible within the

capabilities of the ATC system. DF procedures are

exempt from this policy. For special procedures, refer

to paragraph 402c.

505. AT RESPONSIBILITY.

It is the responsibility of the regional ATD to

determine the type and amount of controlled airspace

that can be established to encompass instrument flight

procedures, including departures from the airport.

506. AVN-100 ACTION.

a. Determine airspace requirements for all

original IAP’s. Analyze IAP amendments which

affect any fix, course, or altitude, to determine if

existing airspace must be extended or can be reduced.

Similarly, analyze IAP cancellations to determine if

existing airspace can be reduced. AVN-100 shall

coordinate with the ATC to determine if further

procedure development needs to be delayed pending

any airspace action.

b. AVN-100 analysis, in accordance with the

provisions of this section, shall include, in part, a

determination of the minimum required length and

width of the Class B/C/D/E Surface Area extensions,

and/or any Class E 700' airspace extension.

c. Document data, as described in paragraph 507k, on the Form 8260-9, Standard

Instrument Approach Procedure Data Record, which

supports the IAP being designed. (See paragraph 909

"Remarks" for forms completion guidance.)

Forward this data to the appropriate regional AT

office.

NOTE: This information may also be entered

on any form considered acceptable by

AVN-100 and the ATD; however, to avoid loss

of data, it is strongly recommended that

AVN make the entry in Form 8260-9,

REMARKS, for permanent record.

507. TERMINAL AIRSPACE.

The following criteria shall be used to determine the

required minimum length and width of Class B/C/D/E

Surface Area and/or Class E 700' airspace extensions.

a. The requirement to designate controlled

airspace is contained in Order 7400.2, Part 6.

b. The nearest 100′ principle shall be applied in

determining the height of the controlling terrain.

Example: A terrain elevation of 249.99' MSL would be

considered as 200'; 250.00' MSL as 300'.

NOTE: Use of the following computation

methods MUST consider the primary area of all

applicable segments of any IAP under analysis.

Any arrival extensions must be the result of

"worst-case scenario" analyses, reflecting the

greatest amount of controlled airspace

required.

c. Class B/C/D/E Surface Area Extensions.

Establish an extension of the Class B/C/D/E Surface

Area whenever an 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

shall be based on the approach, or approach

combinations, requiring the greatest length and/or

width respectively.

(1) Precision approach procedures. Where

ILS/MLS procedures are involved, the 1,000' point is

established by determining the elevation of the

highest terrain in the final approach primary area.

Add 1,000' to this figure and subtract the

threshold/GPI elevation. Then divide the result

by the GS tangent, and subtract the GPI to threshold

distance. The result is the distance from the

threshold to the 1,000' point (see figure 5-1).
8260.19C CHG 2 12/29/99

Chap 5

Page 5-4 Par 507

Figure 5-1

(a) When the GS (or EL) is inoperative,

the altitude for flying the LOC-only (or AZ-only)

may require an additional Class B/C/D/E Surface

Area (control zone) extension. Therefore, the 1,000'

point for LOC-only (or AZ-only) should be

determined in the same manner as for nonprecision

SIAP’s (see paragraphs 507c(2) through (4)).

(b) To locate a 1,000′ point in a

segment prior to the FAF, apply the provisions of

paragraphs 507c(2) through (5).

(2) Nonprecision approach procedures.

(NoPT w/FAF):

(a) When the SIAP specifies a

minimum altitude at the FAF greater than 1,000'

above the highest terrain in the final segment, the

1,000' point is assumed to be inbound from the FAF

at a distance determined by application of a descent

gradient of 500'/NM for distances in excess of 7 NM

from runway threshold, and 300'/NM for distances

at/less than 7 NM from the runway threshold; i.e.,

use both gradients to compute the 1,000' point when

the final segment is longer than 7 NM (see

figures 5-2 and 5-3).

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.

(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).
12/29/99 8260.19C CHG 2

Chap 5

Par 507 Page 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

paragraph 244d.)
8260.19C CHG 2 12/29/99

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Page 5-6 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, 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 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
12/29/99 8260.19C CHG 2

Chap 5

Par 507 Page 5-7

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).

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 (control zone) 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
8260.19C CHG 2 12/29/99

Chap 5

Page 5-8 Par 507

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).

Figure 5-17

3. If the minimum altitude at the IF

AND at the FAF are greater than 1,000' above the

highest terrain in the intermediate segment, apply

the methodology in paragraph 507c(2).

(5) General: For PT distances greater than

10 NM (out to 15 NM maximum), increase the

distance to the assumed 1,000' point 1 NM for each

mile in excess of 10 NM.

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

width.

(1) ILS/MLS: The width of the Class

B/C/D/E Surface Area extension for ILS/MLS is

established by determining the width of the precision

final approach primary area at the point the aircraft

reaches 1,000' AGL (see paragraph 507c(1)). The

width of the extension shall not be less than 2 NM

(1 mile each side of the localizer/azimuth course)

regardless of the width of the precision primary area

at the 1,000' point.

(a) Refer to figure 5-18. If the aircraft

reaches 1,000' AGL at point A, the width of the

surface area at point A is the same as the measured

width of the ILS trapezoid at this point. Apply the

provisions of paragraph 507c(1) to determine the

distance from the threshold to the 1,000' point; then

subtract 200'. The resultant figure is then used as

"D" in the precision for determining the half-width

of the precision primary area:

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

Figure 5-18

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

the intermediate segment, additional analysis is

required. Since the ILS or MLS FAF and the

underlying LOC or AZ FAF may not be collocated,

the respective intermediate segments may have

different widths at any particular distance from the

FAF. The width of the Class B/C/D/E Surface Area

extension at the 1,000' point shall be the greater of

the two segment widths. Use the guidance in

TERPS chapter 2 for calculating the respective

widths.

(2) Nonprecision: The width of the

Class B/C/D/E Surface Area extension for other than

ILS/MLS 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 shall not be less than 2 NM (1 NM each

side of segment centerline) (see figure 5-19).
12/29/99 8260.19C CHG 2

Chap 5

Par 507 Page 5-9

Figure 5-19

Where the 1,000' point is located in the intermediate segment, determine the segment width

abeam the 1,000' point using the appropriate

guidance in TERPS chapter 2.

e. Class E 700' airspace arrival extensions. A

700' Class E airspace extension should be established

whenever a SIAP authorizes descent to less than

1,500' AGL. The width of the Class E 700' airspace

extension is established equal to the width of the

initial, intermediate, or final primary area at the

widest point between the basic Class E 700' airspace

and the point where the aircraft descends below

1,500' AGL. The methods used to locate the 1,500'

point in a precision final are similar to those used to

locate the 1,000' point. Refer to paragraph 506c(1)

and use 1,500' in place of 1,000'. For other

precision segments, or for LOC/AZ, refer to

paragraphs 507e(1) through (3).

(1) No PT: Apply the methodology contained in paragraphs 507c(2)(a) and (b); except,

where a 300'/NM descent gradient was used, apply a

500'/NM for the 1500' point determination. In

figure 5-20, the aircraft will reach 1,500' AGL at

6 miles prior to the FAF using a 500'/NM descent

gradient from the IF (see figure 5-20).

Figure 5-20

(2) Procedure Turn:

(a) On-airport no-FAF: For a 10-mile

PT, the 1,500' point is assumed to be 7 miles from

the PT fix or facility on the inbound leg. Similarly,

for a 5-mile PT, the 1,500' point is assumed to be

5 miles from the PT fix or facility. HOWEVER, if

the PT completion altitude is less than 1,500 feet

above the highest terrain in the final segment

underlying the course reversal, then the 1,500' point

is in the PT maneuvering area (see paragraph 507k(7) and figure 5-21).

Figure 5-21

(b) PT over the FAF:

1. If the PT completion altitude is

less than 1,500' above the highest terrain in the

intermediate segment, the 1,500' point is in the PT

maneuvering area (see paragraph 507k(7) and

figure 5-22).
8260.19C CHG 2 12/29/99

Chap 5

Page 5-10 Par 507

Figure 5-22

2. If the PT completion altitude is

1,500' or more above the highest terrain in the

intermediate segment, the 1,500' point is assumed to

be 7 miles from the PT fix or facility on the PT

inbound leg (5 NM for a 5-mile PT) (see figure

5-23).

Figure 5-23

3. If the FAF altitude is greater

than 1,500' above the highest terrain in the final

segment, the 1,500' point is assumed to be inbound

from the FAF at a distance determined by

application of a 500'/NM descent gradient (see

figure 5-24).

Figure 5-24

(c) PT over a stepdown fix AFTER the

FAF:

1. If the PT completion altitude is

less than 1,500' above the highest terrain in the

segment underlying the course reversal, the 1,500'

point is in the PT maneuvering area (see

paragraph 507k(7) and figure 5-25).

Figure 5-25

2. If the PT completion altitude is

1,500' or more above the highest terrain in the

segment underlying the course reversal, the 1,500'

point is assumed to be 7 miles from the PT fix or

facility on the PT inbound leg (5 NM for a 5-mile

PT) (see figure 5-26).

Figure 5-26

3. If the FAF altitude is 1,500' or

more above the highest terrain in the segment

underlying the course reversal or the final segment,

the 1,500' point is assumed to be inbound from the

FAF at a distance determined by application of a

500'/NM descent gradient (see figure 5-27).
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Par 507 Page 5-11

Figure 5-27

4. If the stepdown fix/facility

altitude is 1,500' or more above the highest terrain

in the final segment, the 1,500' point is assumed to

be inbound from the stepdown fix/facility at a

distance determined by application of a 500'/NM

descent gradient (see figure 5-28).

Figure 5-28

(d) PT over a stepdown fix PRIOR to

the FAF:

(Condition: Distance between the stepdown

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

paragraph 244d)

1. If the PT completion altitude is

less than 1,500' above the highest terrain in the

segment underlying the course reversal, the 1,500'

point is in the PT maneuvering area (see paragraph 507k(7) and figure 5-29.

Figure 29

2. If the PT completion altitude is

equal to or greater than, BUT the minimum altitude

at the stepdown fix/facility is less than 1,500' above

the highest terrain in the segment underlying the

course reversal, the 1,500' point is assumed to be 7

miles from the stepdown fix/facility on the PT

inbound leg (see figure 5-30).

Figure 5-30

3. If the stepdown fix/facility

altitude is 1,500' or more above the highest terrain

in the segment between the fix/facility and the FAF,

the 1,500' point is assumed to be inbound from the

fix/facility at a distance determined by application of

a 500'/NM descent gradient from the stepdown

fix/facility (see figure 5-31).
8260.19C CHG 2 12/29/99

Chap 5

Page 5-12 Par 507

Figure 5-31

4. If the 1,500' point is inside the

FAF, apply the methodology in paragraph 507c(2)(a) using a 500'/NM descent gradient.

(Condition: Distance between the stepdown

fix/facility and the FAF greater than 5 NM – see

TERPS paragraph 244d). Since the fix/facility

becomes the IF in this case, apply methodology for

PT over the IF (see paragraph 507e(2)(e)).

NOTE: Where the distance between the stepdown

fix/facility and the FAF equals 5 NM, either

TERPS paragraph 244d or 244e may be applied;

use the appropriate guidance in paragraph 507e(2)(d) or 507e(2)(e) accordingly.

(e) PT over the IF:

1. If the PT completion altitude is

less than 1,500' above the highest terrain in the

segment underlying the course reversal, the 1,500'

point is in the PT maneuvering area (see

paragraph 507k(7) and figure 5-32).

Figure 5-32

2. If the PT completion altitude is

equal to or greater than 1,500' above the highest

terrain in the segment underlying the course

reversal, the 1,500' point is assumed to be 7 miles

from the IF on the PT inbound leg (see figure 5-33).

Figure 5-33

3. If the minimum altitude at the

IF is equal to or greater than 1,500' above the

highest terrain underlying the course reversal, BUT

less than 1,500' above the highest terrain in the

intermediate segment, the 1,500' point is at the IF

(see figure 5-34).

Figure 5-34

4. If the minimum altitude at the

IF is greater than 1,500' above the highest terrain in

the intermediate segment, the 1,500' point is

assumed to be inbound from the IF at a distance

determined by application of a 500'/NM descent

gradient (see figure 5-35).
12/29/99 8260.19C CHG 2

Chap 5

Par 507 Page 5-13

Figure 5-35

5. If the 1,500' point is inside the

FAF, apply the methodology in paragraph

507c(2)(b) using a 500'/NM descent gradient.

6. If the minimum hold-in-lieu-of

PT altitude is equal to or greater than, BUT the

minimum altitude at the FAF is less than 1,500' above

the highest terrain in the segment underlying the

course reversal, the 1,500' point is assumed to be in

the holding pattern area. The Class E 700' airspace

(transition area) extension must encompass the entire

holding pattern primary area. Use the pattern size

appropriate to the highest holding speed at the

published holding altitude (see paragraph 507k(11)

and figures 5-36 and 5-37).

Figure 5-36

Figure 5-37

(f) At the IF:

1. If the minimum altitude at the

IF equals 1,500' above the highest terrain in the

intermediate segment, the 1,500' point is at the IF.

2. If the minimum altitude at the

IF is less than 1,500' above the highest terrain

underlying the holding pattern, the 1,500' point is in

the holding pattern area. The Class E 700' airspace

extension must encompass the entire holding 

pattern primary area. Use the pattern size

appropriate to the highest holding speed at the

published holding altitude (see paragraph 507k(7)

and figure 5-38). Provide the appropriate AT office a

drawing clearly depicting the airspace required (see

paragraph 507k(11).
8260.19C CHG 2 12/29/99

Chap 5

Page 5-14 Par 507

Figure 5-38

3. If the minimum altitude at the

IF is greater than 1,500' above the highest terrain in

the intermediate segment, the 1,500' point is

assumed to be inbound from the IF at a distance

determined by application of a 500'/NM descent

gradient from the IF (see figure 5-39).

Figure 5-39

f. Missed Approach: Normally, it can be

expected that the airspace required to encompass the

IAP’s or DP’s at an airport will be sufficient to

encompass that airspace required for missed

approach procedures. This particularly applies to

any need for Class B/C/D/E Surface Area extensions.

Determine required airspace as follows:

(1) Draw the IAP missed approach

segment areas on a sectional chart (or any other

chart depicting controlled airspace).

(2) Establish a 700' Class E airspace area

whenever an IAP authorizes aircraft operation

at/below 1,500' AGL outside the basic Class

B/C/D/E Surface Area. Where the clearance limit is

reached prior to the 1,500' point, ensure the entire

missed approach primary area is contained within

Class E 700' airspace, including clearance limit

holding, if required (see figure 5-40).

Figure 5-40

g. HI-VOR or NDB (No FAF).

(1) 1,000' Point:

(a) If the penetration turn completion

altitude is equal to 1,000' above the highest terrain

in the area prior to the 10-mile point, the 1,000'

point is at the 10-mile point.
12/29/99 8260.19C CHG 2

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 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).
8260.19C CHG 2 12/29/99

Chap 5

Page 5-16 Par 507

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

above the highest terrain in the final segment, the

1,000' point is located PRIOR to the FAF (see

paragraph 507k(4)).

(3) If the FAF altitude is greater than 1,500'

above the highest terrain in the final segment, apply

the methodology in paragraph 507c(2)(a) using a

500'/NM descent gradient from the FAF.

(4) If the FAF altitude is less than 1,500'

above the highest terrain in the final segment, the

1,500' point is located PRIOR to the FAF (see

paragraph 507k(7)).

j. Radar vector to IF (Radar Required).

(1) If the IF altitude is greater than 1,000'

above the highest terrain in the intermediate

segment, apply the methodology in 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 paragraph 507k(4)).

(3) If the IF altitude is less than 1,500'

above the highest terrain in the intermediate

segment, the 1,500' point is located PRIOR to the IF

(see paragraph 507k(7)).

(4) If the 1,500' point is at/inside the IF,

apply the methodology in paragraph 507e(2)(b).

k. Information to be forwarded to ATC: 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 (control zone) and the 1,000' point; and the

highest terrain elevation in the segment containing

the 1,000' point (see paragraph 507d(2) and

figure 5-19).

(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.

l. SIAP Adjustment: Where the SIAP will not

be derogated, consideration should be given to

adjusting altitudes whereby the designation of

unnecessary controlled airspace can be eliminated.

The adjustment of altitudes should not be made

where the descent gradients are increased above

optimum.

m. Conversion: The appropriate Air Traffic

office will convert the submitted nautical mile

computations to statute miles to determine the actual

dimensions required in accordance with Order

7400.2. However, AVN-100 shall review airspace

dockets to determine that the proposed airspace

encompasses the appropriate portions of the IAP

consistent with the data forwarded in accordance

with paragraph 507k.
12/29/99 8260.19C CHG 2

Chap 5

Par 508 Page 5-17

SECTION 3. AIRPORT AIRSPACE ANALYSIS

508. GENERAL.

a. Public Law 103-272, Sections 40103b.1 and

44502, contain the basic authority for the FAA to

conduct airport airspace analysis studies which

culminate in an FAA determination. In order for the

FAA to fulfill its obligations pursuant to the Public

Law, Title 14 CFR Part 157, Notice of Construction,

Alteration, Activation and Deactivation of Airports,

was promulgated. This regulation requires proponents of the civil airport projects not involving

federal funds to give the Administrator reasonable

prior notice of such proposals so that he/she may be

advised as to the effects the proposal will have upon

the safe and efficient use of airspace by aircraft.

b. Other airport projects which are subject to

airport airspace analysis studies include those

eligible for airport improvement programs which are

submitted to the FAA pursuant to Order 5100.38A,

Airport Improvement Program (AIP) Handbook; the

Military Construction Program (MCP), submitted to

the FAA for review pursuant to Public Law, and

Department of Defense Directive 5030.17; the

designation of instrument landing runways normally

associated with airports under AIP agreements;

changes in airport operating status from VFR to IFR;

and changes to airport traffic patterns. 

c. The provisions of Order 7400.2, Part 3, are

applicable to all participating offices. Therefore, all

Flight Standards and AVN-100 personnel directly

involved in airport airspace analysis shall be familiar

with Order 7400.2, and those general responsibilities

specified in chapter 1, section 2, of this document.

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

Since the term "airports" includes small isolated

airports (including ultralight flight parks), heliports,

and large airports, the problems associated with

proposed establishment of airports are varied.

However, it may be stated that the AVN-100 and

AFS studies of all proposed airports or heliports

relates mainly to the safety aspects involved, the

feasibility of proposed anticipated operations, and

the practicality of establishing reasonable instrument

approach and VFR flight procedures, where required. Any proposed nonstandard installation or

Facility must be thoroughly reviewed to determine if

an adequate level of safety can be achieved.

AFS performs the flight safety review of airport

proposals to determine whether aircraft operations

can be conducted safely considering the proposal’s

effect on the safety of persons and property on the

ground. When requested by the Airports Division,

AFS provides an operational safety review for

Airports Division approval of a modification of an

airport standard. AFS determinations, including

studies referred by AVN, will be provided to the

OPR.

AVN is responsible for evaluation and comment

on all airport proposals related to IFR impact.

Routine coordination with the AFS point of contact

is expected on joint studies.

a. Questions to be considered in the

AVN-100/AFS Analysis. It is not intended that the

study be confined to these questions. It is recognized

that some proposals will present unique problems

which cannot be anticipated. Rather, the questions

are outlined here to stimulate thinking (some of

them are not applicable to all proposals):

(1) Where is the closest landing area? Is it

depicted on aeronautical charts?

(2) What type of activity is contemplated for

the proposed landing area? Will a conflict with

established instrument approach procedures result?

With other airports?

(3) Will existing obstructions result in

unrealistic minimums? Unrealistic effective runway

lengths? Will existing or proposed man-made

and/or natural objects in the vicinity of the airport

affect the safety of flight operations?

(4) What is the proximity of the closest city

or town? Are runways aligned to avoid populated

areas, schools, hospitals, and to minimize noise

complaints? Other airports in close proximity?

(5) Are runways aligned in consonance with

wind rose data? Is instrument runway aligned with

IFR wind rose data?
8260.19C CHG 2 12/29/99

Chap 5

Page 5-18 Par 509

b. Heliport Establishment. All proposals for

the establishment of heliports must be given an

on-site operational evaluation as specified in Order

8700.1, Volume 2, chapter 61. Proposed heliports to

be located in congested areas, or any rooftop

heliport, should be evaluated by helicopter qualified

operations inspectors.

c. Study Requirements. It must be recognized

that some proposals will be acceptable from an

airspace utilization point of view, but may be totally

unacceptable from an operational safety standpoint.

It is, therefore, important that a thorough study be

performed and that AVN-100 and AFS positions be

developed and forwarded to the appropriate Airports

division/branch. A copy of this position should be

forwarded to the other appropriate division or

branch. This position should clearly state any

operational limitations and restrictions that would be

required, e.g., ingress/egress routes.

510. ALTERATIONS OF AIRPORTS OR

HELIPORTS.

For the purpose of this order, "alteration" means

realignment, activation, or deactivation of any

runway layout, and/or associated taxiways, or any

other substantial change to the surface of that part of

an airport which is used or intended to be used for

aircraft landing and taking off. Generally speaking,

the contents of the previous paragraphs of this

section are also applicable to proposed alterations.

However, there is the additional consideration of

effects on existing instrument approach procedures

previously established for the airport. There is also

the possibility of the need for relocation of associated

navigation facilities.

511. DEACTIVATION OF AIRPORTS OR

HELIPORTS.

For the purpose of this order, "deactivation" means

the discontinuance of use of an airport or landing

area permanently, or for a temporary period of one

year or more. The FAA requires notice of

deactivation of airports. However, AVN-100 and

AFS have no authority to recommend approval or

disapproval of such actions. It may be necessary in

some cases to cancel approach procedures, or to

recommend the relocation of previously associated

airspace. Appropriate NOTAM’s should, if required,

be published and the closed airports should be

marked in accordance with existing standards.

512. ASSISTANCE IN ZONING PROBLEMS.

From time to time, AVN-100 or AFS personnel may

receive requests for assistance in the development of

airport zoning acts (state) or ordinances (local). Such

inquiries should be referred to airports personnel,

and in the field to the appropriate airport engineer.

It is FAA policy to advocate state and local

legislation in the field of airport zoning in

accordance with model acts prepared in cooperation

with other National agencies, such as the Council of

State Governments, the National Association of

State Aviation Officials, and the National Institute of

Municipal Law Offices. Airports personnel are well

versed with the model legislation which has been

developed, and have been instructed in the

dissemination of the material contained therein.
12/29/99 8260.19C CHG 2

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.

Activity within such an area will be disseminated as a

NOTAM.

514. ESTABLISHMENT OF CONTROLLED

FIRING AREAS.

The FAA has the authority for final decision in regard

to the establishment of controlled firing areas.

However, this is not accomplished through 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 2 12/29/99

Chap 5

Page 5-20 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 shall be provided over terrain and/or manmade obstacles within the restricted area which

underlies the flight procedure clearance area.

518. LETTER OF PROCEDURES.

A letter of procedures between the using agency of a

joint-use restricted area and the ATC facility

(controlling agency) may be promulgated to allow

nonparticipating aircraft to transit the restricted area

when the area is not being used for its designated

purpose.

519. RESERVED.
12/29/99 8260.19C CHG 2

Chap 5

Par 520 Page 5-21 (and 22)

SECTION 6. ESTABLISHMENT, RELOCATION, OR

DISCONTINUANCE OF RADIO NAVIGATION AIDS

520. CRITERIA AND GUIDELINES.

The criteria and guidelines for the establishment,

relocation, or discontinuance of navigational aids

affecting airspace are contained in Order 7031.2,

Airway Planning Standard Number One Terminal

Air Navigation Facilities and ATC Services.

521. AVN-100 ACTION.

Conduct studies to determine the effect of the

proposed action on existing or proposed IFR flight

operations. Forward the results of these studies and

an AVN-100 position to the appropriate AT division/

branch.

522. AFS ACTION.

Conduct studies to determine the effect of the

proposed action on operational safety as relates to

existing or proposed visual flight operations. AFS

will provide input to the appropriate AT

division/branch relating to operational impact, and

to other interested divisions on request.

523-599. RESERVED.
(THIS PAGE INTENTIONALLY LEFT BLANK)
12/29/99 8260.19C CHG 2

Chap 6

Par 600 Page 6-1 (and 6-2)

CHAPTER 6. MILITARY PROCEDURES

600. GENERAL.

FAA Order 8260.3, United States Standard for

Terminal Instrument Procedures (TERPS), specifies

that the U.S. Navy, Air Force, and Coast Guard are

responsible for the establishment and approval of

instrument procedures as well as the review and

approval of radar MVA charts for airports under

their respective jurisdiction. This responsibility also

applies to the approval of deviations from standards.

a. U.S. Army procedural requirements shall

be processed in accordance with Order 8260.15, U.S.

Army Terminal Instrument Procedures Service.

b. U.S. Air Force procedural requirements

shall be processed in accordance with Order

8360.32, U.S. Air Force Terminal Instrument

Procedures Service.

c. Questions concerning U.S. Navy procedures

shall be directed to the Naval Flight Information

Group (NAVFIG); Washington Navy Yard;

1339 Patterson Ave., SE, Room 301; Washington,

DC 20374-5088. Phone: (202) 433-3473. 

601. REVIEW AND COORDINATION.

a. Military Procedures. Military instrument

procedures are reviewed and coordinated in

accordance with applicable military directives prior

to submission for flight inspection. Review of the

procedure to determine compliance with

Order 8260.3 criteria or other approved 8260 series

orders (except as noted in paragraph 600) is NOT

an FAA responsibility. AVN-200 shall forward

flight inspection comments regarding procedure

design, flyability, etc., to the attention of the

authority submitting the procedure(s).

b. Military Fixes. Military fixes are maintained

in the National Data Base, accessed by FAA air

traffic system computers for radar display, and used

to develop aeronautical charts and avionics data

bases. Therefore, it is imperative that the

requirement to document and name fixes supporting

military operations/procedures receive the same

priority as Forms 8260-2 that support civil

procedures. AVN-100 shall review submitted forms

for accuracy, forward them for flight inspection, and

process the forms as specified in Chapter 9.

602. FAA ACCEPTANCE.

FAA accepts military procedures for civil use unless

the note "Not for Civil Use" is annotated on the

procedure by the military.

603. ASSISTANCE.

Where a military command requests technical

assistance concerning instrument procedure design,

criteria, completion of FAA forms, or in determining

an equivalent level of safety related to a waiver,

AVN-100 shall honor the request commensurate

with present workload.

604-699. RESERVED.
(THIS PAGE INTENTIONALLY LEFT BLANK)
12/29/99 8260.19C CHG 2

Chap 7

Par 700 Page 7-1

CHAPTER 7. PLANNING

SECTION 1. GENERAL

700. GENERAL.

a. The development of effective and efficient

flight procedures is closely related to the facility

establishment and airport programs, and requires

active participation by Flight Standards and AVN100’s regional personnel in the planning,

programming, and budgeting of navigation facilities

and airport development plans. Instrument

procedures often determine the alignment and

location of navigation facilities as well as the

location, marking, and lighting of airport landing

and maneuvering areas.

b. The allocation of funds frequently depends

on the determination that efficient procedures can be

developed and can be justified on the basis of

operational benefits (landing minimums) or safety

improvements. Therefore, the operational planning

associated with facility installations and airport

development, particularly in large terminal areas, is

one of the most important responsibilities of the

Flight Standards, Flight Procedures, and Airspace

Program.
8260.19C CHG 2 12/29/99

Chap 7

Page 7-2 Par 701

SECTION 2. PLANNING STANDARDS

701. PLANNING STANDARDS.

a. Facility Establishment. Airway Planning

Standards contain the criteria for the

establishment of air navigation facilities. These

criteria are based, in part, on air traffic demand since

the volume of traffic provides a measurable

indication of the need for air navigation facilities

and other aeronautical services.

b. Standards Limitations. Airway Planning

Standards do not, however, cover all situations

which may arise and are not to be used as a sole

determination in denying a service where there is a

demonstrated operational or ATC requirement. An

aeronautical requirement may exist for facilities that

cannot be adequately measured by a consideration of

air traffic demand alone. Similarly, air traffic

demand does not in itself always constitute a

requirement for an air navigation facility. These

situations must be individually evaluated to

determine whether the benefits to be gained are

commensurate with the cost of the facility or service.

c. Benefit/cost ratios have been established by

the office of Aviation Policy and Plans (APO).

Phase I deals with determining the traffic activity

using Airway Planning Standard Number One (APS1). Phase II criteria are a comparison of the present

value quantitative benefits of installing an air

navigation facility, with the present value of the

costs for establishing the aid. Phase II includes other

factors such as weather, etc. In most instances, the

establishment criteria, in addition to the traffic

volume, require an operational improvement in the

form of lower altitudes or reduced visibilities with

respect to IFR operations or a safety benefit with

respect to visual aids which are required to resolve

known safety problems.

d. Responsibility. The primary responsibility

for determining that a location meets the air traffic

volume requirements rests with Air Traffic System

Requirements Service (ARS-1). At the regional

level, the responsibility for identifying improvements to operational minimums or for establishing

safety requirements is jointly shared by AVN-100

and Flight Standards Service (AFS-1). Specific

areas of responsibility are delineated in Chapter 1.

However, each organization has unique skills and

expertise which must, in many situations, be

combined in a teamwork approach in the area of

airport and navigational facility planning. AVN100 personnel serve in a team leadership role for the

region in developing and recommending

improvements to IFR procedures, operational

minimums, and associated facilities.

702. DETERMINATION OF OPERATIONAL

BENEFITS/ IMPROVEMENTS.

a. General. An operational

benefit/improvement is considered to exist:

(1) When IFR operations can be authorized

where none existed previously;

(2) Where a reduction of IFR minimums

on existing procedures can be achieved;

(3) Where an additional NAVAID will

provide lower minimums than those authorized on

existing adjacent facilities; or

(4) Where a reduction in minimums cannot

be achieved, an improvement in operational safety

can be demonstrated.

b. Criteria. A reduction of at least 100′ in

descent altitude or a reduction of 1/4 mile in

visibility requirements should be indicated to

adequately support an operational benefit. Where a

reduction of less than 100′ in descent altitude is

anticipated, additional justification should be

provided to show that other improvements in the

overall operation can be achieved with the additional

facilities. Such improvements might include

simplification of operating procedures; reduction of

flight time; improved course guidance; improved

runway alignment; or elimination of criteria waiver,

etc. Flight Standards and AVN-100 personnel are

expected to provide this type of supporting

information during the planning phases for new

NAVAID’s.

c. Determination. A final determination that

the anticipated benefits can actually be achieved is

necessarily dependent upon the demonstrated

performance of the facility at the time of

commissioning; however a reasonable evaluation can

be made for planning purposes based on the best

information available at the time.
12/29/99 8260.19C CHG 2

Chap 7

Par 703 Page 7-3

SECTION 3. SAFETY ANALYSIS

703. PERFORMING A SAFETY ANALYSIS.

a. The Airway Planning Standards consider

the programming of precision approach path

indicator (PAPI) and runway end identifier lights

(REIL) as visual aids provided the runway meets a

minimum number of landings and a reasonable

safety benefit versus cost can be established.

Although not specifically considered in the planning

standards for VFR use, an economy approach light

system may be considered to resolve a safety problem

where the cost of the system is commensurate with

the improvement desired, and the REIL or PAPI will

not provide the necessary service.

b. In those cases where visual aids are

considered essential to operational safety and the

runway does not meet the traffic volume

requirement, additional justification should be

developed highlighting the visual deficiencies as

they exist and the improvements that will be

achieved. AVN-100 personnel will recommend to,

or assist, the Airports and Airways Facilities

Divisions in developing the principal justification for

programming visual aids at IFR airports.

c. Flight Standards regional and field

personnel will provide input to the regional

planning teams through the All Weather Operations

(AWO) Program Manager for visual aids to correct

deficiencies identified during their flight program

activity, contact with the public, or during

incident/accident investigations. Flight Standards

will provide primary support for the planning of

visual aids for safety improvements at VFR public

use airports. The AWO/PM will review all division

inputs for appropriateness and develop

recommendations for the regional airports and

facilities planning groups.

d. Determining visual aids safety benefits.

Orders 7031.2, Airway Planning Standard Number

One Terminal Air Navigation Facilities and ATC

Services, and 7400.2, Procedures for Handling

Airspace Matters, provide FAA personnel with the

basic guidance for establishment and justification.

(1) There are a number of operational and

environmental situations where visual reference

deficiencies exist, and where improvements can be

made by the installation of a visual aid system to

enhance safety. Typical deficiencies include:

(a) Deceptive Approach Area. A situation in which the topography, landmarks, or lights

underlying the approach path do not provide the

pilot with an adequate visual reference plane on

which to establish a proper approach to a runway.

This includes open water, featureless terrain, dense

tree growth, deceptive lights, or rapidly rising or

falling terrain which presents an unbroken or

indefinite surface lacking the contrast for depth

perception and glide angle maintenance.

(b) Obstruction Clearance. A situation

in which natural or manmade obstructions under, or

penetrating, the approach surface makes pilot

judgment of obstruction clearance difficult due to

their orientation, irregular pattern, or obscurity due

to inability to provide appropriate marking or

lighting.

(c) Runway Identification. A situation

in which environment surrounding an airport

derogates the pilot’s ability to instantaneously

establish and maintain runway identification at

2 miles or less from the runway threshold within 90°

of the runway centerline extended. Identification

may be hampered by one of the following conditions:

1. Overriding Lights. A general

preponderance of metropolitan or area lighting

located within 2 miles of the circling approach area

to the runway.

2. False Lights. A configuration of

non-aviation lighting, underlying the approach

surface, which presents to the pilot a false runway

identification such as a well-lighted boulevard,

expressway, or railroad yard which crosses the

approach area at 45° or less to the runway centerline

extended.

(d) Runway Alignment. A situation in

which the runway lighting fails to provide alignment

information sufficiently in advance to assure correct

intercept of the extended runway centerline and

subsequent approach. This situation may be divided

into two types:
8260.19C CHG 2 12/29/99

Chap 7

Page 7-4 Par 703

1. Intercept Guidance. Where

straight-in visual approach to the runway is at an

angle of 15° or more to the runway centerline

extended and the line of sight to the runway lights is

obstructed.

2. Circling Guidance. Where, due

to terrain or technical considerations, the primary

approach is aligned mainly downwind and the

subsequent circling to the upwind requires positive

alignment reference to preclude overrunning the

runway centerline extended.

(e) Nonprecision Straight-in Approach.

A runway to which a nonprecision straight-in

approach has been authorized. Vertical guidance is

necessary for stabilized descent from the MDA to the

runway. The vertical guidance assists the pilot in

maintaining a safe flightpath to the runway, thus

avoiding premature descent which may result in

landing short of the runway during weather visibility

conditions at or near the authorized straight-in

minimums.

e. Flight Standards and AVN-100 personnel

will frequently be involved in airport planning

studies in their respective areas of responsibility,

which require analysis of the merit of adding various

visual aids. In addition to the specialist’s experience

or input from other knowledgeable persons, the

following should be considered in recommending a

particular visual aid:

VISUAL AIDS USAGE TABLE

Operational Problem PAPI/VASI REIL MALS LDIN

Deceptive Approach Area Very Effective Ineffective Effective Very Effective

Obstruction Clearance Very Effective Ineffective Ineffective Limited

Effectiveness

Runway Identification Limited Effectiveness Effective Effective Very Effective

Runway Alignment Ineffective Limited Effectiveness Very Effective Very Effective

Vertical Guidance Very Effective Ineffective Ineffective Ineffective

Turbojet Operations Very Effective Ineffective Limited

Effectiveness

Effective

Circling Guidance Ineffective Limited Effectiveness Limited

Effectiveness

Very Effective

NOTE: Omni-directional REIL may be considered for improving guidance to a circling runway if the unbaffled 

lights would not create a greater problem for operations on other runways.
12/29/99 8260.19C CHG 2

Chap 7

Par 704 Page 7-5

SECTION 4. AIRWAY PLANNING

704. GENERAL.

a. The primary responsibility for the

establishment, amendment, or deletion of airways/jet

routes rests with Air Traffic Service based on air

traffic demand and user requirements. AVN-100,

both at the national and regional level, shall

participate in airway planning with respect to

navigational signal coverage over designated routes,

development of MEA’s and related data, and the

siting of electronic facilities. Frequently terrain

factors or site availability dictate the siting of an

electronic facility; however, there are instances

where the en route facility can be located so as to

provide a terminal instrument approach capability in

addition to the en route service.

b. AVN-100 should be cognizant of operational

requirements and environmental conditions in the

en route and terminal areas that need to be

considered in order to develop sound

recommendations for optimum facility siting.

Situations will arise where AVN-100 considers that

a change in airway planning is necessary or

desirable. Such changes could result from facility

restrictions, lack of facility coverage, need for lower

MEA’s, improve-ment in airway alignment, and

elimination of criteria waivers, etc. Every effort

should be made to develop recommendations in

coordination with appropriate airway facilities and

ATC so that full consideration of local problems will

be reflected in regional planning.
8260.19C CHG 2 12/29/99

Chap 7

Page 7-6 Par 705

SECTION 5. TERMINAL PLANNING

705. GENERAL.

a. Responsibility. The primary responsibility

for identifying airport locations that qualify for new

terminal navigational facilities (except radar) rests

with AVN-100. AVN-100 is required to participate

in terminal planning with respect to the type of

facilities required for the intended operations,

development of instrument procedures, operational

minimums, and the establishment of priorities for

procurement and installation of planned facilities.

AVN-100 regional personnel should be cognizant of

operational requirements and environmental

conditions in the terminal areas that need to be

considered in order to develop sound

recommendations for facility selection and optimum

facility siting. The AWO/PM will provide technical

assistance to regional planning teams developing low

weather (Category II/III) facilities, applying

emerging technologies, or requiring expertise in

determining if a waiver to a flight procedure is

practical.

b. Planning Recommendations. AVN-100

regional personnel should identify potential improvements to IFR terminal operations to appropriate Air

Traffic and Airports Division planners. Such

recommended improvements could occur as a result

of new facility restrictions, changes in airport

operations, the need for improved instrument

procedures, safety considerations, and elimination of

criteria waivers.

706. REQUIREMENTS FOR OUTER

COMPASS LOCATORS FOR NEW ILS

INSTALLATIONS.

In achieving the goals of reducing the total

establishment costs for instrument landing systems,

emphasis has been placed on providing only those

components and services which are essential to the

basic operational need. In this respect, the compass

locator has not been considered a required item for

many new ILS locations and will be included as a

component only where it is properly justified. This

criteria specifies conditions that must be

considered to properly justify the installation of

compass locators in conjunction with new ILS

facilities. The term "transition" is used for

convenience throughout this section in lieu of feeder

route and initial approach segment associated with

instrument approach procedure construction.

a. General Criteria.

(1) Compass locators are not required at

locations where satisfactory transitions can be

established to the LOC course from supporting

NAVAID’s unless holding at the compass locator is

required.

(2) Compass locators are not required in an

airport surveillance radar (ASR) environment where

radar service can be provided on a continuous basis.

Where radar service is utilized for transitioning to

the ILS, vectors to a point within the normal ILS

clearance area are required to eliminate the

procedure turn (NoPT). This does not impose a radar

fixing requirement as a condition for executing the

approach procedure.

(3) An outer marker (OM) by itself shall

not be utilized to identify the point from which

holding or procedure turn is to be executed (see

paragraph 214).

(4) A procedure turn may be authorized

from an intersection that overlies the OM or is

established outside of the OM location. For planning

purposes, the accuracy of the intersection should not

exceed plus or minus one mile.

(5) Transitions shall not be established from

outside of the normal clearance and buffer areas

unless they have been flight checked and the

minimum localizer clearance requirements are met.

Where such a flight check is unsuccessful, an

intersection must be established on the localizer

course, or a lead-radial established within localizer

coverage. When established on the localizer course,

the transition route from a VOR or NDB must be

predicated on a NAVAID or fix which does not

utilize the localizer; i.e., the fix must stand alone

on a localizer course for definition (see

paragraph 905d(2) and figure 7-4. TERPS

paragraphs 287a and 1761 apply.

(6) Transitions to the LOC course which

permit a straight-in approach (NoPT) will be

established in accordance with criteria for localizer

intercept angles and length of intermediate segment

described in TERPS paragraph 922 and depicted in

figure 7-3. Although criteria permit localizer

intercept of 15o at one mile from the OM, it is
12/29/99 8260.19C CHG 2

Chap 7

Par 706 Page 7-7

recommended that all intercepts be established no

less than 3 miles nor more than 10 miles from

the OM. In no case, will a straight-in approach be

authorized from a transition that proceeds from a

facility/fix directly to an OM or compass locator at

outer marker (LOM) unless the facility/fix is

established on the localizer course.

b. Satisfactory Transitions. The standard for

localizer usable distance/coverage is 18 miles within

± 10o of the localizer course, and 10 miles for that

area between 10o and 35o either side of the course.

In determining the need for a compass locator,

facility performance data may not be available for

the development of transitions. Figures 7-1, 7-2,

7-3, and 7-4 depict normal clearance areas with a

2-mile buffer area established around the perimeter.

These figures will be used for determining the need

for a compass locator during initial facility planning

and for the development of original procedures when

flight check data is not available. The following

general guidelines will apply:

(1) When a VOR or NDB fix exists within

the shaded area shown in figure 7-1, transitions may

be established to a fix on the localizer course from

which a procedure turn can be executed.

(2) When a VOR or NDB is located within

the shaded area shown in figure 7-2 and a fix can be

established at the OM location in accordance with

paragraph 706a(4), a transition may be established to

the fix from which a procedure turn can be executed.

(3) When a VOR, NDB, or satisfactory fix

exists or can be established within the shaded area

shown in figure 7-3, a transition may be established

to the localizer course and a procedure turn is not

required.

(4) Criteria for fix accuracy is contained in

TERPS paragraph 287a. Minimum divergence

angle for PT fix is 45°.

c. Locations that Qualify for a Compass

Locator. In determining the need for a compass

locator, the local traffic flow, location of supporting

facilities, and local terrain features must be

considered. A compass locator may be planned for

new ILS installations where one or more of the

following conditions exist:

(1) In a non-radar environment where a

transition cannot be established in accordance with

paragraph 706b.

(2) In a non-radar environment where

satisfactory transitions can be established in

accordance with paragraph 706b, but the flow of

traffic is such that operational requirements cannot

be satisfied and the lack of a compass locator would

result in an unacceptable delay to arriving aircraft.

(3) In a radar environment where radar

service cannot be provided on a continuous basis or

where radar service will result in a prohibitive

controller workload or would require additional

positions and personnel to provide the radar service.

(4) In an area of precipitous or unusual

terrain where special procedural design is required.

d. Approach Procedure Design. To the extent

possible, ILS approach procedures shall be designed

to eliminate the compass locator as a required

facility for the execution of the approach.

Transitions shall be established in accordance with

the following:

(1) Original Procedures. In designing

original procedures prior to ILS commissioning,

transitions shall be limited to those which can be

established in accordance with the general guidelines

contained in paragraph 706b unless a compass

locator is programmed.

(2) Revised Procedures. Following facility

commissioning, additional transitions originating

outside of the normal clearance and buffer areas may

be established if they are found to be satisfactory

through flight inspection evaluation.

(3) Use of DME. The use of DME to

provide arc transitions or to provide additional

means of identifying fixes can provide flexibility

for users that are DME equipped. However,

DME arc initial segments are not encouraged for

reasons stated in paragraph 807g(4). DME fixes

established where an arc transition intersects the

ILS course shall be named. If DME is the only

means of providing transitions or fixes, a compass

locator should be provided.
8260.19C CHG 2 12/29/99

Chap 7

Page 7-8 Par 706

e. Action. AVN-100 regional personnel should

make a map study at all planned or programmed ILS

locations to determine if a compass locator is

required. Priority should be given to approved ILS

projects. Following this determination, all

requirements for locators shall be included in the

F&E budget or submitted as a reprogramming

action. Justification for each locator shall be

provided by AVN-100 by including an appropriate

statement for each location as follows:

(1) Non-radar location - conforms to

Order 8260.19, paragraphs 706c(1) and (2).

(2) Radar location - conforms to

Order 8260.19, paragraph 706c(3).

Figure 7-1. TRANSITION TO LOCALIZER FIX FOR PT
12/29/99 8260.19C CHG 2

Chap 7

Par 706 Page 7-9

Figure 7-2. TRANSITION TO OM FOR PT
8260.19C CHG 2 12/29/99

Chap 7

Page 7-10 Par 706

Figure 7-3. TRANSITION TO LOC COURSE (NoPT)
12/29/99 8260.19C CHG 2

Chap 7

Par 706 Page 7-11

Figure 7-4. STAND-ALONE FIX ON LOC COURSE
8260.19C CHG 2 12/29/99

Chap 7

Page 7-12 Par 707

SECTION 6. AIRPORT PLANNING

707. GENERAL.

a. Familiarity. Since runway location, configuration, and alignment with respect to associated

navigation facilities determine the IFR capability of

an airport, AVN-100 regional personnel should be

thoroughly familiar with all airports existing or

planned in their areas of responsibility. AVN-100

specialists should have access to all available

material relative to airport planning and

development and be familiar with the AIP projects

for which they are responsible. The AWO/PM will

participate as an ad hoc team member for airport

planning issues at IFR airports desiring improved

low weather operations, or where safety issues

dictate Flight Standards involvement.

b. Airport Master Plans or amendments

coordinated by the Airports Division, should be

routed through regional Flight Standards Divisions

and AVN-100 regional personnel for review and

comment. AVN-100 should develop necessary

coordination procedures with Airports Division

personnel.
12/29/99 8260.19C CHG 2

Chap 7

Par 708 Page 7-13

SECTION 7. PRIVATE AID

708. GENERAL.

a. Informal Discussions. Regional Flight

Standards and regional AVN-100 personnel will

frequently be called upon by municipalities, private

interests, or other government agencies for

recommendations relative to the location and type of

instrument approach facilities most practicable. This

type of cooperation is encouraged. However, it

should be made clear that informal discussions with

sponsors of private facilities (non-Federal) are

advisory in nature and do not necessarily represent

the FAA's official position nor commit it to a

particular course of action. AVN personnel should

be familiar with the guidance in Order 6700.20,

Non-Federal Navigational Aids and Air Traffic

Control Facilities, regarding establishment of nonFederal NAVAID’s.

b. Proposal Process. Before private facilities

can be installed and operated for private or public

IFR procedural use, the proposal must be processed

for airspace analysis and frequency allocation study.

Also, agreements for the inspection and acceptance

must be drawn in accordance with 14 CFR Part 171

or other applicable Administration directives.

Requests received for establishment of non-Federal

electronic air navigational aid facilities shall be

forwarded to the appropriate regional AF division for

initial processing. See Order 6700.20, paragraph 13.

c. Sponsor Advice. Occasions will arise where

a sponsor will seek advice concerning the use of a

new type of navigational facility or a type that is not

approved for use by the FAA. In these situations,

regional Flight Standards and FPO personnel shall

make no commitment with respect to the

acceptability, installation, or procedural use of such

facilities. Refer inquiries of this nature to the

Washington Program Office for information and

advice concerning appropriate handling of such

matters. Sponsors of private facilities should be

advised to direct formal requests or inquiries,

relating to the approval and use of private facilities,

to the appropriate regional Airways Facilities office

for necessary review and processing. Contact Flight

Standards, AFS-400, for advice regarding the impact

of new/emerging technologies on the facility

proposal.
8260.19C CHG 2 12/29/99

Chap 7

Page 7-14 Par 709

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

709. SUPPORT.

a. At the regional level, the responsibility for

identifying improvements to operational minimums

or for establishing safety requirements is jointly

shared by AVN-100 and the respective regional

Flight Standards Division (FSD). Chapter 1,

section 2, Responsibilities, of this order specifies

primary responsibilities of each organization.

Additionally, each organization has unique skills

and expertise which, in many situations, can be

combined in a teamwork approach in the area of

airport and navigational facility planning. AVN-100

personnel serve in a team leadership role for the

region in developing and recommending improvements to IFR procedures, operational minimums,

and associated facilities.

b. It is expected that a regional AVN/AFS

team approach will provide a method for regional

Flight Standards input on behalf of system users and

operators which addresses operation and safety

concerns.

c. The FSD also submits written justification

for visual aids (not associated with IFR airports) and

provides technical advice for IFR studies or

recommendations which may not meet established

standards; e.g., require AFS approval for waiver or

NCP. Each team should establish a means of

submitting its respective organization’s input to the

regional F & E budget.

710.-799. RESERVED.
12/29/99 8260.19C CHG 1

Chap 8 Page 8-23

Par 815c

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) FAA Form 8260-3. For the precision

portion of the ILS procedure, the MAP is pre-printed

on the form as: “ILS: at the DH.” 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 813m(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) FAA 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.

d. RNAV. Do NOT list coordinates for

LORAN, nor radial/DME for VOR/DME RNAV.

Enter the name of the MAP WP or the ATD from

the Runway WP as follows:

BONLI WP; or 1 ATD from RUNEY WP.

e. 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.

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 ...”

(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 straightahead 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 815c(3).

(3) When obstacles in a turning missed

approach area require an initial straight-ahead

climb: “Climb to 3,100 then climbing left turn to

4,000 direct ABC VOR and hold.”

(4) When obstacles preclude a

straight-ahead climb and require an immediate

turn: “Climbing right turn to 4,000 direct ABC

VOR” or “Climbing right turn to 4,000 via heading 070 then direct ABC VOR and hold.”

(5) ILS/MLS and LOC/AZ missed

approach procedures requiring a turn of more than

15° shall specify an altitude that is at least 400′

above the TDZE prior to commencing a turn. Round

the resulting altitude to the next higher 100′

increment: “Climb to 1,200 then climbing left turn

to 3,100 via heading 070 and ABC R-167 to ABC

VOR and hold.” See also paragraph 815b 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 bearings to or from:

“Climb to 3,000 via I-ABC NE course and 350

bearing to DEF NDB and hold.”

(8) When the missed approach requires

no specific direction of turn: “Climb 7,000 via ABC

R-197 then direct ABC VOR and hold.”

(9) RNAV missed approach routing

may be via courses or direct.
8260.19C CHG 2 12/29/99

Page 8-24 Chap 8

Par 815e

Examples: “Climb to 5000 via 080 course to

SANDY WP and hold;” or “Climbing left turn to

5,000 direct CHERL WP and hold.”

f. Missed Approach Holding. When holding is

specified as part of the missed approach instructions,

include holding details under Additional Flight

Data. Holding is not specified when missed

approach is to the FAF or IF used in holding in lieu

of PT. Holding is not specified when the missed

approach is to an en route fix at an altitude sufficient

to permit holding and en route flight. In the latter

case, ensure that holding on the missed approach

course that leads to the fix is satisfactory.

g. Alternate Missed Approach. Alternate

missed approach may be established when required

by ATC. Alternate missed approach procedures

shall not be charted. When authorized, they shall be

preceded by the words: “...or when directed by

ATC.” If holding is authorized on the alternate

missed approach, include holding details immediately following the alternate missed approach

instructions. Alternate missed approaches should be

discouraged in a radar environment. 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

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.

816. 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 shall be entered in the

Additional Flight Data section. Specific instructions

to chart data shall be held to a minimum. (See also

paragraphs 805b and 815f.)

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. shall be retained when

amending a procedure.

c. Holding. When primary missed approach instructions provide for holding, enter Additional

Flight Data as follows: “Hold SE, RT, 313.08

inbound.”

d. The nonprecision controlling obstacle in the

primary and/or secondary area of the FAS shall 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 shall be shown as the FAS obstacle.

Designate the obstacle location to the nearest second.

Use standard Note: “FAS Obst: 317 Tower

364227/891523.”

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

shall 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. Use standard Note: “Chart 2674

Antenna 372219/941657” or “2674 Antenna

372219/941657.”

f. Obstacles close to a final approach or stepdown fix considered under TERPS paragraph 289,

shall 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 352416/881253.” It

shall NOT be identified as a “paragraph 289

obstacle.” The following entry shall also be made in

the Remarks section of Form 8260-9: “TERPS

paragraph 289 applied to 374 antenna 352416/

881253.”

NOTE: Do NOT document takeoff obstacles on

Form 8260-9 or in Additional Flight Data.
12/29/99 8260.19C CHG 2

Chap 8 Page 8-25

Par 816g

g. Installed visual aids must be correctly

shown on the aerodrome sketch.

(1) On initial procedures for a new IFR

airport, enter all approved lighting aids at the

airport which could assist the pilot conducting the

approach, such as runway lights, approach lights,

VASI, REIL, etc.: “HIRL RWY 18-36, MIRL

RWY 3-21, VASI RWY 36, REIL RWY 21.” Do

NOT identify unlighted runways.

(2) If the present AL chart has

incomplete or incorrect aerodrome data, or new

facilities are added which are the reason for the

amendment, use standard Note: “Chart HIRL

RWY 9-27 vice MIRL;” VASI RWY's 24, 35;”

“Chart MALSR RWY 18 vice MALSF.” If

facilities affecting the SIAP are removed, use

standard Note: “Delete MALSR RWY 36.”

h. Specify final approach course alignment

if OTHER than the following:

(1) For straight-in approaches, runway

centerline at threshold, as follows:

“FAC crosses RWY C/L extended 3180 from

THLD;” or FAC 450L of RWY C/L

extended 3000 from THLD.” (Left or right as

used in the latter case is as viewed by the pilot.)

(2) For circling approaches, to the

on-airport facility, or to the Airport Reference Point

if the facility is off-airport, as follows:

“FAC crosses intersection of RWY's 9-27

and 18-36.”

i. When a flight check radial is used for the

final approach course instead of the plotted radial,

use the following Note: “FAC is a flight check

value.” See also paragraph 811c(1)(c).

j. When a procedure maneuvering area

encompasses a Warning, Restricted, or Prohibited

Area, use the following Note: “Chart R-2567.”

k. When simultaneous approaches are

authorized, each approach shall include a note

requiring the depiction of the adjacent localizer. Use

standard Note: “Depict LOC RWY 27R.”

l. RNAV Glide Slope.

(1) When an RNAV procedure requires

specific data to use glide slope equipment, use

standard Notes:

“Glide slope computer setting 3.08°.”

“Horizontal distance MDA to MAP on

GS 2.71°.”

“Reference facility elevation XYZ VORTAC

1160.” (VOR/DME RNAV only).

“RW16L Elevation 774.03” (When MAP is at

threshold, use threshold elevation + TCH.)

“NIXON WP Elevation 845.03.” (When MAP

is prior to threshold, use computed MSL

altitude of the desired descent angle at the

MAP.)

(2) For VOR/DME RNAV, if the

constraints specified in TERPS paragraph 1523f

exist, publish ONLY the reference facility elevation

data.

m. RESERVED.

n. Magnetic Variation. Except as provided

in paragraph 804, enter the magnetic variation value

upon which the procedure design and documentation

is based. Ensure that it is the variation upon which

the final approach radial, bearing, or course are

predicated.

(1) For non-RNAV SIAP’s, enter the

officially assigned variation value of the facility

providing final approach course guidance.

(2) For VOR/DME RNAV SIAP’s, enter

the officially assigned variation value of the

reference facility.

(3) For non-VOR/DME RNAV SIAP’s

enter the officially assigned variation value of the

airport served by the SIAP. See paragraph 814k.

(4) For Departure Procedures (DP), enter

the officially assigned variation values of the airport

served by the DP.

o. Enter the Epoch Year of the variation

value as designated by AVN-160 (see paragraph 221c(1).

p. For COPTER point-in-space SIAP’s

serving more than one landing area, list available

landing areas, landing area elevations, the course in

hundredths of a degree, and distance from the MAP

in hundredths of a mile as follows:
8260.19C CHG 2 12/29/99

Page 8-26 Chap 8

Par 816 p

Chevron Heliport, 10, 090.02/2.81

Phi Heliport, 20, 087.11/2.32

Garden Island Seaplane Base, 26,

129.08/14.92

q. Where a VDP is established on a SIAP,

identify the location of the VDP as follows:

Chart VDP at ____ DME.

Distance VDP to THR____ miles.

Chart VDP at ____ NM to MAP.

r. On LORAN-C SIAP's, include a reference

bearing/distance to one nearby navigational aid.

(1) If the SIAP has a course reversal,

define the bearing/distance from the IAF.

(2) If the SIAP has no course reversal,

define the bearing/distance from the FAF or IF (or

the common IF for multiple terminal routes).

Chart in planview ABC VORTAC to NIXON

WP R-128/12.62NM; or Chart in planview

XYZ NDB to ECKLS WP Brg 083

FROM/16.65NM.

(3) Where a non-RNAV feeder segment

is established, no reference bearing/distance is

required.

s. For MLS, enter the following data:

(1) Boresite AZ (mag).

(2) Limits of coverage; e.g., 300M to

060M.

(3) Height above EL antenna for all WP’s

from FAF to MAP.

PFAF(1590),TP(1496),RP(1183),DH(194),

RWY WP(44).

t. For MLS, describe the curved path

including radius and direction of turn, course before

and after the turn, along-track distance from each

WP:

1.25NM arc to RP

RT 351 deg to 133 deg

6.58 ATD from PFAF

6.33 ATD from TP

0.50 ATD from DH

817. LOWER BLOCKS.

a. City and State. Enter city and state name.

The official 2-letter state abbreviations shall be used.

b. Airport - Elevation/TDZE.

(1) Enter the official airport name (as

stated on Form 5010-1) and airport elevation (as

stated in the AMIS/IAPA data base). Submit

supporting data with the procedure for verification if

a change is indicated. For multiple COPTER pointin-space SIAP’s, enter “various heliports.”

(2) Enter Touchdown Zone elevation

(TDZE) (as stated in the AMIS/IAPA data base) for

the runway designated in the procedure title

whenever straight-in minimums are authorized.

Add TDZE for sidestep runway, if applicable. Leave

the TDZE blank if straight-in minimums are not

authorized. For COPTER point-in-space SIAP’s,

leave TDZE blank (see paragraph 816p).

c. Facility Ident. 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 RNAV procedures, enter the

identification of the SIAP reference facility. For

LORAN RNAV procedures, enter the master/

secondary station designation, followed by the Group

Repetition Interval (GRI).

Example: MWX 9960.

d. Proc. No. Enter procedure identification as

determined by TERPS chapter 1, section 6,

paragraph 802, of this order. When DME is

required for the final approach, include “/DME” as

part of the identification; e.g., VOR/DME,

ILS/DME, LOC/DME, LDA/DME, NDB/DME.

NOTE: DME is an MLS component and is not

required as part of MLS procedure

identification.

e. Amdt. No. Enter “Original” or the

amendment number, as appropriate. The amendment number shall be advanced whenever the

procedure is revised. The type of revision will

determine whether an amendment may be made
12/29/99 8260.19C CHG 2

Appendix 1

Page 1

APPENDIX 1. 

FLIGHT PROCEDURES REFERENCES
8260.19C CHG 2 12/29/99

Appendix 1

Page 2

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 Administration of Aviation Standards Activities - 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 Electric 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 

7350.2 Air Traffic Operational Coding System

7350.6 Location Identifiers 

7400.2 Procedures for Handling Airspace Matters 

7900.2 Reporting of Electronic Navigation Aids and Communication Facilities Data to the NFDC

7930.2 Notices to Airmen (NOTAM's) 

8200.1 United States Standard Flight Inspection Manual 

VN 8240.1A NAVAID Facility and Airport Data Procedures

8240.47 Determination of ILS Glidepath Angle, Reference Datum Heights (RDH), and Ground Point of

Intercept (GPI)

8260.3 United States Standard for Terminal Instrument Procedures (TERPS) 
12/29/99 8260.19C CHG 2

Appendix 1

Page 3

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 

8260.25 Implementing Epoch Year Magnetic Variation Values 

8260.26 Establishing and Scheduling Standard Instrument Procedure Effective Dates 

8260.31 Foreign Terminal Instrument Procedures 

8260.32 U.S. Air Force Terminal Instrument Procedure Service 

8260.33 Instrument Approach Procedures Automation (IAPA) Program

8260.36 Civil Utilization of Microwave Landing System (MLS)

8260.37 Heliport Civil Utilization of Collocated Microwave Landing System (MLS).

8260.38 Civil Utilization of Global Positioning System (GPS)

8260.39 Close Parallel ILS/MLS Approaches

8260.40 Flight Management System (FMS) Instrument Procedures Development

8260.41 Obstacle Assessment Surface Evaluation for Independent Simultaneous Parallel Precision

Operations

8260.42 Helicopter Global Positioning System (GPS) Nonprecision Approach Criteria

8260.43 Prioritization for Development of Wide Area Augmentation System GPS Instrument

Approach Procedures

8260.44 Civil Utilization of Area Navigation (RNAV) Departure Procedures

8260.45 Terminal Arrival Area (TAA) Design Criteria

8260.46 Instrument Departure Procedure (DP) Program

8260.47 Barometric Vertical Navigation (VNAV) Instrument Procedures Development

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

90-45A 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

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
8260.19C CHG 2 12/29/99

Appendix 1

Page 4

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 

150/5390-2 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 75 Establishment of Jet Routes and Area High Routes 

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 Certification and Operations: Domestic, Flag, and Supplemental Air Carriers and Commercial 

Operators of Large Aircraft

Part 125 Certification and Operations: Airplanes Having a Seating Capacity of 20 or More Passengers or 

Maximum Payload Capacity of 6000 Pounds or More 

Part 129 Operations: Foreign Air Carriers and Foreign Operators of U.S. - Registered Aircraft Engaged 

in Common Carriage

Part 135 Air Taxi Operators and Commercial Operators 

Part 152 Airport Aid Program 

Part 157 Notice of Construction, Alteration, Activation and Deactivation of Airports 

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

Ceiling-Visibility Climatological Study and System Enhancement Factors, June 1975

Federal Air Traffic Activity

Graphics Notices and Supplemental Data

LORAN Airport Screening Model

LORAN Site Evaluation System (LSES)

Low and High Altitude En Route Charts

National Flight Data Digest (NFDD)

National Plan of Integrated Airport System (NPIAS)

NOS Quarterly Obstacle Memo - Digital Obstacle File

Notices to Airmen (NOTAM's)

OC Charts
12/29/99 8260.19C CHG 2

Appendix 1

Page 5 (and 6)

OTHER PUBLICATIONS (CONTINUED)

Sectional and Terminal Area Charts

SIAP’s, DP’s, STAR’s, FTIP’s

Transmittal Letters (Instrument Approach Procedures)

USGS Topographical Charts
(THIS PAGE INTENTIONALLY LEFT BLANK)
12/29/99 8260.19C CHG 2

Appendix 2

Page 1

APPENDIX 2.

OBSTACLE ACCURACY STANDARDS, CODES,

AND SOURCES
8260.19 CHG 2 12/29/99

Appendix 2

Page 2

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 shall 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, shall be such that

not more than 10 percent of the elevations tested

shall 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 shall be made

by the producing agency, which shall also

determine which of its maps are to be tested and

the extent of such testing.

d. Published maps meeting these accuracy

requirements shall 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 shall omit from their legends all

mention of standard accuracy.

f. Enlargements. When a published map is a

considerable enlargement of a map drawing

(manuscript) or of a published map, that fact shall

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, shall 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 909a(1)(g).
12/29/99 8260.19C CHG 2

Appendix 2

Page 3

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.

(b) 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). Thus,

vertical accuracy code becomes “1A.”

3. When these charts are used to

establish coordinates, it must be recognized that

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 shall be doubled for manmade obstacles

depicted on WAC, Sectional, and VFR charts. 

(2) Department of Defense.

(a) National Imaging Mapping

Agency (NIMA): (Outside U.S. Only)

1. NIMA’s taped terrain data

from 1:350,000 charts, +500' (150 m) horizontally

and +100' (30 m) vertically. Code 5E.

2. Automated Obstruction File,

varied accuracy. Use +500' (150 m) horizontally

and +125' (38 m) vertically unless verified to a

higher accuracy. Code 5E.
8260.19C CHG 2 12/29/99

Appendix 2

Page 4

(b) Air Force Communication

Agency. Terrain and structures from Air Force

Form 1530. Accuracy varied. Use +500' (150 m)

horizontally and +125' (38 m) unless verified to a

higher accuracy.

(c) OC surveys conducted by U.S.

Army Topographic Units shall have the same

accuracy standards as those developed by the

Department of Commerce (see paragraph 101b(1)(a).

(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

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 furnished to Flight

Standards.

(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, +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.

(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) Other.

(a) Tactical Flying Chart, TFC(L),

2nd Series, (1:250,000 scale), +500' (150 m)

horizontally and +125' (38 m) vertically.

Code 5E.

(b) Series M745 (Ausgabe 4-DMG),

(1:50,000 scale), +50' (15 m) horizontally and 

+20' (6 m) vertically. Code 2C.

(6) Digital Elevation Data. U.S.

Geological Survey data for terrain elevations is

typically based on Digital Elevation Models

(DEM). National Imaging and Mapping Agency

(NIMA) survey data for terrain elevations is

typically based on Digitized Terrain Elevation

Data (DTED). Source documentation from the

NOS supports the following horizontal and vertical

accuracies; these values shall be used in instrument

procedure construction:

(a) DEM 7.5 Minute (Level 1),

+13 m (43') horizontally and +14 m (46')

vertically.
12/29/99 8260.19C CHG 2

Appendix 2

Page 5 (and 6)

(b) DEM 7.5 Minute (Level 2),

+13 m (43') horizontally and +17 m (56')

vertically.

(c) DTED 1 Degree (Level 1),

+50 m (164′) horizontally and +30 m (98′)

vertically.

(d) DEM 1 Degree (1:250,000

scale), +130 m (427′) horizontally and +30 m

(98′) vertically.
(THIS PAGE INTENTIONALLY LEFT BLANK)
FAA Form 1320-19 (8-89)

Directive Feedback Information

Please submit any written comments or recommendations for improving this directive, or suggest

new items or subjects to be added to it. Also, if you find an error, please tell us about it.

Subject: Order 8260.19C CHG 2, Flight Procedures and Airspace

To: DOT/FAA

ATTN: Flight Procedure Standards Branch, AFS-420

PO Box 25082

Oklahoma City, OK 73125

(Please check all appropriate line items)

An error (procedural or typographical) has been noted in paragraph _______ on page ______.

Recommend paragraph ______ on page ______ be changed as follows:

(attach separate sheet if necessary)

In a future change to this directive, please include coverage on the following subject:

(briefly describe what you want added):

Other comments:

I would like to discuss the above. Please contact me.

Submitted by: _______________________________________ Date: __________________

FTS Telephone Number: ______________________________ Routing Symbol: _________