TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

The Terminal Arrival Area (TAA) approach is designed to provide a transition from the IFR enroute segment to the approach environment with little required interaction between the pilot and air traffic control (ATC). This is accomplished by publishing operationally usable altitudes in lieu of a traditional minimum safe altitude (MSA) altitude defined within a circular sector.

The structure of the RNAV approach underlying the TAA is traditionally the T-design which is also referred to as the Basic T.  But TAA approaches may be modified from the standard size and shape to accommodate operational, or ATC requirements. Some areas of the Basic T may be eliminated, while other areas are expanded.

An example of the Basic T designed can be found on the RNAV (GPS) Runway 2 approach to the Columbia Regional Airport (KCOU) in Columbia, Missouri. Here, the T-design includes two initial approach fixes that follow a straight-line that is perpendicular to the intermediate course segment which connect at the dual-purpose fix, ULUFA. ULUFA functions as both an intermediate fix, and an initial approach fix, denoted IF/IAF on the chart. The T-design then continues from ULUFA to the final approach fix, FECFE, and then to the missed approach point.

A hold-in-lieu-of procedure turn is located at IF/IAF, ULUFA. When the hold-in-lieu-of procedure turn is necessary for course alignment to the intermediate approach segment, or another purpose, the dual-purpose fix serves as an initial approach fix (IAF). Following entry into the holding pattern, and when flying a route or sector labeled NoPT, the dual-purpose fix serves as an intermediate fix (IF), marking the beginning of the intermediate segment of the approach.

Entry onto the RNAV procedure can be accomplished on a no procedure turn routing via the initial approach fixes of LIDPE or RAGVE, or via the hold-in-lieu-of procedure turn maneuver directly to ULUFA; however, as noted, if approaching ULUFA between the magnetic bearings of 111° and 291°, the hold-in-lieu of procedure turn is not authorized. The procedure will be labeled as NoPT to indicate when the course reversal is not authorized when flying within a particular TAA sector. Otherwise, the pilot is expected to execute the hold-in-lieu-of procedure turn pattern. The only exception to this requirement would be if ATC specifically issued a “straight-in” approach clearance.

There may be times when pilots elect to use the hold-in-lieu-of procedure turn pattern even when it is not required by the procedure, but you must receive clearance from ATC before doing so. As an example, a pilot may wish to fly the hold-in-lieu-of procedure turn in order to descend to an appropriate altitude to begin the intermediate approach segment, even if properly aligned for the approach.

Traditional RNAV approaches publish MSA altitudes in a circular sector such as what you can see on the RNAV (GPS) 11 approach to the Central Illinois Regional Airport . Here you see the same Basic T structure, but with a MSL altitude of 2,800′.

The distinguishing feature of the TAA approach vs. a traditional RNAV approach is the depiction of operationally usable altitudes, which replace the traditional MSA circle. On the RNAV (GPS) Runway 2 approach to Columbia, you see these designated usable altitudes within the three TAA sectors.

If you were cleared for the approach direct to the RAGVE initial approach fix, and within thirty nautical miles of the selected fix as noted, pilots may descend in the TAA sector to the minimum altitude depicted of 3,100′ unless ATC provides other instructions.

It is important that the pilot knows which area of the TAA the aircraft will enter in order to comply with the minimum altitude requirements. This can be determined by calculating the magnetic bearing to the designated fix.

ATC may also clear an aircraft direct to the dual-purpose fix, ULUFA. As mentioned earlier, if the course to the fix is within the straight-in sector labeled NoPT, pilots are expected to proceed direct to the fix and accomplish a straight-in approach without executing the hold-in-lieu-of procedure turn.

An important operational note is that if you are unclear whether you are authorized to make a straight in approach from the dual-purpose fix, simply confirm with ATC.

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Eric Radtke

It was his first airplane trip at age seven that made Eric decide to become a pilot. "While boarding the airplane, a flight attendant noticed my interest in the flight deck and urged me to go talk to the pilot. I give a lot of credit to that pilot for my career choice." He earned a bachelor’s degree in finance and went on to an airline career. He learned to fly at Sporty’s as part of the University of Cincinnati’s Professional Pilot Program, an initiative he later directed. He earned a bachelor’s degree in finance and went on to an airline career. Eric now manages Sporty’s media network including FlightTrainingCentral.com. In addition, Eric serves as a Captain in a Cincinnati-based corporate flight department.

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