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TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

October 28, 2024/in IFR flying, Tips and technique/by Eric Radtke

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.

How to obtain an airspace authorization for drone operations

October 25, 2024/in Tips and technique/by Eric Radtke

As a Part 107 drone pilot (commercial operator), or as a recreational drone flyer, operations in Class G (uncontrolled) airspace are allowed without air traffic control permission. Operations in Class B, C, D and E (controlled) airspace require ATC approval. Since the inception of the rules governing UAS, Authorizations for controlled airspace operations have become much simpler and can be obtained from the FAA.

TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

October 28, 2024/in IFR flying, Tips and technique/by Eric Radtke

How to obtain an airspace authorization for drone operations

October 25, 2024/in Tips and technique/by Eric Radtke

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TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

October 28, 2024/in IFR flying, Tips and technique/by Eric Radtke

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.

How to obtain an airspace authorization for drone operations

October 25, 2024/in Tips and technique/by Eric Radtke

LAANC Requests

LAANC is available at more than 700 airports. In these LAANC enabled areas, authorizations are provided to drone pilots through companies approved by the FAA. The companies have desktop and mobile applications available for submitting authorization requests and to receive other safety critical information related to a drone flight.

The primary benefit of LAANC companies is that they provide near-real time approvals at pre-approved altitudes on the UAS Facility Maps. In terms of selecting a LAANC provider, you may choose the company that works best for you—they all provide information about the maximum altitude you can fly in a specific location and whether your flight is in controlled or uncontrolled airspace.

Follow these steps to get approval to fly through LAANC:

Apply on the date you wish to fly (or up to 90 days in advance).
Select the exact time, altitude and location where you wish to fly.
Make sure you select to fly at or below the altitude defined by the UAS Facility Maps (this will show up automatically in your LAANC provider app).
Approval is typically received in near-real time.

LAANC also provides further coordination of requests to fly above pre-approve altitudes as long as the operation is below 400 feet. These requests must be reviewed by an Air Traffic Manager and submitted at least 72 hours prior to the requested start time of the operation.

FAA Drone Zone

Drone Zone provides authorizations for all airports, but is the only option for facilities that are not LAANC-enabled; however, it does not provide authorizations in near-real time. All requests are processed manually at the FAA Air Traffic Service Centers.

Airspace Authorization through FAA Drone Zone:

Log into the FAA Drone Zone.
Select “Airspace Authorization”.
Fill in the required fields:
Review and submit your information to the FAA.

Upon submission you will receive a reference number for your application and you may check you application status anytime by logging back into the FAADroneZone.

If you have questions while filling out the request, you may contact the UAS Support Center.

Example of a LAANC Request:

Scenario: a friend, who happens to be a real estate agent, asks for your help in obtaining aerial images of a property he is going to list for sale. Because he is a friend, you will take the images from your drone, but you will not accept any form of payment. It will just be a favor.

Step 1: Is this a Part 107 operation (requiring a Part 107 certificate) or a recreational drone use application?

Part 107 flying include things like taking photos to help sell a property or service, roof inspections, or taking pictures of a high school football game for the school’s website even if you do not accept compensation. Goodwill can also be considered a Part 107 (commercial) operation. This would include things like volunteering to use your drone on behalf of a friend or a non-profit organization. Remember, if you are not sure which rules apply to your flight, fly under Part 107.

Because this scenario clearly falls under Part 107 drone use, ensure you possess a Part 107 certificate and are current for Pat 107 operations.

Step 2: Ensure you and your drone are eligible for the flight.

Recreational drone pilots should take the Recreational UAS Safety Test (TRUST) and carry proof of test passage when flying. Part 107 certificate holders must be current (flight review completed within the previous 24 months) and have completed recurrent drone training within the previous 24 months.

Your drone should be registered and marked and be compliant with remote ID. If you intend to fly in twilight or at night, the drone must be equipped with anti-collision lighting.

Step 3: Determine if an airspace authorization is required.

Operations in Class B, C, D, and surface Class E designated for an airport is permitted only with prior FAA authorization by using LAANC or DroneZone. LAANC offers near real time approvals via apps with approved providers.

Step 4: Obtain an airspace authorization if required.

In this example, we’re using the approved provider Airspace Link via its iOS app, AirHub Portal. Once you have registered for a FREE account, you can plan your operation by using the included map to sketch the intended area you intend to fly. If your intended area falls within controlled airspace, you will be alerted that an airspace authorization is required.

Enter the specific information to your operation including the intended altitude and duration as well as contact information for the drone pilot in command.

Receive automatic approval if within the pre-determined flight parameters.

In addition to receiving approval within the app, you’ll also receive an email copy of the approval which should be available to the PIC upon request.

See example of the email LAANC approval via Airspace Link.

LAANC Compliance Notes:

Authorizations can be made up to 90 days in advance
Each authorization can be made for up to 12 hours in duration and 10 nautical miles in area
Night operations are only available for commercial (Part 107) operators who have completed required FAA training/testing and have equipped anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision
If your flight plan is within 3NM of an FAA-designated stadium, operations are not permitted within 1-hr before/after the event time start/end.
All civil twilight operations require anti-collision lighting visible for at least 3 statute miles that has a flash rate sufficient to avoid a collision
Operators may have up to five overlapping approved authorizations within 100 nautical miles of each other
If your flight plan is in Class E airspace, operations are not authorized in this airspace when there is a weather ceiling less than 1,000 feet AGL. Be sure to verify weather conditions before your operation, and be vigilant for low-flying aircraft
LAANC authorizations are for operations in controlled airspace. If your flight plan covers both controlled and uncontrolled airspace (by time or location), only the proposed area of operation within the controlled airspace will be submitted to the FAA

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Half Sized Blog Element (Multi Author Style)

TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

How to obtain an airspace authorization for drone operations

TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

How to obtain an airspace authorization for drone operations

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TAA Instrument Approaches: How to Navigate Terminal Arrival Areas

How to obtain an airspace authorization for drone operations

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