an altitude number, hyphen, and a whole or fractional number appear; for example, 530-1, which indicates “530 feet MSL” and 1 statute mile visibility. This is the descent minimum for the approach. The RVR value is separated from the minimum altitude with a slash, such as “1065/24,” which indicates 1,065 feet MSL and an RVR of 2,400 feet. If RVR is prescribed for the procedure, but not available, a conversion table is used to provide the equivalent visibility in this case, of ½ statute mile visibility. [Figure 1-20] The conversion table is also available in the TPP. 

When an alternate airport is required, standard IFR alternate minimums apply. For aircraft other than helicopters, precision approach procedures require a 600-feet ceiling and 2 statute miles visibility; nonprecision approaches require an 800-feet ceiling and 2 statute miles visibility. Helicopter alternate minimums are a ceiling that is 200 feet above the minimum for the approach to be flown and visibility of at least 1 statute mile, but not less than the minimum visibility for the approach to be flown. When a black triangle with a white “A” appears in the notes section of the pilot briefing, it indicates non-standard IFR alternate minimums exist for the airport. If an “NA” appears after the “A” ( ), then alternate minimums are not authorized. This information is found in the beginning of the TPP. 

In addition to the COPTER approaches, instrument- equipped helicopters may fly standard approach procedures. The required visibility minimum may be reduced to one-half the published visibility minimum for category A aircraft, but in no case may it be reduced to less than ¼ mile or 1,200 feet RVR. 

Two terms are specific to helicopters. Height above landing (HAL) means height above a designated helicopter landing area used for helicopter IAPs. “Point in space approach” refers to a helicopter IAP to a MAP more than 2,600 feet from an associated helicopter landing area. 

## Airport Sketch /Airport Diagram 

Prior to all flights, pilots should take the time and study the airport layout for all of the airports that they intend to land, including those that may be used as an alternate. During the flight planning phase, study the taxi procedures for the departure airport and landing procedures for the arrival airport. The expected taxi route should be checked against the airport diagram or taxi chart, and special attention should be given to the unique or complex intersections along the taxi route. Pilots should identify critical times and locations on the taxi route (e.g., transitioning through complex intersections, crossing intervening runways, entering and lining up on the runway for takeoff, and approaching and lining up on the runway for landing). 

By knowing the layout of the airport and their particular procedures, pilots are able to anticipate, understand, and safely execute all ATC directives and procedures. A major contributor to runway incursions is pilots not knowing the airport layout and procedures. This lack of situational awareness causes unnecessary accidents that can be avoided by proper flight planning. The FAA believes that following the aircraft’s progress on the airport diagram to be sure that the instructions received from ATC are being followed is one of the key procedures in reducing runway incursions. To do this, pilots must take the time prior to the flight to study all procedures so that they are not trying to learn about the airport while they are receiving ATC instructions. 

The airport sketch, located on the bottom of the chart, includes many helpful features. IAPs for some of the larger airports devote an entire page to an airport diagram. Airport sketch information concerning runway orientation, lighting, final approach bearings, airport beacon, and obstacles all serve to guide the pilot in the final phases of flight. See Figure 1-21  for a legend of airport diagram/airport sketch features (see also Figure 1-10  for an example of an airport diagram). 

The airport elevation is indicated in a separate box at the top left of the airport sketch. The touchdown zone elevation (TDZE), which is the highest elevation within the first 3,000 feet of the runway, is designated at the approach end of the procedure’s runway. 

Beneath the airport sketch is a time and speed table when applicable. The table provides the distance and the amount of time required to transit the distance from the FAF to the MAP for selected groundspeeds. 

The approach lighting systems and the visual approach lights are depicted on the airport sketch. White on black symbols ( ) are used for identifying pilot-controlled lighting (PCL). Runway lighting aids are also noted (e.g., REIL, HIRL), as is the runway centerline lighting (RCL). [Figure 1-22] 

The airport diagram shows the paved runway configuration in solid black, while the taxiways and aprons are shaded gray. Other runway environment features are shown, such as the runway identification, dimensions, magnetic heading, displaced threshold, arresting gear, usable length, and slope. 

## Inoperative Components 

Certain procedures can be flown with inoperative components. According to the Inoperative Components Table, for example, an instrument landing system (ILS) approach with a malfunctioning Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR = MALS with RAIL) can be flown if the minimum visibility is 

