A Non-Precision Approach (NPA) is an instrument approach based on a navigation system that provides course deviation information, but no glide path deviation information (such as VOR, NDB and LNAV). Types of non-precision approach procedures available are: VOR, TACAN, NDB, LOC, ASR, LDA, and SDF. The Minimum Descent Altitude (MDA) is the lowest altitude, expressed in feet above MSL, to which descent is authorized on final approach or during circle-to-land maneuvering, in execution of a standard instrument approach procedure where no electronic glide slope is provided.

A Visual Descent Point (VDP) is a defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights or other markings identifiable with the approach end of that runway, are clearly visible to the pilot. A VDP serves the same purpose as VASI lights. Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been provided. On an approach chart, a VDP is identified in the profile view by a “V." A VDP is really the effective MAP.

On non-precision approaches, Vertical Descent Angle (VDA) describes a computed path from the Final Approach Fix (FAF) and altitude to the runway threshold at the published Threshold Crossing Height (TCH). The optimum descent angle is 3.00° and, whenever possible, the approach will be designed to accommodate this angle. It provides the means for the pilot to establish a stabilized approach descent from the FAF or step down fix to the TCH. Pilots can use the published angle and estimated/actual groundspeed to find a target rate of descent from a table published in the back of the TPP. The FAA will eventually publish VDA's on all non-precision approaches.

Standard instrument approach procedures will not always have a Final Approach Fix (FAF). These particular approaches usually have the NAVAID upon which the approach is based located on the airport. If no FAF is published on a non-precision approach, the final approach segment begins where the procedure turn intersects the final approach course inbound. When being radar vectored to the final approach course, descent should begin when within the specified distance from the NAVAID and established on the inbound course. Straight-in minimums are shown on the IAP when the final approach course is within 30° of the runway alignment (15° for GPS IAPs) and a normal descent can be made from the IFR altitude shown on the IAP to the runway surface. Step-down fixes on non-precision approaches are located between the Final Approach Fix (FAF) and the Missed Approach Point (MAP). They allow for a lower minimum descent altitude (MDA) after passing an obstruction. They can be defined by a navaid, navaid fix, DME, waypoint or radar and are depicted by a hash-marked line. If a step-down fix cannot be identified, the minimum altitude at the step-down fix becomes the new MDA for the approach. In a circle-to-land approach, circling minimums apply if they are higher than the step-down fix minimum altitude.