continues to provide separation between the aircraft making a visual approach and other arriving and departing aircraft. The pilot may get responsible for the separation with preceding aircraft in case he/she has the preceding aircraft in sight and is instructed so by ATC. In the United States, it is required that an aircraft have the airport, the runway, or the preceding aircraft in sight. It is not enough to have the terrain in sight (see #Contact approach). When a pilot accepts a visual approach, the pilot accepts responsibility for establishing a safe landing interval behind the preceding aircraft, as well as responsibility for wake-turbulence avoidance, and to remain clear of clouds. Contact approach A contact approach that may be asked for by the pilot (but not offered by ATC) in which the pilot has 1 SM flight visibility and is clear of clouds and is expected to be able to maintain those conditions all the way to the airport. Obstruction clearances and VFR traffic avoidance become the pilot's responsibility. Charted visual flight procedures (CVFP) A visual approach that has a specified route the aircraft is to follow to the airport. Pilots must have a charted visual landmark or a preceding aircraft in sight, and weather must be at or above the published minimums. Pilots are responsible for maintaining a safe approach interval and wake turbulence separation. RNP approach (Formerly RNAV approach) These approaches include both ground-based and satellite-based systems and include criteria for terminal arrival areas (TAAs), basic approach criteria, and final approach criteria. The TAA is a transition from the en route structure to the terminal environment which provides minimum altitudes for obstacle clearance. The TAA is a "T" or "basic T" design with left and right base leg IAFs on initial approach segments perpendicular to the intermediate approach segment where there is a dual purpose IF/IAF for a straight-in procedure (no procedure turn [NoPT]), or hold-in-lieu-of procedure-turn (HILPT) course reversal. The base leg IAFs is 3 to 6 NM from the IF/IAF. The basic-T is aligned with the runway centerline, with the IF 5 NM from the FAF, and the FAF is 5 NM from the threshold. The RNP approach chart should have four lines of approach minimums corresponding to LPV, LNAV/VNAV, LNAV, and circling. This allows GPS or WAAS equipped aircraft to use the LNAV MDA using GPS only, if WAAS becomes unavailable. ILS approach These are