4. Local Flow Traffic Management Program
4.1 This program is a continuing effort by the FAA
to enhance safety, minimize the impact of aircraft
noise, and conserve aviation fuel. The enhancement
of safety and reduction of noise are achieved in this
program by minimizing low altitude maneuvering of
arriving turbojet and turboprop aircraft weighing
more that 12,500 pounds and, by permitting departure
aircraft to climb to high altitudes sooner, as arrivals
are operating at higher altitudes at the points where
their flight paths cross. The application of these
procedures also reduces exposure time between
controlled aircraft and uncontrolled aircraft at the
lower altitudes in and around the terminal environ-
ment. Fuel conservation is accomplished by
absorbing any necessary arrival delays for aircraft
included in this program operating at the higher and
more fuel efficient altitudes.
4.2 A fuel efficient descent is basically an
uninterrupted descent (except where level flight is
required for speed adjustment) from cruising altitude
to the point when level flight is necessary for the pilot
to stabilize the aircraft on final approach. The
procedure for a fuel efficient descent is based on an
altitude loss which is most efficient for the majority
of aircraft being served. This will generally result in
a descent gradient window of 250-350 feet per
nautical mile.
4.3 When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart, ATC
will expect the pilot to descend first to the crossing
altitude and then reduce speed. Verbal clearances for
descent will normally permit an uninterrupted
descent in accordance with the procedure as
30 AUG 07
AIP ENR 1.5-10
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
described in paragraph 4.2 above. Acceptance of a
charted fuel efficient descent (Runway Profile
Descent) clearance requires the pilot to adhere to the
altitudes, speeds, and headings depicted on the charts
unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL
EFFICIENT DESCENT ARE EXPECTED TO
ADVISE ATC IF THEY DO NOT HAVE RUNWAY
PROFILE DESCENT CHARTS PUBLISHED FOR
THAT AIRPORT OR ARE UNABLE TO COMPLY
WITH THE CLEARANCE.
5. Advance Information on Instrument
Approaches
5.1 When landing at airports with approach control
services and where two or more instrument approach
procedures are published, pilots will be provided in
advance of their arrival with the type of approach to
expect or that they may be vectored for a visual
approach. This information will be broadcast either
by a controller or on ATIS. It will not be furnished
when the visibility is three miles or better and the
ceiling is at or above the highest initial approach
altitude established for any low altitude instrument
approach procedure for the airport.
5.2 The purpose of this information is to aid the pilot
in planning arrival actions; however, it is not an ATC
clearance or commitment and is subject to change.
Pilots should bear in mind that fluctuating weather,
shifting winds, blocked runway, etc., are conditions
which may result in changes to approach information
previously received. It is important that pilots advise
ATC immediately if they are unable to execute the
approach ATC advised will be used, or if they prefer
another type of approach._
5.3 Aircraft destined to uncontrolled airports which
have automated weather data with broadcast
capability should monitor the ASOS/AWOS frequen-
cy to ascertain the current weather for the airport. The
pilot shall advise ATC when he/she has received the
broadcast weather and state his/her intentions.
NOTE-
1. ASOS/AWOS should be set to provide one-minute
broadcast weather updates at uncontrolled airports that
are without weather broadcast capability by a human
observer.
2. Controllers will consider the long line disseminated
weather from an automated weather system at an
uncontrolled airport as trend and planning information
only and will rely on the pilot for current weather
information for the airport. If the pilot is unable to receive
the current broadcast weather, the last long-line
disseminated weather will be issued to the pilot. When
receiving IFR services, the pilot/aircraft operator is
responsible for determining if weather/visibility is
adequate for approach/landing.
5.4 When making an IFR approach to an airport not
served by a tower or FSS, after the ATC controller
advises “CHANGE TO ADVISORY FREQUENCY
APPROVED,” you should broadcast your intentions,
including the type of approach being executed, your
position, and when over the final approach fix
inbound (nonprecision approach) or when over the
outer marker or the fix used in lieu of the outer marker
inbound (precision approach). Continue to monitor
the appropriate frequency (UNICOM, etc.) for
reports from other pilots.
6. Approach Clearance
6.1 An aircraft which has been cleared to a holding
fix and subsequently “cleared . . . approach” has not
received new routing. Even though clearance for the
approach may have been issued prior to the aircraft
reaching the holding fix, ATC would expect the pilot
to proceed via the holding fix (the last assigned
route), and the feeder route associated with that fix (if
a feeder route is published on the approach chart) to
the initial approach fix (IAF) to commence the
approach. WHEN CLEARED FOR THE
APPROACH, THE PUBLISHED OFF AIRWAY
(FEEDER) ROUTES THAT LEAD FROM THE
EN_ROUTE STRUCTURE TO THE IAF ARE
PART OF THE APPROACH CLEARANCE.
6.2 If a feeder route to an IAF begins at a fix located
along the route of flight prior to reaching the holding
fix, and clearance for an approach is issued, a pilot
should commence the approach via the published
feeder route; i.e., the aircraft would not be expected
to overfly the feeder route and return to it. The pilot
is expected to commence the approach in a similar
manner at the IAF, if the IAF for the procedure is
located along the route of flight to the holding fix.
6.3 If a route of flight directly to the initial approach
fix is desired, it should be so stated by the controller
with phraseology to include the words “direct . . . ,”
“proceed direct” or a similar phrase which the pilot
can interpret without question. If a pilot is uncertain
of the clearance, immediately query ATC as to what
route of flight is desired.
30 AUG 07
AIP ENR 1.5-11
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
7. Landing Priority
7.1 A clearance for a specific type of approach (ILS,
MLS, ADF, VOR, or straight-in approach) to an
aircraft operating on an IFR flight plan does not mean
that landing priority will be given over other traffic.
Traffic control towers handle all aircraft, regardless
of the type of flight plan, on a “first-come,
first-served” basis. Therefore, because of local traffic
or runway in use, it may be necessary for the
controller, in the interest of safety, to provide a
different landing sequence. In any case, a landing
sequence will be issued to each aircraft as soon as
possible to enable the pilot to properly adjust the
aircraft’s flight path.
8. Procedure Turn and Hold-in-lieu of
Procedure Turn
8.1 A procedure turn is the maneuver prescribed
when it is necessary to reverse direction to establish
the aircraft inbound on an intermediate or final
approach course. The procedure turn or hold-in-
lieu-of-PT is a required maneuver when it is depicted
on the approach chart. However, the procedure turn
or hold-in-lieu-of-PT is not permitted when the
symbol “No PT” is depicted on the initial segment
being used, when a RADAR VECTOR to the final
approach course is provided, or when conducting a
timed approach from a holding fix. The altitude
prescribed for the procedure turn is a minimum
altitude until the aircraft is established on the inbound
course. The maneuver must be completed within the
distance specified in the profile view.
NOTE-The pilot may elect to use the procedure turn or
hold-in-lieu-of-PT when it is not required by the
procedure, but must first receive an amended clearance
from ATC. When ATC is radar vectoring to the final
approach course or to the intermediate fix, ATC may
specify in the approach clearance “CLEARED
STRAIGHT-IN (type) APPROACH” to ensure the
procedure turn or hold-in-lieu-of-PT is not to be flown. If
the pilot is uncertain whether the ATC clearance intends
for a procedure turn to be conducted or to allow for a
straight-in approach, the pilot shall immediately request
clarification from ATC (14 CFR Section 91.123).
8.1.1 On U.S. Government charts, a barbed arrow
indicates the direction or side of the outbound course
on which the procedure turn is made. Headings are
provided for course reversal using the 45-degree type
procedure turn. However, the point at which the turn
may be commenced and the type and rate of turn is left
to the discretion of the pilot. Some of the options are
the 45-degree procedure turn, the racetrack pattern,
the teardrop procedure turn, or the 80 degree -
260 degree course reversal. Some procedure turns are
specified by procedural track. These turns must be
flown exactly as depicted.
8.1.2 When the approach procedure involves a
procedure turn, a maximum speed of not greater than
200 knots (IAS) should be observed from first
overheading the course reversal IAF through the
procedure turn maneuver to ensure containment
within the obstruction clearance area. Pilots should
begin the outbound turn immediately after passing
the procedure turn fix. The procedure turn maneuver
must be executed within the distance specified in the
profile view. The normal procedure turn distance is
10 miles. This may be reduced to a minimum of
5 miles where only Category A or helicopter aircraft
are to be operated or increased to as much as 15 miles
to accommodate high performance aircraft.
8.1.3 A teardrop procedure or penetration turn may
be specified in some procedures for a required course
reversal. The teardrop procedure consists of
departure from an initial approach fix on an outbound
course followed by a turn toward and intercepting the
inbound course at or prior to the intermediate fix or
point. Its purpose is to permit an aircraft to reverse
direction and lose considerable altitude within
reasonably limited airspace. Where no fix is available
to mark the beginning of the intermediate segment, it
shall be assumed to commence at a point 10 miles
prior to the final approach fix. When the facility is
located on the airport, an aircraft is considered to be
on final approach upon completion of the penetration
turn. However, the final approach segment begins on
the final approach course 10 miles from the facility.
8.1.4 A holding pattern in lieu of procedure turn may
be specified for course reversal in some procedures.
In such cases, the holding pattern is established over
an intermediate fix or a final approach fix. The
holding pattern distance or time specified in the
profile view must be observed. Maximum holding
airspeed limitations as set forth for all holding
patterns apply. The holding pattern maneuver is
completed when the aircraft is established on the
inbound course after executing the appropriate entry.
If cleared for the approach prior to returning to the
holding fix, and the aircraft is at the prescribed
altitude, additional circuits of the holding pattern are
31 JULY 08
AIP ENR 1.5-12
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
not necessary nor expected by ATC. If pilots elect to
make additional circuits to lose excessive altitude or
to become better established on course, it is their
responsibility to so advise ATC upon receipt of their
approach clearance.
NOTE-
Some approach charts have an arrival holding pattern
depicted at the IAF using a “thin line” holding symbol. It
is charted where holding is frequently required prior to
starting the approach procedure so that detailed holding
instructions are not required. The arrival holding pattern
is not authorized unless assigned by Air Traffic Control.
Holding at the same fix may also be depicted on the enroute
chart. A hold-in-lieu of procedure turn is depicted by a
“thick line” symbol, and is part of the instrument approach
procedure as described in paragraph 8.(See U. S. Terminal
Procedures booklets page G1 for both examples.)
8.1.5 A procedure turn is not required when an
approach can be made directly from a specified
intermediate fix to the final approach fix. In such
cases, the term “NoPT” is used with the appropriate
course and altitude to denote that the procedure turn
is not required. If a procedure turn is desired, and
when cleared to do so by ATC, descent below the
procedure turn altitude should not be made until the
aircraft is established on the inbound course, since
some NoPT altitudes may be lower than the
procedure turn altitudes.
8.2 Limitations on Procedure Turns
8.2.1 In the case of a radar initial approach to a final
approach fix or position, or a timed approach from a
holding fix, or where the procedure specifies NoPT,
no pilot may make a procedure turn unless, when final
approach clearance is received, the pilot so advises
ATC and a clearance is received to executive a
procedure turn.
8.2.2 When a teardrop procedure turn is depicted and
a course reversal is required, this type turn must be
executed.
8.2.3 When a holding pattern replaces a procedure
turn, the holding pattern must be followed, except
when RADAR VECTORING is provided or when
NoPT is shown on the approach course. The
recommended entry procedures will ensure the
aircraft remains within the holding pattern’s
protected airspace. As in the procedure turn, the
descent from the minimum holding pattern altitude to
the final approach fix altitude (when lower) may not
commence until the aircraft is established on the
inbound course. Where a holding pattern is
established in-lieu-of a procedure turn, the maximum holding pattern airspeeds apply.
NOTE-
See paragraph 1.3.2.1, Airspeeds.
8.2.4 The absence of the procedure turn barb in the
plan view indicates that a procedure turn is not
authorized for that procedure.
9. RNP SAAAR Instrument Approach
Procedures
These procedures require authorization analogous to
the special authorization required for Category II or
III ILS procedures. Special aircraft and aircrew
authorization required (SAAAR) procedures are to
be conducted by aircrews meeting special training
requirements in aircraft that meet the specified
performance and functional requirements.
9.1 Unique characteristics of RNP SAAAR
Approaches
9.1.1 RNP value. Each published line of minima
has an associated RNP value. The indicated value
defines the lateral and vertical performance requirements. A minimum RNP type is documented as part
of the RNP SAAAR authorization for each operator
and may vary depending on aircraft configuration or
operational procedures (e.g., GPS inoperative, use of
flight director vice autopilot).
9.1.2 Curved path procedures. Some RNP approaches have a curved path, also called a
radius-to-a-fix (RF) leg. Since not all aircraft have
the capability to fly these arcs, pilots are responsible
for knowing if they can conduct an RNP approach
with an arc or not. Aircraft speeds, winds and bank
angles have been taken into consideration in the
development of the procedures.
9.1.3 RNP required for extraction or not.
Where required, the missed approach procedure may
use RNP values less than RNP-1. The reliability of
the navigation system has to be very high in order to
conduct these approaches. Operation on these
procedures generally requires redundant equipment,
as no single point of failure can cause loss of both
approach and missed approach navigation.
31 JULY 08
AIP ENR 1.5-13
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
9.1.4 Non-standard speeds or climb gradients.
RNP SAAAR approaches are developed based on
standard approach speeds and a 200 ft/NM climb
gradient in the missed approach. Any exceptions to
these standards will be indicated on the approach
procedure, and the operator should ensure they can
comply with any published restrictions before
conducting the operation.
9.1.5 Temperature Limits. For aircraft using
barometric vertical navigation (without temperature
compensation) to conduct the approach, low and
high-temperature limits are identified on the
procedure. Cold temperatures reduce the glidepath
angle while high temperatures increase the glidepath
angle. Aircraft using baro VNAV with temperature
compensation or aircraft using an alternate means for
vertical guidance (e.g., SBAS) may disregard the
temperature restrictions. The charted temperature
limits are evaluated for the final approach segment
only. Regardless of charted temperature limits or
temperature compensation by the FMS, the pilot may
need to manually compensate for cold temperature on
minimum altitudes and the decision altitude.
9.1.6 Aircraft size. The achieved minimums may
be dependent on aircraft size. Large aircraft may
require higher minimums due to gear height and/or
wingspan. Approach procedure charts will be
annotated with applicable aircraft size restrictions.
9.2 Types of RNP SAAAR Approach Operations
9.2.1 RNP Stand-alone Approach Operations.
RNP SAAAR procedures can provide access to
runways regardless of the ground-based NAVAID
infrastructure, and can be designed to avoid
obstacles, terrain, airspace, or resolve environmental
constraints.
9.2.2 RNP Parallel Approach (RPA) Operations.
RNP SAAAR procedures can be used for parallel
approaches where the runway separation is adequate
(See FIG ENR 1.5-7). Parallel approach procedures
can be used either simultaneously or as stand-alone
operations. They may be part of either independent or
dependent operations depending on the ATC ability
to provide radar monitoring.
FIG ENR 1.5-7
9.2.3 RNP Parallel Approach Runway Transitions (RPAT) Operations. RPAT approaches begin
as a parallel IFR approach operation using
simultaneous independent or dependent procedures.
(See FIG ENR 1.5-8). Visual separation standards
are used in the final segment of the approach after the
final approach fix, to permit the RPAT aircraft to
transition in visual conditions along a predefined
lateral and vertical path to align with the runway
centerline.
FIG ENR 1.5-8
31 JULY 08
AIP ENR 1.5-14
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
9.2.4 RNP Converging Runway Operations. At
airports where runways converge, but may or may not
intersect, an RNP SAAAR approach can provide a
precise curved missed approach path that conforms to
aircraft separation minimums for simultaneous
operations (See FIG ENR 1.5-9). By flying this
curved missed approach path with high accuracy and
containment provided by RNP, dual runway
operations may continue to be used to lower ceiling
and visibility values than currently available. This
type of operation allows greater capacity at airports
where it can be applied.
FIG ENR 1.5-9
10. Side-step Maneuver
10.1 ATC may authorize a standard instrument
approach procedure which serves either one of
parallel runways that are separated by 1,200 feet or
less followed by a straight-in landing on the adjacent
runway.
10.2 Aircraft that will execute a side-step maneuver
will be cleared for a specified approach procedure
and landing on the adjacent parallel runway.
Example, “cleared ILS runway 7 left approach,
side-step to runway 7 right.” Pilots are expected to
commence the side-step maneuver as soon as
possible after the runway or runway environment is
in sight.
NOTE-
Side-step minima are flown to a Minimum Descent Altitude
(MDA) regardless of the approach authorized.
10.3 Landing minimums to the adjacent runway will
be based on nonprecision criteria and therefore higher
than the precision minimums to the primary runway,
but will normally be lower than the published circling
minimums.
11. Approach and Landing Minimums
11.1 Landing Minimums. The rules applicable to
landing minimums are contained in 14 CFR
Section 91.175. TBL ENR 1.5-2 may be used to
convert RVR to ground or flight visibility. For
converting RVR values that fall between listed
values, use the next higher RVR value; do not
interpolate. For example, when converting
1800 RVR, use 2400 RVR with the resultant visibility
of 1
/2mile.
TBL ENR 1.5-2
RVR Value Conversions
RVR Visibility
(statute miles)
1600 1
/4
2400 1
/2
3200 5
/8
4000 3
/4
4500 7
/8
5000 1
6000 1 1
/4
AIP ENR 1.5-15
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
11.1.1 Aircraft approach category means a grouping
of aircraft based on a speed of VREF, if specified, or
if VREF is not specified, 1.3 VSO at the maximum
certified landing weight. VREF, VSO, and the
maximum certified landing weight are those values
as established for the aircraft by the certification
authority of the country of registry. A pilot must use
the minima corresponding to the category determined
during certification or higher. Helicopters may use
Category A minima. If it is necessary to operate at a
speed in excess of the upper limit of the speed range
for an aircraft’s category, the minimums for the
higher category must be used. For example, an
airplane which fits into Category B, but is circling to
land at a speed of 145 knots, must use the approach
Category D minimums. As an additional example, a
Category A airplane (or helicopter) which is
operating at 130 knots on a straight-in approach must
use the approach Category C minimums. See the
following category limits:
11.1.1.1 Category A: Speed less than 91 knots.
11.1.1.2 Category B: Speed 91 knots or more but
less than 121 knots.
11.1.1.3 Category C: Speed 121 knots or more but
less than 141 knots.
11.1.1.4 Category D: Speed 141 knots or more but
less than 166 knots.
11.1.1.5 Category E: Speed 166 knots or more.
NOTE-
VREF in the above definition refers to the speed used in
establishing the approved landing distance under the
airworthiness regulations constituting the type
certification basis of the airplane, regardless of whether
that speed for a particular airplane is 1.3 VSO, 1.23 VSR, or
some higher speed required for airplane controllability.
This speed, at the maximum certificated landing weight,
determines the lowest applicable approach category for all
approaches regardless of actual landing weight.
11.2 Published Approach Minimums. Approach
minimums are published for different aircraft
categories and consist of a minimum altitude (DA,
DH, MDA) and required visibility. These minimums
are determined by applying the appropriate TERPS
criteria. When a fix is incorporated in a nonprecision
final segment, two sets of minimums may be
published; one for the pilot that is able to identify the
fix, and a second for the pilot that cannot. Two sets of
minimums may also be published when a second
altimeter source is used in the procedure. When a
nonprecision procedure incorporates both a stepdown fix in the final segment and a second altimeter
source, two sets of minimums are published to
account for the stepdown fix and a note addresses
minimums for the second altimeter source.
AIP ENR 1.5-16
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-10
Final Approach Obstacle Clearance
CIRCLING APPROACH AREA RADII
CIRCLING APPROACH AREA
RADI (r) DEFINING SIZE
OF AREAS, VARY WITH THE
APPROACH CATEGORY
r
r
r
r
r
A
B
C
D
E
1.3
1.5
1.7
2.3
4.5
Approach Category Radius (Miles)
11.3 Obstacle Clearance. Final approach obstacle
clearance is provided from the start of the final
segment to the runway or missed approach point,
whichever occurs last. Side-step obstacle protection
is provided by increasing the width of the final
approach obstacle clearance area.
11.3.1 Circling approach protected areas are defined
by the tangential connection of arcs drawn from each
runway end. The arc radii distance differs by aircraft
approach category (see FIG ENR 1.5-10). Because
of obstacles near the airport, a portion of the circling
area may be restricted by a procedural note: e.g.,
“Circling NA E of RWY 17-35.” Obstacle clearance
is provided at the published minimums (MDA) for
the pilot who makes a straight-in approach,
side-steps, or circles. Once below the MDA the pilot
must see and avoid obstacles. Executing the missed
approach after starting to maneuver usually places
the aircraft beyond the MAP. The aircraft is clear of
obstacles when at or above the MDA while inside the
circling area, but simply joining the missed approach
ground track from the circling maneuver may not
provide vertical obstacle clearance once the aircraft
exits the circling area. Additional climb inside the
circling area may be required before joining the
missed approach track. See paragraph 26, Missed
Approach, for additional considerations when
starting a missed approach at other than the MAP.
31 JULY 08
AIP ENR 1.5-17
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-11
Precision Obstacle Free Zone (POFZ)
NOTE-
The target date for mandatory POFZ compliance from every airport nationally is January 1, 2007.
11.3.2_Precision Obstacle Free Zone (POFZ)._A
volume of airspace above an area beginning at the
runway threshold, at the threshold elevation, and
centered on the extended runway centerline. The
POFZ is 200 feet (60m) long and 800 feet (240m)
wide. The POFZ must be clear when an aircraft on a
vertically guided final approach is within 2 nautical
miles of the runway threshold and the reported ceiling
is below 250 feet or visibility less than 3
/4 statute mile
(SM) (or runway visual range below 4,000 feet). If the
POFZ is not clear, the MINIMUM authorized height
above touchdown (HAT) and visibility is 250_feet and
3
/4 SM. The POFZ is considered clear even if the wing
of the aircraft holding on a taxiway waiting for
runway clearance penetrates the POFZ; however,
neither the fuselage nor the tail may infringe on the
POFZ. The POFZ is applicable at all runway ends
including displaced thresholds.
(See FIG ENR 1.5-11.)
11.4_Straight-In Minimums are shown on the IAP
when the final approach course is within 30 degrees
of the runway alignment (15 degrees for GPS IAPs)
and a normal descent can be made from the IFR
altitude shown on the IAP to the runway surface.
When either the normal rate of descent or the runway
alignment factor of 30 degrees (15 degrees for GPS
IAPs) is exceeded, a straight-in minimum is not
published and a circling minimum applies. The fact
that a straight-in minimum is not published does not
preclude pilots from landing straight-in if they have
the active runway in sight and have sufficient time to
make a normal approach for landing. Under such
conditions and when ATC has cleared them for
landing on that runway, pilots are not expected to
circle even though only circling minimums are
published. If they desire to circle, they should advise
ATC.
AIP ENR 1.5-18
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
11.5_Side-Step Maneuver Minimums._Landing
minimums for a side-step maneuver to the adjacent
runway will normally be higher than the minimums
to the primary runway.
11.6_Circling Minimums._In some busy terminal
areas, ATC may not allow circling and circling
minimums will not be published. Published circling
minimums provide obstacle clearance when pilots
remain within the appropriate area of protection.
Pilots should remain at or above the circling altitude
until the aircraft is continuously in a position from
which a descent to a landing on the intended runway
can be made at a normal rate of descent using normal
maneuvers. Circling may require maneuvers at low
altitude, at low airspeed, and in marginal weather
conditions. Pilots must use sound judgment, have an
in-depth knowledge of their capabilities, and fully
understand the aircraft performance to determine the
exact circling maneuver since weather, unique airport
design, and the aircraft position, altitude, and
airspeed must all be considered. The following basic
rules apply:
11.6.1_Maneuver the shortest path to the base or
downwind leg, as appropriate, considering existing
weather conditions. There is no restriction from
passing over the airport or other runways.
11.6.2_It should be recognized that circling maneuvers may be made while VFR or other flying is in
progress at the airport. Standard left turns or specific
instruction from the controller for maneuvering must
be considered when circling to land.
11.6.3_At airports without a control tower, it may be
desirable to fly over the airport to observe wind and
turn indicators and other traffic which may be on the
runway or flying in the vicinity of the airport.
11.7_Instrument Approaches at a Military Field.
When instrument approaches are conducted by civil
aircraft at military airports, they shall be conducted in
accordance with the procedures and minimums
approved by the military agency having jurisdiction
over the airport.
12. Instrument Approach Procedure Charts
12.1_14 CFR Section 91.175(a), Instrument approaches to civil airports, requires the use of SIAP’s
prescribed for the airport in 14 CFR Part 97 unless
otherwise authorized by the Administrator (including
ATC). If there are military procedures published at a
civil airport, aircraft operating under 14_CFR Part_91
must use the civil procedure(s). Civil procedures are
defined with _FAA" in parenthesis; e.g., (FAA), at the
top, center of the procedure chart. DOD procedures
are defined using the abbreviation of the applicable
military service in parenthesis; e.g., (USAF), (USN),
(USA). 14 CFR Section 91.175(g), Military airports,
requires civil pilots flying into or out of military
airports to comply with the IAP’s and takeoff and
landing minimums prescribed by the authority
having jurisdiction at those airports. Unless an
emergency exists, civil aircraft operating at military
airports normally require advance authorization,
commonly referred to as _Prior Permission Required" or _PPR." Information on obtaining a PPR for
a particular military airport can be found in the
Airport/Facility Directory.
NOTE-
Civil aircraft may conduct practice VFR approaches using
DOD instrument approach procedures when approved by
the air traffic controller.
12.1.1_IAPs (standard and special, civil and military)
are based on joint civil and military criteria contained
in the U.S. Standard for TERPS. The design of IAPs
based on criteria contained in TERPS, takes into
account the interrelationship between airports,
facilities, and the surrounding environment, terrain,
obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other
limitations are specified and, once approved, the
procedures are published and distributed by
government and commercial cartographers as
instrument approach charts.
12.1.2_Not all IAPs are published in chart form.
Radar IAPs are established where requirements and
facilities exist but they are printed in tabular form in
appropriate U.S. Government Flight Information
Publications.
12.1.3_The navigation equipment required to join
and fly an instrument approach procedure is indicated
by the title of the procedure and notes on the chart.
12.1.3.1_Straight-in IAPs are identified by the
navigational system providing the final approach
guidance and the runway to which the approach is
aligned (e.g., VOR RWY 13). Circling only
approaches are identified by the navigational system
providing final approach guidance and a letter
(e.g.,_VOR A). More than one navigational system
separated by a slash indicates that more than one type
of equipment must be used to execute the final
AIP ENR 1.5-19
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
approach (e.g., VOR/DME RWY 31). More than
one navigational system separated by the word “or”
indicates either type of equipment may be used to
execute the final approach (e.g., VOR or GPS
RWY 15).
12.1.3.2 In some cases, other types of navigation
systems including radar may be required to execute
other portions of the approach or to navigate to the
IAF (e.g., an NDB procedure turn to an ILS, an NDB
in the missed approach, or radar required to join the
procedure or identify a fix). When radar or other
equipment is required for procedure entry from the
en route environment, a note will be charted in the
planview of the approach procedure chart
(e.g., RADAR REQUIRED or ADF REQUIRED).
When radar or other equipment is required on
portions of the procedure outside the final approach
segment, including the missed approach, a note will
be charted in the notes box of the pilot briefing
portion of the approach chart (e.g., RADAR
REQUIRED or DME REQUIRED). Notes are not
charted when VOR is required outside the final
approach segment. Pilots should ensure that the
aircraft is equipped with the required NAVAID(s) in
order to execute the approach, including the missed
approach.
12.1.3.3 The FAA has initiated a program to provide
a new notation for LOC approaches when charted on
an ILS approach requiring other navigational aids to
fly the final approach course. The LOC minimums
will be annotated with the NAVAID required
(e.g., “DME Required” or “RADAR Required”).
During the transition period, ILS approaches will still
exist without the annotation.
12.1.3.4 The naming of multiple approaches of the
same type to the same runway is also changing.
Multiple approaches with the same guidance will be
annotated with an alphabetical suffix beginning at the
end of the alphabet and working backwards for
subsequent procedures (e.g., ILS Z RWY 28, ILS Y
RWY 28, etc.). The existing annotations such as
ILS 2 RWY 28 or Silver ILS RWY 28 will be phased
out and replaced with the new designation. The Cat II
and Cat III designations are used to differentiate
between multiple ILSs to the same runway unless
there are multiples of the same type.
12.1.3.5 WAAS (LPV, LNAV/VNAV and LNAV),
and GPS (LNAV) approach procedures are charted as
RNAV (GPS) RWY (Number) (e.g., RNAV (GPS)
RWY 21). VOR/DME RNAV approaches will
continue to be identified as VOR/DME RNAV RWY
(Number) (e.g., VOR/DME RNAV RWY 21).
VOR/DME RNAV procedures which can be flown by
GPS will be annotated with “or GPS” (e.g., VOR/
DME RNAV or GPS RWY 31).
12.1.4 Approach minimums are based on the local
altimeter setting for that airport, unless annotated
otherwise; e.g., Oklahoma City/Will Rogers World
approaches are based on having a Will Rogers World
altimeter setting. When a different altimeter source is
required, or more than one source is authorized, it will
be annotated on the approach chart; e.g., use Sidney
altimeter setting, if not received, use Scottsbluff
altimeter setting. Approach minimums may be raised
when a nonlocal altimeter source is authorized. When
more than one altimeter source is authorized, and the
minima are different, they will be shown by separate
lines in the approach minima box or a note; e.g., use
Manhattan altimeter setting; when not available use
Salina altimeter setting and increase all MDAs
40 feet. When the altimeter must be obtained from a
source other than air traffic a note will indicate the
source; e.g., Obtain local altimeter setting on CTAF.
When the altimeter setting(s) on which the approach
is based is not available, the approach is not
authorized. Baro-VNAV must be flown using the
local altimeter setting only. Where no local altimeter
is available, the LNAV/VNAV line will still be
published for use by WAAS receivers with a note that
Baro-VNAV is not authorized. When a local and at
least one other altimeter setting source is authorized
and the local altimeter is not available Baro-VNAV
is not authorized; however, the LNAV/VNAV
minima can still be used by WAAS receivers using the
alternate altimeter setting source.
12.1.5 A pilot adhering to the altitudes, flight paths,
and weather minimums depicted on the IAP chart or
vectors and altitudes issued by the radar controller, is
assured of terrain and obstruction clearance and
runway or airport alignment during approach for
landing.
12.1.6 IAPs are designed to provide an IFR descent
from the en route environment to a point where a safe
landing can be made. They are prescribed and
approved by appropriate civil or military authority to
ensure a safe descent during instrument flight
conditions at a specific airport. It is important that
AIP ENR 1.5-20
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
pilots understand these procedures and their use prior
to attempting to fly instrument approaches.
12.1.7 TERPS criteria are provided for the following
types of instrument approach procedures:
12.1.7.1 Precision Approach (PA). An instrument
approach based on a navigation system that provides
course and glidepath deviation information meeting
the precision standards of ICAO Annex 10. For
example, PAR, ILS,and GLS are precision approaches.
12.1.7.2 Approach with Vertical Guidance (APV).
An instrument approach based on a navigation
system that is not required to meet the precision
approach standards of ICAO Annex 10 but provides
course and glidepath deviation information. For
example, Baro-VNAV, LDA with glidepath, LNAV/
VNAV and LPV are APV approaches.
12.1.7.3 Nonprecision Approach (NPA). An instrument approach based on a navigation system which
provides course deviation information, but no
glidepath deviation information. For example, VOR,
NDB and LNAV. As noted in subparagraph 12.8,
Vertical Descent Angle (VDA) on Nonprecision
Approaches, some approach procedures may provide
a Vertical Descent Angle as an aid in flying a
stabilized approach, without requiring its use in order
to fly the procedure. This does not make the approach
an APV procedure, since it must still be flown to an
MDA and has not been evaluated with a glidepath.
12.2 The method used to depict prescribed altitudes
on instrument approach charts differs according to
techniques employed by different chart publishers.
Prescribed altitudes may be depicted in four different
configurations: minimum, maximum, mandatory,
and recommended. The U.S. Government distributes
charts produced by National Geospatial-Intelligence
Agency (NGA) and FAA. Altitudes are depicted on
these charts in the profile view with underscore,
overscore, both or none to identify them as minimum,
maximum, mandatory or recommended.
12.2.1 Minimum altitude will be depicted with the
altitude value underscored. Aircraft are required to
maintain altitude at or above the depicted value,
e.g., 3000.
12.2.2 Maximum altitude will be depicted with the
altitude value overscored. Aircraft are required to
maintain altitude at or below the depicted value,
e.g., 4000.
12.2.3 Mandatory altitude will be depicted with the
altitude value both underscored and overscored.
Aircraft are required to maintain altitude at the
depicted value, e.g., 5000.
12.2.4 Recommended altitude will be depicted with
no overscore or underscore. These altitudes are
depicted for descent planning, e.g., 6000.
NOTE-
Pilots are cautioned to adhere to altitudes as prescribed
because, in certain instances, they may be used as the basis
for vertical separation of aircraft by ATC. When a depicted
altitude is specified in the ATC clearance, that altitude
becomes mandatory as defined above.
12.3 Minimum Safe/Sector Altitudes (MSA) are
published for emergency use on IAP charts. For
conventional navigation systems, the MSA is
normally based on the primary omnidirectional
facility on which the IAP is predicated. The MSA
depiction on the approach chart contains the facility
identifier of the NAVAID used to determine the MSA
altitudes. For RNAV approaches, the MSA is based
on the runway waypoint (RWY WP) for straight-in
approaches, or the airport waypoint (APT WP) for
circling approaches. For GPS approaches, the MSA
center will be the missed approach waypoint
(MAWP). MSAs are expressed in feet above mean
sea level and normally have a 25 NM radius;
however, this radius may be expanded to 30 NM if
necessary to encompass the airport landing surfaces.
Ideally, a single sector altitude is established and
depicted on the plan view of approach charts;
however, when necessary to obtain relief from
obstructions, the area may be further sectored and as
many as four MSAs established. When established,
sectors may be no less than 90_ in spread. MSAs
provide 1,000 feet clearance over all obstructions but
do not necessarily assure acceptable navigation
signal coverage.
31 JULY 08
AIP ENR 1.5-21
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
12.4 Terminal Arrival Area (TAA)
12.4.1 The objective of the TAA is to provide a
seamless transition from the en route structure to the
terminal environment for arriving aircraft equipped
with Flight Management System (FMS) and/or
Global Positioning System (GPS) navigational
equipment. The underlying instrument approach
procedure is an area navigation (RNAV) procedure
described in this section. The TAA provides the pilot
and air traffic controller with a very efficient method
for routing traffic into the terminal environment with
little required air traffic control interface, and with
minimum altitudes depicted that provide standard
obstacle clearance compatible with the instrument
procedure associated with it. The TAA will not be
found on all RNAV procedures, particularly in areas
of heavy concentration of air traffic. When the TAA
is published, it replaces the MSA for that approach
procedure. See FIG ENR 1.5-20 for a depiction of a
RNAV approach chart with a TAA.
12.4.2 The RNAV procedure underlying the TAA
will be the “T” design (also called the “Basic T”), or
a modification of the “T.” The “T” design
incorporates from one to three IAFs; an intermediate
fix (IF) that serves as a dual purpose IF (IAF); a final
approach fix (FAF), and a missed approach point
(MAP) usually located at the runway threshold. The
three IAFs are normally aligned in a straight line
perpendicular to the intermediate course, which is an
extension of the final course leading to the runway,
forming a “T.” The initial segment is normally from
3-6 NM in length; the intermediate 5-7 NM, and the
final segment 5 NM. Specific segment length may be
varied to accommodate specific aircraft categories
for which the procedure is designed. However, the
published segment lengths will reflect the highest
category of aircraft normally expected to use the
procedure.
12.4.2.1 A standard racetrack holding pattern may
be provided at the center IAF, and if present may be
necessary for course reversal and for altitude
adjustment for entry into the procedure. In the latter
case, the pattern provides an extended distance for the
descent required by the procedure. Depiction of this
pattern in U.S. Government publications will utilize
the “hold-in-lieu-of-PT” holding pattern symbol.
12.4.2.2 The published procedure will be annotated
to indicate when the course reversal is not necessary
when flying within a particular TAA area; e.g.,
“NoPT.” Otherwise, the pilot is expected to execute
the course reversal under the provisions of 14 CFR
Section 91.175. The pilot may elect to use the course
reversal pattern when it is not required by the
procedure, but must inform air traffic control and
receive clearance to do so. (See FIG ENR 1.5-12,
FIG ENR 1.5-13, FIG ENR 1.5-20, and paragraph 8, Procedure Turn and Hold-in-lieu of
Procedure Turn.)
31 JULY 08
AIP ENR 1.5-22
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-12
Basic “T” Design
AIP ENR 1.5-23
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-13
Basic _T" Design
AIP ENR 1.5-24
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-14
Modified Basic _T"
12.4.3_The _T" design may be modified by the
procedure designers where required by terrain or air
traffic control considerations. For instance, the _T"
design may appear more like a regularly or irregularly
shaped _Y", or may even have one or both outboard
IAFs eliminated resulting in an upside down _L" or
an _I" configuration. (See FIG ENR 1.5-14 and
FIG ENR 1.5-21). Further, the leg lengths associated
with the outboard IAFs may differ. (See
FIG ENR 1.5-16 and FIG ENR 1.5-17.)
AIP ENR 1.5-25
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-15
Modified _T" Approach to Parallel Runways
12.4.4_Another modification of the _T" design may
be found at airports with parallel runway configurations. Each parallel runway may be served by its own
_T" IAF, IF (IAF), and FAF combination, resulting in
parallel final approach courses. (See
FIG ENR 1.5-15). Common IAFs may serve both
runways; however, only the intermediate and final
approach segments for the landing runway will be
shown on the approach chart. (See FIG ENR 1.5-16
and FIG ENR 1.5-17.)
AIP ENR 1.5-26
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-16
_T" Approach with Common IAFs to Parallel Runways
FIG ENR 1.5-17
_T" Approach with Common IAFs to Parallel Runways
AIP ENR 1.5-27
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-18
TAA Area
12.4.5 The standard TAA consists of three areas
defined by the extension of the IAF legs and the
intermediate segment course. These areas are called
the straight-in, left-base, and right-base areas. (See
FIG ENR 1.5-18). TAA area lateral boundaries are
identified by magnetic courses TO the IF (IAF). The
straight-in area can be further divided into
pie-shaped sectors with the boundaries identified by
magnetic courses TO the IF (IAF), and may contain
stepdown sections defined by arcs based on RNAV
distances (DME or ATD) from the IF (IAF). The
right/left-base areas can only be subdivided using
arcs based on RNAV distances from the IAFs for
those areas. Minimum MSL altitudes are charted
within each of these defined areas/subdivisions that
provide at least 1,000 feet of obstacle clearance, or
more as necessary in mountainous areas.
12.4.5.1 Prior to arriving at the TAA boundary, the
pilot can determine which area of the TAA the aircraft
will enter by selecting the IF (IAF) to determine the
magnetic bearing TO the center IF (IAF). That
bearing should then be compared with the published
bearings that define the lateral boundaries of the TAA
areas. Using the end IAFs may give a false indication
of which area the aircraft will enter. This is critical
when approaching the TAA near the extended
boundary between the left and right-base areas,
especially where these areas contain different
minimum altitude requirements.
12.4.5.2 Pilots entering the TAA and cleared by air
traffic control, are expected to proceed directly to the
IAF associated with that area of the TAA at the
altitude depicted, unless otherwise cleared by air
traffic control. Cleared direct to an Initial Approach
Fix (IAF) without a clearance for the procedure does
not authorize a pilot to descend to a lower TAA
altitude. If a pilot desires a lower altitude without an
approach clearance, request the lower TAA altitude.
If a pilot is not sure of what they are authorized or
expected to do by air traffic, they should ask air traffic
or request a specific clearance. Pilots entering the
TAA with two-way radio communications failure
(14 CFR Section_91.185, IFR Operations: Two-way
Radio Communications Failure), must maintain the
highest altitude prescribed by Section_91.185(c)(2)
until arriving at the appropriate IAF.
30 AUG 07
AIP ENR 1.5-28
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-19
Sectored TAA Areas
12.4.5.3 Depiction of the TAA on U.S. Government
charts will be through the use of icons located in the
plan view outside the depiction of the actual approach
procedure. (See FIG ENR 1.5-20). Use of icons is
necessary to avoid obscuring any portion of the “T”
procedure (altitudes, courses, minimum altitudes,
etc.). The icon for each TAA area will be located and
oriented on the plan view with respect to the direction
of arrival to the approach procedure, and will show all
TAA minimum altitudes and sector/radius subdivi-
sions for that area. The IAF for each area of the TAA
is included on the icon where it appears on the
approach, to help the pilot orient the icon to the
approach procedure. The IAF name and the distance
of the TAA area boundary from the IAF are included
on the outside arc of the TAA area icon. Examples
here are shown with the TAA around the approach to
aid pilots in visualizing how the TAA corresponds to
the approach and should not be confused with the
actual approach chart depiction.
12.4.5.4 Each waypoint on the “T”, except the
missed approach waypoint, is assigned a pronounce-
able 5-character name used in air traffic control
communications, and which is found in the RNAV
databases for the procedure. The missed approach
waypoint is assigned a pronounceable name when it
is not located at the runway threshold.
12.4.6 Once cleared to fly the TAA, pilots are
expected to obey minimum altitudes depicted within
the TAA icons, unless instructed otherwise by air
traffic control. In FIG ENR 1.5-19, pilots within the
left or right-base areas are expected to maintain a
minimum altitude of 6,000 feet until within 17 NM of
the associated IAF. After crossing the 17 NM arc,
descent is authorized to the lower charted altitudes.
Pilots approaching from the northwest are expected
to maintain a minimum altitude of 6,000 feet, and
when within 22 NM of the IF (IAF), descend to a
minimum altitude of 2,000 feet MSL until reaching
the IF (IAF).
AIP ENR 1.5-29
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-20
RNAV (GPS) Approach Chart
NOTE- This chart has been modified to depict new concepts and may not reflect actual approach minima.
AIP ENR 1.5-30
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-21
TAA with Left and Right
Base Areas Eliminated
12.4.7_Just as the underlying _T" approach procedure may be modified in shape, the TAA may contain
modifications to the defined area shapes and sizes.
Some areas may even be eliminated, with other areas
expanded as needed. FIG ENR 1.5-21 is an example
of a design limitation where a course reversal is
necessary when approaching the IF (IAF) from
certain directions due to the amount of turn required
at the IF (IAF). Design criteria require a course
reversal whenever this turn exceeds 120 degrees. In
this generalized example, pilots approaching on a
bearing TO the IF (IAF) from 300 _ clockwise
through 060 _ are expected to execute a course
reversal. The term _NoPT" will be annotated on the
boundary of the TAA icon for the other portion of the
TAA.
AIP ENR 1.5-31
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-22
TAA with Right Base Eliminated
12.4.8_FIG ENR 1.5-22 depicts another TAA modification that pilots may encounter. In this generalized
example, the right-base area has been eliminated.
Pilots operating within the TAA between 360 _
clockwise to 060 _ bearing TO the IF (IAF) are
expected to execute the course reversal in order to
properly align the aircraft for entry onto the
intermediate segment. Aircraft operating in all other
areas from 060_ clockwise to 360_ bearing TO the IF
(IAF) need not perform the course reversal, and the
term _NoPT" will be annotated on the TAA boundary
of the icon in these areas. TAAs are no longer being
produced with sections removed; however, some may
still exist on previously published procedures.
AIP ENR 1.5-32
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 1.5-23
Examples of a TAA with Feeders from an Airway
12.4.9_When an airway does not cross the lateral
TAA boundaries, a feeder route will be established to
provide a transition from the en route structure to the
appropriate IAF. Each feeder route will terminate at
the TAA boundary, and will be aligned along a path
pointing to the associated IAF. Pilots should descend
to the TAA altitude after crossing the TAA boundary
and cleared by air traffic control.
(See FIG ENR 1.5-23.)
AIP ENR 1.5-33
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5-24
Minimum Vectoring Altitude Charts
1500
2000
3000
3000
3000
3500
2500
5000
5500
5
10
15
20
25
30
348
013
057
102
160
250
277
289
N
12.5 Minimum Vectoring Altitudes (MVAs) are
established for use by ATC when radar ATC is
exercised. MVA charts are prepared by air traffic
facilities at locations where there are numerous
different minimum IFR altitudes. Each MVA chart
has sectors large enough to accommodate vectoring
of aircraft within the sector at the MVA. Each sector
boundary is at least 3 miles from the obstruction
determining the MVA. To avoid a large sector with an
excessively high MVA due to an isolated prominent
obstruction, the obstruction may be enclosed in a
buffer area whose boundaries are at least 3 miles from
the obstruction. This is done to facilitate vectoring
around the obstruction. (See FIG ENR 1.5-24.)
12.5.1 The minimum vectoring altitude in each
sector provides 1,000 feet above the highest obstacle
in nonmountainous areas and 2,000 feet above the
highest obstacle in designated mountainous areas.
Where lower MVAs are required in designated
mountainous areas to achieve compatibility with
terminal routes or to permit vectoring to an IAP,
1,000 feet of obstacle clearance may be authorized
with the use of Airport Surveillance Radar (ASR).
The minimum vectoring altitude will provide at least
300 feet above the floor of controlled airspace.
NOTE-
OROCA is an off-route altitude which provides
obstruction clearance with a 1,000 foot buffer in
nonmountainous terrain areas and a 2,000 foot buffer in
designated mountainous areas within the U.S. This altitude
may not provide signal coverage from ground-based
navigational aids, air traffic control radar, or
communications coverage.
12.5.2 Because of differences in the areas considered
for MVA, and those applied to other minimum
altitudes, and the ability to isolate specific obstacles,
some MVAs may be lower than the nonradar
Minimum En Route Altitudes (MEAs), Minimum
Obstruction Clearance Altitudes (MOCAs) or other
minimum altitudes depicted on charts for a given
location. While being radar vectored, IFR altitude
assignments by ATC will be at or above MVA.
12.6 Visual Descent Points (VDPs) are being
incorporated in nonprecision approach procedures.
The VDP is a defined point on the final approach
course of a nonprecision straight-in approach
procedure from which normal descent from the MDA
to the runway touchdown point may be commenced,
provided visual reference required by 14 CFR
Section 91.175(c)(3) is established. The VDP will
normally be identified by DME on VOR and LOC
procedures and by along track distance to the next
waypoint for RNAV procedures. The VDP is
identified on the profile view of the approach chart by
the symbol: V.
12.6.1 VDPs are intended to provide additional
guidance where they are implemented. No special
14 FEB 08
AIP ENR 1.5-34
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
technique is required to fly a procedure with a VDP.
The pilot should not descend below the MDA prior to
reaching the VDP and acquiring the necessary visual
reference.
12.6.2 Pilots not equipped to receive the VDP should
fly the approach procedure as though no VDP had
been provided.
12.7 Visual Portion of the Final Segment. Instrument procedures designers perform a visual area
obstruction evaluation off the approach end of each
runway authorized for instrument landing, straight-
in, or circling. Restrictions to instrument operations
are imposed if penetrations of the obstruction
clearance surfaces exist. These restrictions vary
based on the severity of the penetrations, and may
include increasing required visibility, denying VDPs
and prohibiting night instrument operations to the
runway.
12.8 Charting of Close in Obstacles on Instrument Procedure Charts. Obstacles that are close to
the airport may be depicted in either the planview of
the instrument approach chart or the airport sketch.
Obstacles are charted in only one of the areas, based
on space available and distance from the runway.
These obstacles could be in the visual segment of the
instrument approach procedure. On nonprecision
approaches, these obstacles should be considered
when determining where to begin descent from the
MDA (see “Pilot Operational Considerations When
Flying Nonprecision Approaches” in this paragraph).
12.9 Vertical Descent Angle (VDA) on Nonprecision Approaches. FAA policy is to publish VDAs
on all nonprecision approaches. Published along with
VDA is the threshold crossing height (TCH) that was
used to compute the angle. The descent angle may be
computed from either the final approach fix (FAF), or
a stepdown fix, to the runway threshold at the
published TCH. A stepdown fix is only used as the
start point when an angle computed from the FAF
would place the aircraft below the stepdown fix
altitude. The descent angle and TCH information are
charted on the profile view of the instrument
approach chart following the fix the angle was based
on. The optimum descent angle is 3.00 degrees; and
whenever possible the approach will be designed
using this angle.
12.9.1 The VDA provides the pilot with information
not previously available on nonprecision approaches.
It provides a means for the pilot to establish a
stabilized descent from the FAF or stepdown fix to the
MDA. Stabilized descent is a key factor in the
reduction of controlled flight into terrain (CFIT)
incidents. However, pilots should be aware that the
published angle is for information only -it is
strictly advisory in nature. There is no implicit
additional obstacle protection below the MDA. Pilots
must still respect the published minimum descent
altitude (MDA) unless the visual cues stated 14 CFR
Section 91.175 are present and they can visually
acquire and avoid obstacles once below the MDA.
The presence of a VDA does not guarantee obstacle
protection in the visual segment and does not change
any of the requirements for flying a nonprecision
approach.
12.9.2 Additional protection for the visual segment
below the MDA is provided if a VDP is published and
descent below the MDA is started at or after the VDP.
Protection is also provided, if a Visual Glide Slope
Indicator (VGSI); e.g., VASI or PAPI, is installed and
the aircraft remains on the VGSI glide path angle
from the MDA. In either case, a chart note will
indicate if the VDP or VGSI are not coincident with
the VDA. On RNAV approach charts, a small shaded
arrowhead shaped symbol (see the legend of the U.S.
Terminal Procedures books, page H1) from the end of
the VDA to the runway indicates that the 34:1 visual
surface is clear.
12.9.3 Pilots may use the published angle and
estimated/actual groundspeed to find a target rate of
descent from the rate of descent table published in the
back of the U.S. Terminal Procedures Publication.
This rate of descent can be flown with the Vertical
Velocity Indicator (VVI) in order to use the VDA as
an aid to flying a stabilized descent. No special
equipment is required.
12.9.4 Since one of the reasons for publishing a
circling only instrument landing procedures is that
the descent rate required exceeds the maximum
allowed for a straight in approach, circling only
procedures may have VDAs which are considerably
steeper than the standard 3 degree angle on final. In
this case, the VDA provides the crew with
information about the descent rate required to land
straight in from the FAF or step down fix to the
14 FEB 08 31 JULY 08
AIP ENR 1.5-35
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
threshold. This is not intended to imply that landing
straight ahead is recommended, or even possible,
since the descent rate may exceed the capabilities of
many aircraft. The pilot must determine how to best
maneuver the aircraft within the circling obstacle
clearance area in order to land.
12.9.5 In rare cases the LNAV minima may have a
lower HAT than minima with a glide path due to the
location of the obstacles. This should be a clear
indication to the pilot that obstacles exist below the
MDA which the pilot must see in order to ensure
adequate clearance. In those cases, the glide path may
be treated as a VDA and used to descend to the LNAV
MDA as long as all the rules for a nonprecision
approach are applied at the MDA. However, the pilot
must keep in mind the information in this paragraph
and in paragraph 12.10.
12.10 Pilot Operational Considerations When
Flying Nonprecision Approaches. The missed
approach point (MAP) on a nonprecision approach is
not designed with any consideration to where the
aircraft must begin descent to execute a safe landing.
It is developed based on terrain, obstructions,
NAVAID location and possibly air traffic considerations. Because the MAP may be located anywhere
from well prior to the runway threshold to past the
opposite end of the runway, the descent from the
Minimum Descent Altitude (MDA) to the runway
threshold cannot be determined based on the MAP
location. Descent from MDA at the MAP when the
MAP is located close to the threshold would require
an excessively steep descent gradient to land in the
normal touchdown zone. Any turn from the final
approach course to the runway heading may also be
a factor in when to begin the descent.
12.10.1 Pilots are cautioned that descent to a
straight-in landing from the MDA at the MAP may
be inadvisable or impossible, on a nonprecision
approach, even if current weather conditions meet the
published ceiling and visibility. Aircraft speed, height
above the runway, descent rate, amount of turn and
runway length are some of the factors which must be
considered by the pilot to determine if a landing can
be accomplished.
12.10.2 Visual descent points (VDPs) provide pilots
with a reference for the optimal location to begin
descent from the MDA, based on the designed
vertical descent angle (VDA) for the approach
procedure, assuming required visual references are
available. Approaches without VDPs have not been
assessed for terrain clearance below the MDA, and
may not provide a clear vertical path to the runway at
the normally expected descent angle. Therefore,
pilots must be especially vigilant when descending
below the MDA at locations without VDPs. This does
not necessarily prevent flying the normal angle; it
only means that obstacle clearance in the visual
segment could be less and greater care should be
exercised in looking for obstacles in the visual
segment. Use of visual glide slope indicator (VGSI)
systems can aid the pilot in determining if the aircraft
is in a position to make the descent from the MDA.
However, when the visibility is close to minimums,
the VGSI may not be visible at the start descent point
for a “normal” glidepath, due to its location down the
runway.
12.10.3 Accordingly, pilots are advised to carefully
review approach procedures, prior to initiating the
approach, to identify the optimum position(s), and
any unacceptable positions, from which a descent to
landing can be initiated (in accordance with 14 CFR
Section 91.175(c)).
12.11 Area Navigation (RNAV) Instrument
Approach Charts. Reliance on RNAV systems for
instrument operations is becoming more
commonplace as new systems such as GPS and
augmented GPS such as the Wide Area
Augmentation System (WAAS) are developed and
deployed. In order to support full integration of
RNAV procedures into the National Airspace System
(NAS), the FAA developed a new charting format for
IAPs (See FIG ENR 1.5-20). This format avoids
unnecessary duplication and proliferation of
instrument approach charts. The original stand alone
GPS charts, titled simply “GPS,” are being converted
to the newer format as the procedures are revised.
One reason for the revision could be the addition of
WAAS based minima to the approach chart. The
reformatted approach chart is titled “RNAV (GPS)
RWY XX.” Up to four lines of minima are included
on these charts. GLS (Global Navigation Satellite
System Landing System) was a placeholder
for future WAAS and LAAS minima, and the minima
was always listed as N/A. The GLS minima line has
now been replaced by the WAAS LPV (Localizer
Performance with Vertical Guidance) minima on
most RNAV (GPS) charts. LNAV/VNAV (lateral
navigation/vertical navigation) was added to support
both WAAS electronic vertical guidance and
Barometric VNAV. LPV and LNAV/VNAV are both
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APV procedures as described in paragraph 12.1.7.
The original GPS minima, titled “S-XX,” for straight
in runway XX, is retitled LNAV (lateral navigation).
Circling minima may also be published. A new type
of nonprecision WAAS minima will also be
published on this chart and titled LP (localizer
performance). LP will be published in locations
where vertically guided minima cannot be provided
due to terrain and obstacles and therefore, no LPV or
LNAV/VNAV minima will be published. Current
plans call for LAAS based procedures to be published
on a separate chart and for the GLS minima line to be
used only for LAAS. ATC clearance for the RNAV
procedure authorizes a properly certified pilot to
utilize any minimums for which the aircraft is
certified: e.g. a WAAS equipped aircraft utilize the
LPV or LP minima but a GPS only aircraft may not.
The RNAV chart includes information formatted for
quick reference by the pilot or flight crew at the top
of the chart. This portion of the chart, developed
based on a study by the Department of
Transportation, Volpe National Transportation
System Center, is commonly referred to as the pilot
briefing.
12.11.1 The minima lines are:
12.11.1.1 GLS. “GLS” is the acronym for GNSS
landing system; GNSS is the ICAO acronym for
Global Navigation Satellite System (the international
term for all GPS type systems). This line was
originally published as a placeholder for both WAAS
and LAAS minima and marked as N/A since no
minima was published. As the concepts for LAAS
and WAAS procedure publication have evolved, GLS
will now be used only for LAAS minima, which will
be on a separate approach chart. Most RNAV(GPS)
approach charts have had the GLS minima line
replaced by a WAAS LPV line of minima.
12.11.1.2 LPV. “LPV” is the acronym for localizer
performance with vertical guidance. LPV identifies
WAAS APV approach minimums with electronic
lateral and vertical guidance. The lateral guidance is
equivalent to localizer and the protected area for LPV
procedures is now the same as for an ILS. The
obstacle clearance area is considerably smaller than
the LNAV/VNAV protection, allowing lower minima
in many cases. Aircraft can fly this minima line with
a statement in the Aircraft Flight Manual that the
installed equipment supports LPV approaches. This
includes Class 3 and 4 TSO-C146 WAAS equipment.
12.11.1.3 LNAV/VNAV. LNAV/VNAV identifies
APV minimums developed to accommodate an
RNAV IAP with vertical guidance, usually provided
by approach certified Baro-VNAV, but with lateral
and vertical integrity limits larger than a precision
approach or LPV. LNAV stands for Lateral
Navigation; VNAV stands for Vertical Navigation.
This minima line can be flown by aircraft with a
statement in the Aircraft Flight Manual that the
installed equipment supports GPS approaches and
has an approach-approved barometric VNAV, or if
the aircraft has been demonstrated to support
LNAV/VNAV approaches. This includes Class 2, 3
and 4 TSO-C146 WAAS equipment. Aircraft using
LNAV/VNAV minimums will descend to landing via
an internally generated descent path based on satellite
or other approach approved VNAV systems. Since
electronic vertical guidance is provided, the minima
will be published as a DA. Other navigation systems
may be specifically authorized to use this line of
minima, see Section A, Terms/Landing Minima Data,
of the U.S. Terminal Procedures books.
12.11.1.4 LP. “LP” is the acronym for localizer
performance. LP identifies nonprecision WAAS
procedures which are equivalent to ILS Localizer
procedures. LP is intended for use in locations where
vertical guidance cannot be provided due to terrain or
other obstacles. The protected area is considerably
smaller than the area for LNAV lateral protection and
will provide a lower MDA in many cases. WAAS
equipment may not support LP, even if it supports
LPV, if it was approved before TSO C-145B and
TSO C-146B. Receivers approved under previous
TSOs may require an upgrade by the manufacturer in
order to be used to fly to LP minima. Receivers
approved for LP must have a statement in the
approved Flight Manual or Supplemental Flight
Manual including LP as one of the approved
approach types. LPV and LP cannot be published as
part of the same instrument procedure due to the
inability to change integrity limits during an
approach.
12.11.1.5 LNAV. This minima is for lateral navigation only, and the approach minimum altitude will be
published as a minimum descent altitude (MDA).
LNAV provides the same level of service as the
present GPS stand alone approaches. LNAV
minimums support the following navigation systems:
WAAS, when the navigation solution will not support
vertical navigation; and, GPS navigation systems
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which are presently authorized to conduct GPS
approaches. Existing GPS approaches continue to be
converted to the RNAV (GPS) format as they are
revised or reviewed.
NOTE-
GPS receivers approved for approach operations in
accordance with: AC 20-138, Airworthiness Approval of
Global Positioning System (GPS) Navigation Equipment
for Use as a VFR and IFR Supplemental Navigation
System, for stand-alone Technical Standard Order (TSO)
TSO-C129 Class A(1) systems; or AC 20-130A,
Airworthiness Approval of Navigation or Flight
Management Systems Integrating Multiple Navigation
Sensors, for GPS as part of a multi-sensor system, qualify
for this minima. WAAS navigation equipment must be
approved in accordance with the requirements specified in
TSO-C145 or TSO-C146 and installed in accordance with
Advisory Circular AC 20-138A, Airworthiness Approval
of Global Navigation Satellite System (GNSS) Equipment.
12.11.2 Other systems may be authorized to utilize
these approaches. See the description in Section A of
the U.S. Terminal Procedures books for details. These
systems may include aircraft equipped with an FMS
that can file /E or /F. Operational approval must also
be obtained for Baro-VNAV systems to operate to the
LNAV/VNAV minimums. Baro-VNAV may not be
authorized on some approaches due to other factors,
such as no local altimeter source being available.
Baro-VNAV is not authorized on LPV procedures.
Pilots are directed to their local Flight Standards
District Office (FSDO) for additional information.
NOTE-
RNAV and Baro-VNAV systems must have a manufacturer
supplied electronic database which shall include the
waypoints, altitudes, and vertical data for the procedure to
be flown. The system shall also be able to extract the
procedure in its entirety, not just as a manually entered
series of waypoints.
12.11.3 ILS or RNAV (GPS) charts. Some RNAV
(GPS) charts will also contain an ILS line of minima
to make use of the ILS precision final in conjunction
with the RNAV GPS capabilities for the portions of
the procedure prior to the final approach segment and
for the missed approach. Obstacle clearance for the
portions of the procedure other than the final
approach segment is still based on GPS criteria.
NOTE-
Some GPS receiver installations inhibit GPS navigation
whenever ANY ILS frequency is tuned. Pilots flying
aircraft with receivers installed in this manner must wait
until they are on the intermediate segment of the procedure
prior to the PFAF (PFAF is the active waypoint) to tune
the ILS frequency and must tune the ILS back to a VOR
frequency in order to fly the GPS based missed approach.
12.11.4 Required Navigation Performance (RNP)
12.11.4.1 Pilots are advised to refer to the
“TERMS/LANDING MINIMUMS DATA” (Section A) of the U.S. Government Terminal Procedures
books for aircraft approach eligibility requirements
by specific RNP level requirements.
12.11.4.2 Some aircraft have RNP approval in their
AFM without a GPS sensor. The lowest level of
sensors that the FAA will support for RNP service is
DME/DME. However, necessary DME signal may
not be available at the airport of intended operations.
For those locations having an RNAV chart published
with LNAV/VNAV minimums, a procedure note may
be provided such as “DME/DME RNP-0.3 NA.”
This means that RNP aircraft dependent on
DME/DME to achieve RNP-0.3 are not authorized to
conduct this approach. Where DME facility
availability is a factor, the note may read “DME/DME
RNP-0.3 Authorized; ABC and XYZ Required.”
This means that ABC and XYZ facilities have been
determined by flight inspection to be required in the
navigation solution to assure RNP-0.3. VOR/DME
updating must not be used for approach procedures.
12.11.5 CHART TERMINOLOGY
12.11.5.1 Decision Altitude (DA) replaces the
familiar term Decision Height (DH). DA conforms to
the international convention where altitudes relate to
MSL and heights relate to AGL. DA will eventually
be published for other types of instrument approach
procedures with vertical guidance, as well. DA
indicates to the pilot that the published descent profile
is flown to the DA (MSL), where a missed approach
will be initiated if visual references for landing are not
established. Obstacle clearance is provided to allow
a momentary descent below DA while transitioning
from the final approach to the missed approach. The
aircraft is expected to follow the missed instructions
while continuing along the published final approach
course to at least the published runway threshold
waypoint or MAP (if not at the threshold) before
executing any turns.
12.11.5.2 Minimum Descent Altitude (MDA) has
been in use for many years, and will continue to be
used for the LNAV only and circling procedures.
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12.11.5.3 Threshold Crossing Height (TCH) has
been traditionally used in “precision” approaches as
the height of the glide slope above threshold. With
publication of LNAV/VNAV minimums and RNAV
descent angles, including graphically depicted
descent profiles, TCH also applies to the height of the
“descent angle,” or glidepath, at the threshold. Unless
otherwise required for larger type aircraft which may
be using the IAP, the typical TCH is 30 to 50 feet.
12.11.6 The MINIMA FORMAT will also change
slightly.
12.11.6.1 Each line of minima on the RNAV IAP is
titled to reflect the level of service available;
e.g., GLS, LPV, LNAV/VNAV, and LNAV. CIR-
CLING minima will also be provided.
12.11.6.2 The minima title box indicates the nature
of the minimum altitude for the IAP. For example:
a) DA will be published next to the minima line
title for minimums supporting vertical guidance such
as for GLS, LPV or LNAV/VNAV.
b) MDA will be published where the minima line
was designed to support aircraft with only lateral
guidance available, such as LNAV. Descent below the
MDA, including during the missed approach, is not
authorized unless the visual conditions stated in
14 CFR Section 91.175 exist.
c) Where two or more systems, such as LPV and
LNAV/VNAV, share the same minima, each line of
minima will be displayed separately.
12.11.7 Chart Symbology changed slightly to
include:
12.11.7.1 Descent Profile. The published descent
profile and a graphical depiction of the vertical path
to the runway will be shown. Graphical depiction of
the RNAV vertical guidance will differ from the
traditional depiction of an ILS glide slope (feather)
through the use of a shorter vertical track beginning
at the decision altitude.
a) It is FAA policy to design IAPs with minimum
altitudes established at fixes/waypoints to achieve
optimum stabilized (constant rate) descents within
each procedure segment. This design can enhance the
safety of the operations and contribute toward
reduction in the occurrence of controlled flight into
terrain (CFIT) accidents. Additionally, the National
Transportation Safety Board (NTSB) recently
emphasized that pilots could benefit from publication
of the appropriate IAP descent angle for a stabilized
descent on final approach. The RNAV IAP format
includes the descent angle to the hundredth of a
degree; e.g., 3.00 degrees. The angle will be provided
in the graphically depicted descent profile.
b) The stabilized approach may be performed by
reference to vertical navigation information provided
by WAAS or LNAV/VNAV systems; or for
LNAV-only systems, by the pilot determining the
appropriate aircraft attitude/groundspeed combination to attain a constant rate descent which best
emulates the published angle. To aid the pilot, U.S.
Government Terminal Procedures Publication charts
publish an expanded Rate of Descent Table on the
inside of the back hard cover for use in planning and
executing precision descents under known or
approximate groundspeed conditions.
12.11.7.2 Visual Descent Point (VDP). A VDP
will be published on most RNAV IAPs. VDPs apply
only to aircraft utilizing LP or LNAV minima, not
LPV or LNAV/VNAV minimums.
12.11.7.3 Missed Approach Symbology. In order
to make missed approach guidance more readily
understood, a method has been developed to display
missed approach guidance in the profile view through
the use of quick reference icons. Due to limited space
in the profile area, only four or fewer icons can be
shown. However, the icons may not provide
representation of the entire missed approach
procedure. The entire set of textual missed approach
instructions are provided at the top of the approach
chart in the pilot briefing. (See FIG ENR 1.5-20.)
12.11.7.4 Waypoints. All RNAV or GPS stand-
alone IAPs are flown using data pertaining to the
particular IAP obtained from an onboard database,
including the sequence of all WPs used for the
approach and missed approach, except that step down
waypoints may not be included in some TSO-C-129
receiver databases. Included in the database, in most
receivers, is coding that informs the navigation
system of which WPs are fly-over (FO) or fly-by
(FB). The navigation system may provide guidance
appropriately -including leading the turn prior to a
fly-by WP; or causing overflight of a fly-over WP.
Where the navigation system does not provide such
guidance, the pilot must accomplish the turn lead or
waypoint overflight manually. Chart symbology for
the FB WP provides pilot awareness of expected
actions. Refer to the legend of the U.S. Terminal
Procedures books.
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12.11.7.5 TAAs are described in subparagraph 12.4,
Terminal Arrival Area (TAA). When published, the
RNAV chart depicts the TAA areas through the use of
“icons” representing each TAA area associated with
the RNAV procedure (See FIG ENR 1.5-20). These
icons are depicted in the plan view of the approach
chart, generally arranged on the chart in accordance
with their position relative to the aircrafts arrival from
the en route structure. The WP, to which navigation
is appropriate and expected within each specific TAA
area, will be named and depicted on the associated
TAA icon. Each depicted named WP is the IAF for
arrivals from within that area. TAAs may not be used
on all RNAV procedures because of airspace
congestion or other reasons.
12.11.7.6 Hot and Cold Temperature Limitations.
A minimum and maximum temperature limitation
is published on procedures which authorize Baro-
VNAV operation. These temperatures represent the
airport temperature above or below which Baro-
VNAV is not authorized to LNAV/VNAV minimums.
As an example, the limitation will read: “Uncompensated Baro-VNAV NA below -8_C (-18_F) or
above 47_C (117_F).” This information will be found
in the upper left hand box of the pilot briefing. When
the temperature is above the high temperature or
below the low temperature limit, Baro-VNAV may
be used to provide a stabilized descent to the LNAV
MDA; however, extra caution should be used in the
visual segment to ensure a vertical correction is not
required. If the VGSI is aligned with the published
glidepath, and the aircraft instruments indicate on
glidepath, an above or below glidepath indication on
the VGSI may indicate that temperature error is
causing deviations to the glidepath. These deviations
should be considered if the approach is continued
below the MDA.
NOTE-
Many systems which apply Baro-VNAV temperature
compensation only correct for cold temperature. In this
case, the high temperature limitation still applies. Also,
temperature compensation may require activation by
maintenance personnel during installation in order to be
functional, even though the system has the feature. Some
systems may have a temperature correction capability, but
correct the Baro-altimeter all the time, rather than just on
the final, which would create conflicts with other aircraft
if the feature were activated. Pilots should be aware of
compensation capabilities of the system prior to
disregarding the temperature limitations.
NOTE-
Temperature limitations do not apply to flying the
LNAV/VNAV line of minima using approach certified
WAAS receivers when LPV or LNAV/VNAV are
annunciated to be available.
12.11.7.7 WAAS Channel Number/Approach ID.
The WAAS Channel Number is an optional
equipment capability that allows the use of a 5-digit
number to select a specific final approach segment
without using the menu method. The Approach ID is
an airport unique 4-character combination for
verifying the selection and extraction of the correct
final approach segment information from the aircraft
database. It is similar to the ILS ident, but displayed
visually rather than aurally. The Approach ID
consists of the letter W for WAAS, the runway
number, and a letter other than L, C or R, which could
be confused with Left, Center and Right, e.g., W35A.
Approach IDs are assigned in the order that WAAS
approaches are built to that runway number at that
airport. The WAAS Channel Number and Approach
ID are displayed in the upper left corner of the
approach procedure pilot briefing.
12.11.7.8 At locations where outages of WAAS
vertical guidance may occur daily due to initial
system limitations, a negative W symbol ( ) will be
placed on RNAV (GPS) approach charts. Many of
these outages will be very short in duration, but may
result in the disruption of the vertical portion of the
approach. The symbol indicates that NOTAMs or
Air Traffic advisories are not provided for outages
which occur in the WAAS LNAV/VNAV or LPV
vertical service. Use LNAV minima for flight
planning at these locations, whether as a destination
or alternate. For flight operations at these locations,
when the WAAS avionics indicate that LNAV/VNAV
or LPV service is available, then vertical guidance
may be used to complete the approach using the
displayed level of service. Should an outage occur
during the procedure, reversion to LNAV minima
may be required. As the WAAS coverage is
expanded, the will be removed.
13. Special Instrument Approach
Procedures
13.1 Instrument Approach Procedure (IAP) charts
reflect the criteria associated with the U.S. Standard
for Terminal Instrument Procedures
(TERPs), which prescribes standardized methods for
use in developing IAPs. Standard IAPs are published
in the Federal Register (FR) in accordance with
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Title 14 of the Code of Federal Regulations, Part 97,
and are available for use by appropriately qualified
pilots operating properly equipped and airworthy
aircraft in accordance with operating rules and
procedures acceptable to the FAA. Special IAPs are
also developed using TERPS but are not given public
notice in the FR. The FAA authorizes only certain
individual pilots and/or pilots in individual organizations to use special IAPs, and may require additional
crew training and/or aircraft equipment or performance, and may also require the use of landing aids,
communications, or weather services not available
for public use. Additionally, IAPs that service private
use airports or heliports are generally special IAPs.
14. Radar Approaches
14.1 The only airborne radio equipment required for
radar approaches is a functioning radio transmitter
and receiver. The radar controller vectors the aircraft
to align it with the runway centerline. The controller
continues the vectors to keep the aircraft on course
until the pilot can complete the approach and landing
by visual reference to the surface. There are two types
of radar approaches, “Precision” (PAR) and
“Surveillance” (ASR).
14.2 A radar approach may be given to any aircraft
upon request and may be offered to pilots of aircraft
in distress or to expedite traffic; however, a
surveillance approach might not be approved unless
there is an ATC operational requirement, or in an
unusual or emergency situation. Acceptance of a
precision or surveillance approach by a pilot does not
waive the prescribed weather minimums for the
airport or for the particular aircraft operator
concerned. The decision to make a radar approach
when the reported weather is below the established
minimums rests with the pilot.
14.3 Precision and surveillance approach minimums
are published on separate pages in the Federal
Aviation Administration Instrument Approach
Procedure charts.
14.3.1 A Precision Approach (PAR) is one in which
a controller provides highly accurate navigational
guidance in azimuth and elevation to a pilot. Pilots are
given headings to fly to direct them to and keep their
aircraft aligned with the extended centerline of the
landing runway. They are told to anticipate glidepath
interception approximately 10 to 30 seconds before it
occurs and when to start descent. The published
decision height will be given only if the pilot requests
it. If the aircraft is observed to deviate above or below
the glidepath, the pilot is given the relative amount of
deviation by use of terms “slightly” or “well” and is
expected to adjust the aircrafts rate of descent to
return to the glidepath. Trend information is also
issued with respect to the elevation of the aircraft and
may be modified by the terms “rapidly” and
“slowly”; e.g., “well above glidepath, coming down
rapidly.” Range from touchdown is given at least
once each mile. If an aircraft is observed by the
controller to proceed outside of specified safety zone
limits in azimuth and/or elevation and continues to
operate outside these prescribed limits, the pilot will
be directed to execute a missed approach or to fly a
specified course unless the pilot has the runway
environment (runway, approach lights, etc.) in sight.
Navigational guidance in azimuth and elevation is
provided the pilot until the aircraft reaches the
published decision height (DH). Advisory course and
glidepath information is furnished by the controller
until the aircraft passes over the landing threshold, at
which point the pilot is advised of any deviation from
the runway centerline. Radar service is automatically
terminated upon completion of the approach.
14.3.2 A Surveillance Approach (ASR) is one in
which a controller provides navigational guidance in
azimuth only. The pilot is furnished headings to fly to
align the aircraft with the extended centerline of the
landing runway. Since the radar information used for
a surveillance approach is considerably less precise
than that used for a precision approach, the accuracy
of the approach will not be as great, and higher
minimums will apply. Guidance in elevation is not
possible but the pilot will be advised when to
commence descent to the minimum descent altitude
(MDA) or, if appropriate, to an intermediate “step
down fix” minimum crossing altitude and subsequently to the prescribed MDA. In addition, the pilot
will be advised of the location of the missed approach
point (MAP) prescribed for the procedure and the
aircrafts position each mile on final from the runway,
airport/heliport, or MAP, as appropriate. If requested
by the pilot, recommended altitudes will be issued at
each mile, based on the descent gradient established
for the procedure, down to the last mile that is at or
above the MDA. Normally, navigational guidance
will be provided until the aircraft reaches the MAP.
Controllers will terminate guidance and instruct the
pilot to execute a missed approach unless at the MAP
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the pilot has the runway, airport/heliport in sight or,
for a helicopter point-in-space approach, the
prescribed visual reference with the surface is
established. Also, if at any time during the approach
the controller considers that safe guidance for the
remainder of the approach cannot be provided, the
controller will terminate guidance and instruct the
pilot to execute a missed approach. Similarly,
guidance termination and missed approach will be
effected upon pilot request, and for civil aircraft only,
controllers may terminate guidance when the pilot
reports the runway, airport/heliport, or visual surface
route (point-in-space approach) in sight or otherwise
indicates that continued guidance is not required.
Radar service is automatically terminated at the
completion of a radar approach.
NOTE-
1. The published MDA for straight-in approaches will be
issued to the pilot before beginning descent. When a
surveillance approach will terminate in a circle-to-land
maneuver, the pilot must furnish the aircraft approach
category to the controller. The controller will then provide
the pilot with the appropriate MDA.
2. ASR approaches are not available when an ATC facility
is using center radar arts presentation/ processing
(CENRAP).
14.3.3 A No-Gyro Approach is available to a pilot
under radar control who experiences circumstances
wherein the directional gyro or other stabilized
compass is inoperative or inaccurate. When this
occurs, the pilot should so advise ATC and request a
No-Gyro vector or approach. Pilots of aircraft not
equipped with a directional gyro or other stabilized
compass who desire radar handling may also request
a No-Gyro vector or approach. The pilot should make
all turns at standard rate and should execute the turn
immediately upon receipt of instructions. For
example, “TURN RIGHT,” “STOP TURN.” When a
surveillance or precision approach is made, the pilot
will be advised after the aircraft has been turned onto
final approach to make turns at half standard rate.
15. Radar Monitoring of Instrument
Approaches
15.1 PAR facilities operated by the FAA and the
military services at some joint-use (civil/military)
and military installations monitor aircraft on
instrument approaches and issue radar advisories to
the pilot when weather is below VFR minimum
(1,000 and 3), at night, or when requested by a pilot.
This service is provided only when the PAR final
approach course coincides with the final approach of
the navigational aid and only during the operational
hours of the PAR. The radar advisories serve only as
a secondary aid since the pilot has selected the
navigational aid as the primary aid for the approach.
