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.
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.
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)).
k. 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 5-4-9). 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
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electronic vertical guidance and Barometric VNAV.
LPV and LNAV/VNAV are both APV procedures as
described in paragraph 5-4-5a7. 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.
1. The minima lines are:
(a) 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.
(b) 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.
(c) 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.
(d) 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.
(e) 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:
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WAAS, when the navigation solution will not support
vertical navigation; and, GPS navigation systems
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.
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.
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.
4. Required Navigation Performance (RNP)
(a) 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.
(b) 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.
5. Chart Terminology
(a) 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.
(b) 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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(c) 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.
6. The MINIMA FORMAT will also change
slightly.
(a) 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. CIRCLING
minima will also be provided.
(b) The minima title box indicates the nature
of the minimum altitude for the IAP. For example:
(1) DA will be published next to the
minima line title for minimums supporting vertical
guidance such as for GLS, LPV or LNAV/VNAV.
(2) 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.
(3) Where two or more systems, such as
LPV and LNAV/VNAV, share the same minima, each
line of minima will be displayed separately.
7. Chart Symbology changed slightly to
include:
(a) 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.
(1) 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.
(2) 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.
(b) 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.
(c) 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 5-4-9).
(d) 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-C129 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
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of expected actions. Refer to the legend of the U.S.
Terminal Procedures books.
(e) TAAs are described in paragraph 5-4-5d,
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 5-4-9). 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 aircraft’s 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.
(f) 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.
(g) 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.
(h) 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.
5-4-6. Approach Clearance
a. An aircraft which has been cleared to a holding
fix and subsequently “cleared . . . approach” has not
received new routing. Even though clearance for the
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approach may have been issued prior to the aircraft
reaching the holding fix, ATC would expect the pilot
to proceed via the holding fix (his/her 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.
b. 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.
c. 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. When uncertain of the
clearance, immediately query ATC as to what route of
flight is desired.
d. The name of an instrument approach, as
published, is used to identify the approach, even
though a component of the approach aid, such as the
glideslope on an Instrument Landing System, is
inoperative or unreliable. The controller will use the
name of the approach as published, but must advise
the aircraft at the time an approach clearance is issued
that the inoperative or unreliable approach aid
component is unusable.
5-4-7. Instrument Approach Procedures
a. 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:
1. Category A: Speed less than 91 knots.
2. Category B: Speed 91 knots or more but less
than 121 knots.
3. Category C: Speed 121 knots or more but
less than 141 knots.
4. Category D: Speed 141 knots or more but
less than 166 knots.
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 1.3VSO, 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.
b. When operating on an unpublished route or
while being radar vectored, the pilot, when an
approach clearance is received, shall, in addition to
complying with the minimum altitudes for IFR
operations (14 CFR Section 91.177), maintain the
last assigned altitude unless a different altitude is
assigned by ATC, or until the aircraft is established on
a segment of a published route or IAP. After the
aircraft is so established, published altitudes apply to
descent within each succeeding route or approach
segment unless a different altitude is assigned by
ATC. Notwithstanding this pilot responsibility, for
aircraft operating on unpublished routes or while
being radar vectored, ATC will, except when
conducting a radar approach, issue an IFR approach
clearance only after the aircraft is established on a
segment of a published route or IAP, or assign an
altitude to maintain until the aircraft is established on
a segment of a published route or instrument
approach procedure. For this purpose, the procedure
turn of a published IAP shall not be considered a
segment of that IAP until the aircraft reaches the
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initial fix or navigation facility upon which the
procedure turn is predicated.
EXAMPLE-
Cross Redding VOR at or above five thousand, cleared
VOR runway three four approach.
or
Five miles from outer marker, turn right heading three three
zero, maintain two thousand until established on the
localizer, cleared ILS runway three six approach.
NOTE-
The altitude assigned will assure IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published route
or IAP. If uncertain of the meaning of the clearance,
immediately request clarification from ATC.
c. Several IAPs, using various navigation and
approach aids may be authorized for an airport. ATC
may advise that a particular approach procedure is
being used, primarily to expedite traffic. If issued a
clearance that specifies a particular approach
procedure, notify ATC immediately if a different one
is desired. In this event it may be necessary for ATC
to withhold clearance for the different approach until
such time as traffic conditions permit. However, a
pilot involved in an emergency situation will be given
priority. If the pilot is not familiar with the specific
approach procedure, ATC should be advised and they
will provide detailed information on the execution of
the procedure.
REFERENCE-
AIM, Advance Information on Instrument Approach, Paragraph 5-4-4.
d. At times ATC may not specify a particular
approach procedure in the clearance, but will state
“CLEARED APPROACH.” Such clearance
indicates that the pilot may execute any one of the
authorized IAPs for that airport. This clearance does
not constitute approval for the pilot to execute a
contact approach or a visual approach.
e. Except when being radar vectored to the final
approach course, when cleared for a specifically
prescribed IAP; i.e., “cleared ILS runway one niner
approach” or when “cleared approach” i.e., execution
of any procedure prescribed for the airport, pilots
shall execute the entire procedure commencing at an
IAF or an associated feeder route as described on the
IAP chart unless an appropriate new or revised ATC
clearance is received, or the IFR flight plan is
canceled.
f. Pilots planning flights to locations which are
private airfields or which have instrument approach
procedures based on private navigation aids should
obtain approval from the owner. In addition, the pilot
must be authorized by the FAA to fly special
instrument approach procedures associated with
private navigation aids (see paragraph 5-4-8).
Owners of navigation aids that are not for public use
may elect to turn off the signal for whatever reason
they may have; e.g., maintenance, energy
conservation, etc. Air traffic controllers are not
required to question pilots to determine if they have
permission to land at a private airfield or to use
procedures based on privately owned navigation aids,
and they may not know the status of the navigation
aid. Controllers presume a pilot has obtained
approval from the owner and the FAA for use of
special instrument approach procedures and is aware
of any details of the procedure if an IFR flight plan
was filed to that airport.
g. Pilots should not rely on radar to identify a fix
unless the fix is indicated as “RADAR” on the IAP.
Pilots may request radar identification of an OM, but
the controller may not be able to provide the service
due either to workload or not having the fix on the
video map.
h. If a missed approach is required, advise ATC
and include the reason (unless initiated by ATC).
Comply with the missed approach instructions for the
instrument approach procedure being executed,
unless otherwise directed by ATC.
REFERENCE-
AIM, Missed Approach, Paragraph 5-4-21.
AIM, Missed Approach, Paragraph 5-5-5.
i. ATC may clear aircraft that have filed an
Advanced RNAV equipment suffix to the
intermediate fix when clearing aircraft for an
instrument approach procedure. ATC will take the
following actions when clearing Advanced RNAV
aircraft to the intermediate fix:
1. Provide radar monitoring to the intermediate
fix.
2. Advise the pilot to expect clearance direct to
the intermediate fix at least 5 miles from the fix.
NOTE-
This is to allow the pilot to program the RNAV equipment
to allow the aircraft to fly to the intermediate fix when
cleared by ATC.
3. Assign an altitude to maintain until the
intermediate fix.
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AIM 2/14/5-4-26 Arrival Procedures
4. Insure the aircraft is on a course that will
intercept the intermediate segment at an angle not
greater than 90 degrees and is at an altitude that will
permit normal descent from the intermediate fix to
the final approach fix.
5-4-8. Special Instrument Approach
Procedures
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
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.
5-4-9. Procedure Turn and Hold-in-lieu of
Procedure Turn
a. 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).
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 tear-drop 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.
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.
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
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5-4-27
Arrival Procedures
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.
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 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 5-4-9.(See U. S.
Terminal Procedures booklets page G1 for both examples.)
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.
b. Limitations on Procedure Turns.
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 execute a
procedure turn.
2. When a teardrop procedure turn is depicted
and a course reversal is required, this type turn must
be executed.
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.
REFERENCE-
AIM, Holding, Paragraph 5-3-7j2.
4. The absence of the procedure turn barb in the
plan view indicates that a procedure turn is not
authorized for that procedure.
5-4-10. Timed Approaches from a Holding
Fix
a. TIMED APPROACHES may be conducted
when the following conditions are met:
1. A control tower is in operation at the airport
where the approaches are conducted.
2. Direct communications are maintained
between the pilot and the center or approach
controller until the pilot is instructed to contact the
tower.
3. If more than one missed approach procedure
is available, none require a course reversal.
4. If only one missed approach procedure is
available, the following conditions are met:
(a) Course reversal is not required; and,
7/31/08 AIM
AIM 2/14/5-4-28 Arrival Procedures
(b) Reported ceiling and visibility are equal
to or greater than the highest prescribed circling
minimums for the IAP.
5. When cleared for the approach, pilots shall
not execute a procedure turn. (14 CFR
Section 91.175.)
b. Although the controller will not specifically
state that “timed approaches are in progress,” the
assigning of a time to depart the final approach fix
inbound (nonprecision approach) or the outer marker
or fix used in lieu of the outer marker inbound
(precision approach) is indicative that timed
approach procedures are being utilized, or in lieu of
holding, the controller may use radar vectors to the
Final Approach Course to establish a mileage interval
between aircraft that will insure the appropriate time
sequence between the final approach fix/outer marker
or fix used in lieu of the outer marker and the airport.
c. Each pilot in an approach sequence will be given
advance notice as to the time they should leave the
holding point on approach to the airport. When a time
to leave the holding point has been received, the pilot
should adjust the flight path to leave the fix as closely
as possible to the designated time. (See FIG 5-4-14.)
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5-4-29
Arrival Procedures
FIG 5-4-14
Timed Approaches from a Holding Fix
ONE MINUTE
FLYING TIME
APPROXIMATELY 5 MILES
12:03 CLEARANCE RECEIVED
:04 INITIAL TIME
OVER FIX
1000 FT.
1000 FT.
1000 FT.
1000 FT.
:06 1/2
:07 REPORT
LEAVING FINAL
APPROACH TIME
:05 1/2
:05
30 SEC.
REPORT LEAVING
PREVIOUS ALTITUDE FOR
NEW ASSIGNED ALTITUDE
LMM LOM
AIRPORT
EXAMPLE-
At 12:03 local time, in the example shown, a pilot holding, receives instructions to leave the fix inbound at 12:07. These
instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is proceeding
inbound towards the fix. Arriving back over the fix, the pilot notes that the time is 12:04 and that there are 3 minutes to lose
in order to leave the fix at the assigned time. Since the time remaining is more than two minutes, the pilot plans to fly a race
track pattern rather than a 360 degree turn, which would use up 2 minutes. The turns at the ends of the race track pattern
will consume approximately 2 minutes. Three minutes to go, minus 2 minutes required for the turns, leaves 1 minute for level
flight. Since two portions of level flight will be required to get back to the fix inbound, the pilot halves the 1 minute remaining
7/31/08 AIM
AIM 2/14/5-4-30 Arrival Procedures
and plans to fly level for 30 seconds outbound before starting the turn back to the fix on final approach. If the winds were
negligible at flight altitude, this procedure would bring the pilot inbound across the fix precisely at the specified time of
12:07. However, if expecting headwind on final approach, the pilot should shorten the 30 second outbound course somewhat,
knowing that the wind will carry the aircraft away from the fix faster while outbound and decrease the ground speed while
returning to the fix. On the other hand, compensating for a tailwind on final approach, the pilot should lengthen the
calculated 30 second outbound heading somewhat, knowing that the wind would tend to hold the aircraft closer to the fix
while outbound and increase the ground speed while returning to the fix.
5-4-11. Radar Approaches
a. 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).
b. 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, an ASR
might not be approved unless there is an ATC
operational requirement, or in an unusual or
emergency situation. Acceptance of a PAR or ASR 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.
c. PAR and ASR minimums are published on
separate pages in the FAA Terminal Procedures
Publication (TPP).
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
aircraft’s rate of descent/ascent 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 continue 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.
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 aircraft’s position each mile on
final from the runway, airport or 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 the pilot has the runway,
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5-4-31
Arrival Procedures
airport or 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 CENRAP.
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.
5-4-12. Radar Monitoring of Instrument
Approaches
a. PAR facilities operated by the FAA and the
military services at some joint-use (civil and military)
and military installations monitor aircraft on
instrument approaches and issue radar advisories to
the pilot when weather is below VFR minimums
(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.
b. Prior to starting final approach, the pilot will be
advised of the frequency on which the advisories will
be transmitted. If, for any reason, radar advisories
cannot be furnished, the pilot will be so advised.
c. Advisory information, derived from radar
observations, includes information on:
1. Passing the final approach fix inbound
(nonprecision approach) or passing the outer marker
or fix used in lieu of the outer marker inbound
(precision approach).
NOTE-
At this point, the pilot may be requested to report sighting
the approach lights or the runway.
2. Trend advisories with respect to elevation
and/or azimuth radar position and movement will be
provided.
NOTE-
Whenever the aircraft nears the PAR safety limit, the pilot
will be advised that the aircraft is well above or below the
glidepath or well left or right of course. Glidepath
information is given only to those aircraft executing a
precision approach, such as ILS or MLS. Altitude
information is not transmitted to aircraft executing other
than precision approaches because the descent portions of
these approaches generally do not coincide with the
depicted PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coincidental, only
azimuth monitoring will be provided.
3. If, after repeated advisories, the aircraft
proceeds outside the PAR safety limit or if a radical
deviation is observed, the pilot will be advised to
execute a missed approach unless the prescribed
visual reference with the surface is established.
d. Radar service is automatically terminated upon
completion of the approach.
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AIM 2/14/5-4-32 Arrival Procedures
5-4-13. ILS/MLS Approaches to Parallel
Runways
a. ATC procedures permit ILS instrument
approach operations to dual or triple parallel runway
configurations. ILS/MLS approaches to parallel
runways are grouped into three classes: Parallel
(dependent) ILS/MLS Approaches; Simultaneous
Parallel (independent) ILS/MLS Approaches; and
Simultaneous Close Parallel (independent) ILS
Precision Runway Monitor (PRM) Approaches. (See
FIG 5-4-15.) The classification of a parallel runway
approach procedure is dependent on adjacent parallel
runway centerline separation, ATC procedures, and
airport ATC radar monitoring and communications
capabilities. At some airports one or more parallel
localizer courses may be offset up to 3 degrees. Offset
localizer configurations result in loss of Category II
capabilities and an increase in decision height (50’).
b. Parallel approach operations demand
heightened pilot situational awareness. A thorough
Approach Procedure Chart review should be
conducted with, as a minimum, emphasis on the
following approach chart information: name and
number of the approach, localizer frequency, inbound
localizer/azimuth course, glide slope intercept
altitude, decision height, missed approach
instructions, special notes/procedures, and the
assigned runway location/proximity to adjacent
runways. Pilots will be advised that simultaneous
ILS/MLS or simultaneous close parallel ILS PRM
approaches are in use. This information may be
provided through the ATIS.
c. The close proximity of adjacent aircraft
conducting simultaneous parallel ILS/MLS and
simultaneous close parallel ILS PRM approaches
mandates strict pilot compliance with all ATC
clearances. ATC assigned airspeeds, altitudes, and
headings must be complied with in a timely manner.
Autopilot coupled ILS/MLS approaches require pilot
knowledge of procedures necessary to comply with
ATC instructions. Simultaneous parallel ILS/MLS
and simultaneous close parallel ILS PRM approaches
necessitate precise localizer tracking to minimize
final monitor controller intervention, and unwanted
No Transgression Zone (NTZ) penetration. In the
unlikely event of a breakout, ATC will not assign
altitudes lower than the minimum vectoring altitude.
Pilots should notify ATC immediately if there is a
degradation of aircraft or navigation systems.
d. Strict radio discipline is mandatory during
parallel ILS/MLS approach operations. This includes
an alert listening watch and the avoidance of lengthy,
unnecessary radio transmissions. Attention must be
given to proper call sign usage to prevent the
inadvertent execution of clearances intended for
another aircraft. Use of abbreviated call signs must be
avoided to preclude confusion of aircraft with similar
sounding call signs. Pilots must be alert to unusually
long periods of silence or any unusual background
sounds in their radio receiver. A stuck microphone
may block the issuance of ATC instructions by the
final monitor controller during simultaneous parallel
ILS/MLS and simultaneous close parallel ILS PRM
approaches.
REFERENCE-
AIM, Chapter 4, Section 2, Radio Communications Phraseology and
Techniques, gives additional communications information.
e. Use of Traffic Collision Avoidance Systems
(TCAS) provides an additional element of safety to
parallel approach operations. Pilots should follow
recommended TCAS operating procedures presented
in approved flight manuals, original equipment
manufacturer recommendations, professional
newsletters, and FAA publications.
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5-4-33
Arrival Procedures
FIG 5-4-15
Parallel ILS Approaches
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AIM 2/14/5-4-34 Arrival Procedures
5-4-14. Parallel ILS/MLS Approaches (Dependent)
(See FIG 5-4-16.)
FIG 5-4-16
Staggered ILS Approaches
a. Parallel approaches are an ATC procedure
permitting parallel ILS/MLS approaches to airports
having parallel runways separated by at least
2,500 feet between centerlines. Integral parts of a
total system are ILS/MLS, radar, communications,
ATC procedures, and required airborne equipment.
b. A parallel (dependent) approach differs from a
simultaneous (independent) approach in that, the
minimum distance between parallel runway
centerlines is reduced; there is no requirement for
radar monitoring or advisories; and a staggered
separation of aircraft on the adjacent
localizer/azimuth course is required.
c. Aircraft are afforded a minimum of 1.5 miles
radar separation diagonally between successive
aircraft on the adjacent localizer/azimuth course
when runway centerlines are at least 2,500 feet but no
more than 4,300 feet apart. When runway centerlines
are more than 4,300 feet but no more than 9,000 feet
apart a minimum of 2 miles diagonal radar separation
is provided. Aircraft on the same localizer/azimuth
course within 10 miles of the runway end are
provided a minimum of 2.5 miles radar separation. In
addition, a minimum of 1,000 feet vertical or a
minimum of three miles radar separation is provided
between aircraft during turn on to the parallel final
approach course.
d. Whenever parallel ILS/MLS approaches are in
progress, pilots are informed that approaches to both
runways are in use. In addition, the radar controller
will have the interphone capability of communicating
with the tower controller where separation
responsibility has not been delegated to the tower.
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5-4-35
Arrival Procedures
5-4-15. Simultaneous Parallel ILS/MLS Approaches (Independent)
(See FIG 5-4-17.)
FIG 5-4-17
Simultaneous Parallel ILS Approaches
NO TRANSGRESSION ZONE
2200’
2200’
2200’
2200’
OM
OM
INTERCEPT GLIDE
SLOPE AT 2200’
3200’
3200’
EXTEND RADAR MONITORING AND NTZ TO 7NM BEYOND RUNWAY
DEPARTURE END FOR QUADRUPLE SIMULTANEOUS ILS APPROACHES.
7NM
14L
14R
RADAR MONITORING
PROVIDED TO
ENSURE SEPARATION
BETWEEN AIRCRAFT ON
PARALLEL LOCALIZERS.
AIRCRAFT MAY BE
VECTORED TO EITHER
14L OR 14R ILS
FROM OUTER FIX.
MEADOWVIEW INT (NW COURSE OHA ILS &
OBK VOR R-227) ESTABLISHED WHERE
3200’ ALTITUDE INTERCEPTS GLIDE SLOPE.
RADAR MONITORING PROVIDED TO ENSURE SEPARATION
BETWEEN AIRCRAFT ON PARALLEL LOCALIZERS. WHEN GLIDE
SLOPE INOPERATIVE BEGIN DESCENT AT MEADOW INTERSECTION.
(RUNWAY CENTERLINES SPACED 4300’ OR MORE
OR 5000’ OR MORE, - RADAR MONITORING REQUIRED)
a. System. An approach system permitting
simultaneous ILS/MLS approaches to parallel
runways with centerlines separated by 4,300 to
9,000 feet, and equipped with final monitor
controllers. Simultaneous parallel ILS/MLS
approaches require radar monitoring to ensure
separation between aircraft on the adjacent parallel
approach course. Aircraft position is tracked by final
monitor controllers who will issue instructions to
aircraft observed deviating from the assigned
localizer course. Staggered radar separation
procedures are not utilized. Integral parts of a total
system are ILS/MLS, radar, communications, ATC
procedures, and required airborne equipment. The
Approach Procedure Chart permitting simultaneous
parallel ILS/MLS approaches will contain the note
“simultaneous approaches authorized RWYS 14L
and 14R,” identifying the appropriate runways as the
case may be. When advised that simultaneous parallel
ILS/MLS approaches are in progress, pilots shall
advise approach control immediately of
malfunctioning or inoperative receivers, or if a
simultaneous parallel ILS/MLS approach is not
desired.
b. Radar Monitoring. This service is provided
for each simultaneous parallel ILS/MLS approach to
ensure aircraft do not deviate from the final approach
course. Radar monitoring includes instructions if an
aircraft nears or penetrates the prescribed NTZ (an
7/31/08 AIM
AIM 2/14/5-4-36 Arrival Procedures
area 2,000 feet wide located equidistant between
parallel final approach courses). This service will be
provided as follows:
1. During turn on to parallel final approach,
aircraft will be provided 3 miles radar separation or
a minimum or 1,000 feet vertical separation. The
assigned altitude must be maintained until
intercepting the glide path, unless cleared otherwise
by ATC. Aircraft will not be vectored to intercept the
final approach course at an angle greater than thirty
degrees.
2. The final monitor controller will have the
capability of overriding the tower controller on the
tower frequency.
3. Pilots will be instructed to monitor the tower
frequency to receive advisories and instructions.
4. Aircraft observed to overshoot the turn-on or
to continue on a track which will penetrate the NTZ
will be instructed to return to the correct final
approach course immediately. The final monitor
controller may also issue missed approach or
breakout instructions to the deviating aircraft.
PHRASEOLOGY-
“(Aircraft call sign) YOU HAVE CROSSED THE FINAL
APPROACH COURSE. TURN (left/right)
IMMEDIATELY AND RETURN TO THE
LOCALIZER/AZIMUTH COURSE,”
or
“(aircraft call sign) TURN (left/right) AND RETURN TO
THE LOCALIZER/AZIMUTH COURSE.”
5. If a deviating aircraft fails to respond to such
instructions or is observed penetrating the NTZ, the
aircraft on the adjacent final approach course may be
instructed to alter course.
PHRASEOLOGY-
“TRAFFIC ALERT (aircraft call sign) TURN (left/right)
IMMEDIATELY HEADING (degrees), (climb/descend)
AND MAINTAIN (altitude).”
6. Radar monitoring will automatically be
terminated when visual separation is applied, the
aircraft reports the approach lights or runway in sight,
or the aircraft is 1 mile or less from the runway
threshold (for runway centerlines spaced 4,300 feet
or greater). Final monitor controllers will not advise
pilots when radar monitoring is terminated.
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5-4-37
Arrival Procedures
5-4-16. Simultaneous Close Parallel ILS PRM Approaches (Independent) and
Simultaneous Offset Instrument Approaches (SOIA) (See FIG 5-4-18.)
FIG 5-4-18
ILS PRM Approaches
(Simultaneous Close Parallel)
a. System.
1. ILS/PRM is an acronym for Instrument
Landing System/Precision Runway Monitor.
(a) An approach system that permits
simultaneous ILS/PRM approaches to dual runways
with centerlines separated by less than 4,300 feet but
at least 3,400 feet for parallel approach courses, and
at least 3,000 feet if one ILS if offset by 2.5 to
3.0_degrees. The airspace between the final approach
courses contains a No Transgression Zone (NTZ)
with surveillance provided by two PRM monitor
controllers, one for each approach course. To qualify
for reduced lateral runway separation, monitor
controllers must be equipped with high update radar
and high resolution ATC radar displays, collectively
called a PRM system. The PRM system displays
almost instantaneous radar information. Automated
tracking software provides PRM monitor controllers
with aircraft identification, position, speed and a
ten-second projected position, as well as visual and
aural controller alerts. The PRM system is a
supplemental requirement for simultaneous close
parallel approaches in addition to the system
7/31/08 AIM
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requirements for simultaneous parallel ILS/MLS
approaches described in paragraph 5-4-15,
Simultaneous Parallel ILS/MLS Approaches
(Independent).
(b) Simultaneous close parallel ILS/PRM
approaches are depicted on a separate Approach
Procedure Chart titled ILS/PRM Rwy XXX
(Simultaneous Close Parallel).
2. SOIA is an acronym for Simultaneous Offset
Instrument Approach, a procedure used to conduct
simultaneous approaches to runways spaced less than
3,000 feet, but at least 750 feet apart. The SOIA
procedure utilizes an ILS/PRM approach to one
runway and an offset Localizer Type Directional Aid
(LDA)/PRM approach with glide slope to the
adjacent runway.
(a) The ILS/PRM approach plates used in
SOIA operations are identical to other ILS/PRM
approach plates, with an additional note, which
provides the separation between the two runways
used for simultaneous approaches. The LDA/PRM
approach plate displays the required notations for
closely spaced approaches as well as depicting the
visual segment of the approach, and a note that
provides the separation between the two runways
used for simultaneous operations.
(b) Controllers monitor the SOIA ILS/PRM
and LDA/PRM approaches with a PRM system using
high update radar and high-resolution ATC radar
displays in exactly the same manner as is done for
ILS/PRM approaches. The procedures and system
requirements for SOIA ILS/PRM and LDA/PRM
approaches are identical with those used for
simultaneous close parallel ILS/PRM approaches
until near the LDA/PRM approach missed approach
point (MAP)---where visual acquisition of the ILS
aircraft by the LDA aircraft must be accomplished.
Since the ILS/PRM and LDA/PRM approaches are
identical except for the visual segment in the SOIA
concept, an understanding of the procedures for
conducting ILS/PRM approaches is essential before
conducting a SOIA ILS/PRM or LDA/PRM
operation.
(c) In SOIA, the approach course separation
(instead of the runway separation) meets established
close parallel approach criteria. Refer to FIG 5-4-19
for the generic SOIA approach geometry. A visual
segment of the LDA/PRM approach is established
between the LDA MAP and the runway threshold.
Aircraft transition in visual conditions from the LDA
course, beginning at the LDA MAP, to align with the
runway and can be stabilized by 500 feet above
ground level (AGL) on the extended runway
centerline. Aircraft will be “paired” in SOIA
operations, with the ILS aircraft ahead of the LDA
aircraft prior to the LDA aircraft reaching the LDA
MAP. A cloud ceiling for the approach is established
so that the LDA aircraft has nominally 30 seconds to
acquire the leading ILS aircraft prior to the LDA
aircraft reaching the LDA MAP. If visual acquisition
is not accomplished, a missed approach must be
executed.
b. Requirements.
Besides system requirements as identified in
subpara a above all pilots must have completed
special training before accepting a clearance to
conduct ILS/PRM or LDA/PRM Simultaneous Close
Parallel Approaches.
1. Pilot Training Requirement. Pilots must
complete special pilot training, as outlined below,
before accepting a clearance for a simultaneous close
parallel ILS/PRM or LDA/PRM approach.
(a) For operations under 14 CFR Parts 121,
129, and 135 pilots must comply with FAA approved
company training as identified in their Operations
Specifications. Training, at a minimum, must require
pilots to view the FAA video “ILS PRM AND SOIA
APPROACHES: INFORMATION FOR AIR
CARRIER PILOTS.” Refer to http://www.faa.gov
for additional information and to view or download
the video.
(b) For operations under Part 91:
(1) Pilots operating transport category
aircraft must be familiar with PRM operations as
contained in this section of the Aeronautical
Information Manual (AIM). In addition, pilots
operating transport category aircraft must view the
FAA video “ILS PRM AND SOIA APPROACHES:
INFORMATION FOR AIR CARRIER PILOTS.”
Refer to http://www.faa.gov for additional
information and to view or download the video.
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Arrival Procedures
FIG 5-4-19
SOIA Approach Geometry
NOTE-
SAP The SAP is a design point along the extended centerline of the intended landing runway on the
glide slope at 500 feet above the landing threshold. It is used to verify a sufficient distance is provided for the visual maneuver after the missed approach point (MAP) to permit the pilots to conform to approved, stabilized approach criteria.
MAP The point along the LDA where the course separation with the adjacent ILS reaches 3,000 feet.
The altitude of the glide slope at that point determines the approach minimum descent altitude
and is where the NTZ terminates. Maneuvering inside the MAP is done in visual conditions.
Angle Angle formed at the intersection of the extended LDA runway centerline and a line drawn between
the LDA MAP and the SAP. The size of the angle is determined by the FAA SOIA computer design
program, and is dependent on whether Heavy aircraft use the LDA and the spacing between the
runways.
Visibility Distance from MAP to runway threshold in statute miles (light credit applies).
Procedure LDA aircraft must see the runway landing environment and, if less than standard radar separation exists between the aircraft on the adjacent ILS course, the LDA aircraft must visually acquire
the ILS aircraft and report it in sight to ATC prior to the LDA MAP.
CC Clear Clouds.
(2) Pilots not operating transport category
aircraft must be familiar with PRM and SOIA
operations as contained in this section of the AIM.
The FAA strongly recommends that pilots not
involved in transport category aircraft operations
view the FAA video, “ILS PRM AND SOIA
APPROACHES: INFORMATION FOR GENERAL
AVIATION PILOTS.” Refer to http://www.faa.gov
for additional information and to view or download
the video.
2. ATC Directed Breakout. An ATC directed
“breakout” is defined as a vector off the ILS or LDA
approach course in response to another aircraft
penetrating the NTZ, the 2,000 foot wide area located
equidistance between the two approach courses that
is monitored by the PRM monitor controllers.
3. Dual Communications. The aircraft flying
the ILS/PRM or LDA/PRM approach must have the
capability of enabling the pilot/s to listen to two
communications frequencies simultaneously.
7/31/08 AIM
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c. Radar Monitoring. Simultaneous close
parallel ILS/PRM and LDA/PRM approaches require
that final monitor controllers utilize the PRM system
to ensure prescribed separation standards are met.
Procedures and communications phraseology are
also described in paragraph 5-4-15, Simultaneous
Parallel ILS/MLS Approaches (Independent). A
minimum of 3 miles radar separation or 1,000 feet
vertical separation will be provided during the
turn-on to close parallel final approach courses. To
ensure separation is maintained, and in order to avoid
an imminent situation during simultaneous close
parallel ILS/PRM or SOIA ILS/PRM and LDA/PRM
approaches, pilots must immediately comply with
PRM monitor controller instructions. In the event of
a missed approach, radar monitoring is provided to
one-half mile beyond the most distant of the two
runway departure ends for ILS/RPM approaches. In
SOIA, PRM radar monitoring terminates at the LDA
MAP. Final monitor controllers will not notify pilots
when radar monitoring is terminated.
d. Attention All Users Page (AAUP). ILS/PRM
and LDA/PRM approach charts have an AAUP
associated with them that must be referred to in
preparation for conducting the approach. This page
contains the following instructions that must be
followed if the pilot is unable to accept an ILS/PRM
or LDA/PRM approach.
1. At airports that conduct PRM operations,
(ILS/PRM or, in the case of airports where SOIAs are
conducted, ILS/PRM and LDA/PRM approaches)
pilots not qualified to except PRM approaches must
contact the FAA Command Center prior to departure
(1-800-333-4286) to obtain an arrival reservation
(see FAA Advisory Circular 90-98, Simultaneous
Closely Spaced Parallel Operations at Airports Using
Precision Runway Monitor (PRM) Systems).
Arriving flights that are unable to participate in
ILS/PRM or LDA/PRM approaches and have not
received an arrival reservation are subject to
diversion to another airport or delays. Pilots en route
to a PRM airport designated as an alternate, unable to
reach their filed destination, and who are not qualified
to participate in ILS/PRM or LDA/PRM approaches
must advise ATC as soon as practical that they are
unable to participate. Pilots who are qualified to
participate but experience an en route equipment
failure that would preclude participation in PRM
approaches should notify ATC as soon as practical.
2. The AAUP covers the following operational
topics:
(a) ATIS. When the ATIS broadcast advises
ILS/PRM approaches are in progress (or ILS PRM
and LDA PRM approaches in the case of SOIA),
pilots should brief to fly the ILS/PRM or LDA/PRM
approach. If later advised to expect the ILS or LDA
approach (should one be published), the ILS/PRM or
LDA/PRM chart may be used after completing the
following briefing items:
(1) Minimums and missed approach
procedures are unchanged.
(2) PRM Monitor frequency no longer
required.
(3) ATC may assign a lower altitude for
glide slope intercept.
NOTE-
In the case of the LDA/PRM approach, this briefing
procedure only applies if an LDA approach is also
published.
In the case of the SOIA ILS/PRM and LDA/PRM
procedure, the AAUP describes the weather
conditions in which simultaneous approaches are
authorized:
Simultaneous approach weather minimums are
X,XXX feet (ceiling), x miles (visibility).
(b) Dual VHF Communications Required.
To avoid blocked transmissions, each runway will
have two frequencies, a primary and a monitor
frequency. The tower controller will transmit on both
frequencies. The monitor controller’s transmissions,
if needed, will override both frequencies. Pilots will
ONLY transmit on the tower controller’s frequency,
but will listen to both frequencies. Begin to monitor
the PRM monitor controller when instructed by ATC
to contact the tower. The volume levels should be set
about the same on both radios so that the pilots will
be able to hear transmissions on at least one frequency
if the other is blocked. Site specific procedures take
precedence over the general information presented in
this paragraph. Refer to the AAUP for applicable
procedures at specific airports.
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5-4-41
Arrival Procedures
(c) Breakouts. Breakouts differ from other
types of abandoned approaches in that they can
happen anywhere and unexpectedly. Pilots directed
by ATC to break off an approach must assume that an
aircraft is blundering toward them and a breakout
must be initiated immediately.
(1) Hand-fly breakouts. All breakouts
are to be hand-flown to ensure the maneuver is
accomplished in the shortest amount of time.
(2) ATC Directed “Breakouts.” ATC
directed breakouts will consist of a turn and a climb
or descent. Pilots must always initiate the breakout in
response to an air traffic controller’s instruction.
Controllers will give a descending breakout only
when there are no other reasonable options available,
but in no case will the descent be below the minimum
vectoring altitude (MVA) which provides at least
1,000 feet required obstruction clearance. The AAUP
provides the MVA in the final approach segment as
X,XXX feet at (Name) Airport.
NOTE-
“TRAFFIC ALERT.” If an aircraft enters the “NO
TRANSGRESSION ZONE” (NTZ), the controller will
breakout the threatened aircraft on the adjacent approach.
The phraseology for the breakout will be:
PHRASEOLOGY-
TRAFFIC ALERT, (aircraft call sign) TURN (left/right)
IMMEDIATELY, HEADING (degrees),
CLIMB/DESCEND AND MAINTAIN (altitude).
(d) ILS/PRM Navigation. The pilot may
find crossing altitudes along the final approach
course. The pilot is advised that descending on the
ILS glideslope ensures complying with any charted
crossing restrictions.
SOIA AAUP differences from ILS PRM AAUP
(e) ILS/PRM LDA Traffic (only published
on ILS/PRM AAUP when the ILS PRM approach
is used in conjunctions with an LDA/PRM
approach to the adjacent runway). To provide
better situational awareness, and because traffic on
the LDA may be visible on the ILS aircraft’s TCAS,
pilots are reminded of the fact that aircraft will be
maneuvering behind them to align with the adjacent
runway. While conducting the ILS/PRM approach to
Runway XXX, other aircraft may be conducting the
offset LDA/PRM approach to Runway XXX. These
aircraft will approach from the (left/right)-rear and
will realign with runway XXX after making visual
contact with the ILS traffic. Under normal
circumstances these aircraft will not pass the ILS
traffic.
SOIA LDA/PRM AAUP Items. The AAUP for the
SOIA LDA/PRM approach contains most
information found on ILS/PRM AAUPs. It replaces
certain information as seen below and provides pilots
with the procedures to be used in the visual segment
of the LDA/PRM approach, from the time the ILS
aircraft is visually acquired until landing.
(f) SOIA LDA/PRM Navigation (replaces
ILS/PRM (d) and (e) above). The pilot may find
crossing altitudes along the final approach course.
The pilot is advised that descending on the LDA
glideslope ensures complying with any charted
crossing restrictions. Remain on the LDA course
until passing XXXXX (LDA MAP name)
intersection prior to maneuvering to align with the
centerline of runway XXX.
(g) SOIA (Name) Airport Visual Segment
(replaces ILS/PRM (e) above). Pilot procedures for
navigating beyond the LDA MAP are spelled out. If
ATC advises that there is traffic on the adjacent ILS,
pilots are authorized to continue past the LDA MAP
to align with runway centerline when:
(1) the ILS traffic is in sight and is expected
to remain in sight,
(2) ATC has been advised that “traffic is in
sight.”
(3) the runway environment is in sight.
Otherwise, a missed approach must be executed.
Between the LDA MAP and the runway threshold,
pilots of the LDA aircraft are responsible for
separating themselves visually from traffic on the ILS
approach, which means maneuvering the aircraft as
necessary to avoid the ILS traffic until landing, and
providing wake turbulence avoidance, if applicable.
Pilots should advise ATC, as soon as practical, if
visual contact with the ILS traffic is lost and execute
a missed approach unless otherwise instructed by
ATC.
e. SOIA LDA Approach Wake Turbulence.
Pilots are responsible for wake turbulence avoidance
when maneuvering between the LDA missed
approach point and the runway threshold.
7/31/08 AIM
AIM 2/14/5-4-42 Arrival Procedures
f. Differences between ILS and ILS/PRM
approaches of importance to the pilot.
1. Runway Spacing. Prior to ILS/PRM and
LDA/PRM approaches, most ATC directed breakouts
were the result of two aircraft in-trail on the same
final approach course getting too close together.
Two aircraft going in the same direction did not
mandate quick reaction times. With PRM
approaches, two aircraft could be along side each
other, navigating on courses that are separated by less
than 4,300 feet. In the unlikely event that an aircraft
“blunders” off its course and makes a worst case turn
of 30 degrees toward the adjacent final approach
course, closing speeds of 135 feet per second could
occur that constitute the need for quick reaction. A
blunder has to be recognized by the monitor
controller, and breakout instructions issued to the
endangered aircraft. The pilot will not have any
warning that a breakout is imminent because the
blundering aircraft will be on another frequency. It is
important that, when a pilot receives breakout
instructions, he/she assumes that a blundering aircraft
is about to or has penetrated the NTZ and is heading
toward his/her approach course. The pilot must
initiate a breakout as soon as safety allows. While
conducting PRM approaches, pilots must maintain an
increased sense of awareness in order to immediately
react to an ATC instruction (breakout) and maneuver
as instructed by ATC, away from a blundering
aircraft.
2. Communications. To help in avoiding
communication problems caused by stuck
microphones and two parties talking at the same time,
two frequencies for each runway will be in use during
ILS/PRM and LDA/PRM approach operations, the
primary tower frequency and the PRM monitor
frequency. The tower controller transmits and
receives in a normal fashion on the primary frequency
and also transmits on the PRM monitor frequency.
The monitor controller’s transmissions override on
both frequencies. The pilots flying the approach will
listen to both frequencies but only transmit on the
primary tower frequency. If the PRM monitor
controller initiates a breakout and the primary
frequency is blocked by another transmission, the
breakout instruction will still be heard on the PRM
monitor frequency.
3. Hand-flown Breakouts. The use of the
autopilot is encouraged while flying an ILS/PRM or
LDA/PRM approach, but the autopilot must be
disengaged in the rare event that a breakout is issued.
Simulation studies of breakouts have shown that a
hand-flown breakout can be initiated consistently
faster than a breakout performed using the autopilot.
4. TCAS. The ATC breakout instruction is the
primary means of conflict resolution. TCAS, if
installed, provides another form of conflict resolution
in the unlikely event other separation standards
would fail. TCAS is not required to conduct a closely
spaced approach.
The TCAS provides only vertical resolution of
aircraft conflicts, while the ATC breakout instruction
provides both vertical and horizontal guidance for
conflict resolutions. Pilots should always
immediately follow the TCAS Resolution Advisory
(RA), whenever it is received. Should a TCAS RA be
received before, during, or after an ATC breakout
instruction is issued, the pilot should follow the RA,
even if it conflicts with the climb/descent portion of
the breakout maneuver. If following an RA requires
deviating from an ATC clearance, the pilot shall
advise ATC as soon as practical. While following an
RA, it is extremely important that the pilot also
comply with the turn portion of the ATC breakout
instruction unless the pilot determines safety to be
factor. Adhering to these procedures assures the pilot
that acceptable “breakout” separation margins will
always be provided, even in the face of a normal
procedural or system failure.
5. Breakouts. The probability is extremely
low that an aircraft will “blunder” from its assigned
approach course and enter the NTZ, causing ATC to
“breakout” the aircraft approaching on the adjacent
ILS course. However, because of the close proximity
of the final approach courses, it is essential that pilots
follow the ATC breakout instructions precisely and
expeditiously. The controller’s “breakout”
instructions provide conflict resolution for the
threatened aircraft, with the turn portion of the
“breakout” being the single most important element
in achieving maximum protection. A descending
breakout will only be issued when it is the only
controller option. In no case will the controller
descend an aircraft below the MVA, which will
provide at least 1,000 feet clearance above obstacles.
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5-4-43
Arrival Procedures
The pilot is not expected to exceed 1,000 feet per
minute rate of descent in the event a descending
breakout is issued.
5-4-17. Simultaneous Converging
Instrument Approaches
a. ATC may conduct instrument approaches
simultaneously to converging runways; i.e., runways
having an included angle from 15 to 100 degrees, at
airports where a program has been specifically
approved to do so.
b. The basic concept requires that dedicated,
separate standard instrument approach procedures be
developed for each converging runway included.
Missed Approach Points must be at least 3 miles apart
and missed approach procedures ensure that missed
approach protected airspace does not overlap.
c. Other requirements are: radar availability,
nonintersecting final approach courses, precision
(ILS/MLS) approach systems on each runway and, if
runways intersect, controllers must be able to apply
visual separation as well as intersecting runway
separation criteria. Intersecting runways also require
minimums of at least 700 foot ceilings and 2 miles
visibility. Straight in approaches and landings must
be made.
d. Whenever simultaneous converging
approaches are in progress, aircraft will be informed
by the controller as soon as feasible after initial
contact or via ATIS. Additionally, the radar controller
will have direct communications capability with the
tower controller where separation responsibility has
not been delegated to the tower.
5-4-18. 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.
a. Unique characteristics of RNP SAAAR
Approaches
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).
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.
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.
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.
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.
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.
7/31/08 AIM
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b. Types of RNP SAAAR Approach Operations
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.
2. RNP Parallel Approach (RPA)
Operations. RNP SAAAR procedures can be used
for parallel approaches where the runway separation
is adequate (See FIG 5-4-20). 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 5-4-20
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 5-4-21). 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 5-4-21
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 5-4-22). 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 5-4-22
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Arrival Procedures
5-4-19. Side-step Maneuver
a. 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.
b. 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.
c. 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.
5-4-20. Approach and Landing Minimums
a. Landing Minimums. The rules applicable to
landing minimums are contained in 14 CFR
Section 91.175. TBL 5-4-1 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 5-4-1
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
b. 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.
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 5-4-23). 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 5-4-21,
Missed Approach, for additional considerations
when starting a missed approach at other than the
MAP.
FIG 5-4-23
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)
7/31/08 AIM
AIM 2/14/5-4-46 Arrival Procedures
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.
FIG 5-4-24
NOTE-
The target date for mandatory POFZ compliance from every airport nationally is January 1, 2007.
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AIM 2/14/08
5-4-47
Arrival Procedures
c. 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.
d. 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.
e. 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.
f. 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
indepth 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:
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.
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.
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.
g. Instrument Approach 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.
5-4-21. Missed Approach
a. When a landing cannot be accomplished, advise
ATC and, upon reaching the missed approach point
defined on the approach procedure chart, the pilot
must comply with the missed approach instructions
for the procedure being used or with an alternate
missed approach procedure specified by ATC.
b. Obstacle protection for missed approach is
predicated on the missed approach being initiated at
the decision altitude/height (DA/H) or at the missed
approach point and not lower than minimum descent
altitude (MDA). A climb gradient of at least 200 feet
per nautical mile is required, (except for Copter
approaches, where a climb of at least 400 feet per
nautical mile is required), unless a higher climb
gradient is published in the notes section of the
approach procedure chart. When higher than standard
climb gradients are specified, the end point of the
non-standard climb will be specified at either an
altitude or a fix. Pilots must preplan to ensure that the
7/31/08 AIM
AIM 2/14/5-4-48 Arrival Procedures
aircraft can meet the climb gradient (expressed in feet
per nautical mile) required by the procedure in the
event of a missed approach, and be aware that flying
at a higher than anticipated ground speed increases
the climb rate requirement (feet per minute). Tables
for the conversion of climb gradients (feet per
nautical mile) to climb rate (feet per minute), based
on ground speed, are included on page D1 of the U.S.
Terminal Procedures booklets. Reasonable buffers
are provided for normal maneuvers. However, no
consideration is given to an abnormally early turn.
Therefore, when an early missed approach is
executed, pilots should, unless otherwise cleared by
ATC, fly the IAP as specified on the approach plate
to the missed approach point at or above the MDA or
DH before executing a turning maneuver.
c. If visual reference is lost while circling-to-land
from an instrument approach, the missed approach
specified for that particular procedure must be
followed (unless an alternate missed approach
procedure is specified by ATC). To become
established on the prescribed missed approach
course, the pilot should make an initial climbing turn
toward the landing runway and continue the turn until
established on the missed approach course. Inasmuch
as the circling maneuver may be accomplished in
more than one direction, different patterns will be
required to become established on the prescribed
missed approach course, depending on the aircraft
position at the time visual reference is lost.
Adherence to the procedure will help assure that an
aircraft will remain laterally within the circling and
missed approach obstruction clearance areas. Refer
to paragraph h concerning vertical obstruction
clearance when starting a missed approach at other
than the MAP. (See FIG 5-4-25.)
d. At locations where ATC radar service is
provided, the pilot should conform to radar vectors
when provided by ATC in lieu of the published
missed approach procedure. (See FIG 5-4-26.)
e. Some locations may have a preplanned alternate
missed approach procedure for use in the event the
primary NAVAID used for the missed approach
procedure is unavailable. To avoid confusion, the
alternate missed approach instructions are not
published on the chart. However, the alternate missed
approach holding pattern will be depicted on the
instrument approach chart for pilot situational
awareness and to assist ATC by not having to issue
detailed holding instructions. The alternate missed
approach may be based on NAVAIDs not used in the
approach procedure or the primary missed approach.
When the alternate missed approach procedure is
implemented by NOTAM, it becomes a mandatory
part of the procedure. The NOTAM will specify both
the textual instructions and any additional equipment
requirements necessary to complete the procedure.
Air traffic may also issue instructions for the alternate
missed approach when necessary, such as when the
primary missed approach NAVAID fails during the
approach. Pilots may reject an ATC clearance for an
alternate missed approach that requires equipment
not necessary for the published approach procedure
when the alternate missed approach is issued after
beginning the approach. However, when the alternate
missed approach is issued prior to beginning the
approach the pilot must either accept the entire
procedure (including the alternate missed approach),
request a different approach procedure, or coordinate
with ATC for alternative action to be taken, i.e.,
proceed to an alternate airport, etc.
f. When approach has been missed, request
clearance for specific action; i.e., to alternative
airport, another approach, etc.
g. Pilots must ensure that they have climbed to a
safe altitude prior to proceeding off the published
missed approach, especially in nonradar
environments. Abandoning the missed approach
prior to reaching the published altitude may not
provide adequate terrain clearance. Additional climb
may be required after reaching the holding pattern
before proceeding back to the IAF or to an alternate.
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5-4-49
Arrival Procedures
FIG 5-4-25
Circling and Missed Approach Obstruction
Clearance Areas
X
X
CLIMBING TURN
CLIMBING TURN
DECISION TO MISS
HERE
DECISION
TO MISS HERE
VOR
VOR
CIRCLING
MANEUVER
(WHEN
CLEARED IN
RIGHT HAND
TRAFFIC
PATTERN)
FIG 5-4-26
Missed Approach
x
CHANUTE
109.2 CNU
090°
1450
1265
1581
1180
1172
Portion of a Published Procedure
Remain within
10 NM
VOR
MISSED APPROACH
Climbing right turn to
2600 direct to VOR
2600
236°
056°
2500
5.7 NM
R236
056°
011°
191°
h. Missed approach obstacle clearance is
predicated on beginning the missed approach
procedure at the Missed Approach Point (MAP) from
MDA or DA and then climbing 200 feet/NM or
greater. Initiating a go-around after passing the
published MAP may result in total loss of obstacle
clearance. To compensate for the possibility of
reduced obstacle clearance during a go-around, a
pilot should apply procedures used in takeoff
planning. Pilots should refer to airport obstacle and
departure data prior to initiating an instrument
approach procedure. Such information may be found
in the “TAKE-OFF MINIMUMS AND
(OBSTACLE) DEPARTURE PROCEDURES”
section of the U.S. TERMINAL PROCEDURES
publication.
5-4-22. Visual Approach
a. A visual approach is conducted on an IFR flight
plan and authorizes a pilot to proceed visually and
clear of clouds to the airport. The pilot must have
either the airport or the preceding identified aircraft
in sight. This approach must be authorized and
controlled by the appropriate air traffic control
facility. Reported weather at the airport must have a
ceiling at or above 1,000 feet and visibility 3 miles or
greater. ATC may authorize this type approach when
it will be operationally beneficial. Visual approaches
are an IFR procedure conducted under IFR in visual
meteorological conditions. Cloud clearance
requirements of 14 CFR Section 91.155 are not
applicable, unless required by operation
specifications.
b. Operating to an Airport Without Weather
Reporting Service. ATC will advise the pilot when
weather is not available at the destination airport.
ATC may initiate a visual approach provided there is
a reasonable assurance that weather at the airport is a
ceiling at or above 1,000 feet and visibility 3 miles or
greater (e.g., area weather reports, PIREPs, etc.).
c. Operating to an Airport With an Operating
Control Tower. Aircraft may be authorized to
conduct a visual approach to one runway while other
aircraft are conducting IFR or VFR approaches to
another parallel, intersecting, or converging runway.
When operating to airports with parallel runways
separated by less than 2,500 feet, the succeeding
aircraft must report sighting the preceding aircraft
unless standard separation is being provided by ATC.
When operating to parallel runways separated by at
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AIM 2/14/08
5-4-50 Arrival Procedures
least 2,500 feet but less than 4,300 feet, controllers
will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or
visual separation is provided during the turn-on. The
purpose of the 30 degree intercept angle is to reduce
the potential for overshoots of the final and to
preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the
turn-on. Once the aircraft are established within
30 degrees of final, or on the final, these operations
may be conducted simultaneously. When the parallel
runways are separated by 4,300 feet or more, or
intersecting/converging runways are in use, ATC
may authorize a visual approach after advising all
aircraft involved that other aircraft are conducting
operations to the other runway. This may be
accomplished through use of the ATIS.
d. Separation Responsibilities. If the pilot has
the airport in sight but cannot see the aircraft to be
followed, ATC may clear the aircraft for a visual
approach; however, ATC retains both separation and
wake vortex separation responsibility. When visually
following a preceding aircraft, acceptance of the
visual approach clearance constitutes acceptance of
pilot responsibility for maintaining a safe approach
interval and adequate wake turbulence separation.
e. A visual approach is not an IAP and therefore
has no missed approach segment. If a go around is
necessary for any reason, aircraft operating at
controlled airports will be issued an appropriate
advisory/clearance/instruction by the tower. At
uncontrolled airports, aircraft are expected to remain
clear of clouds and complete a landing as soon as
possible. If a landing cannot be accomplished, the
aircraft is expected to remain clear of clouds and
contact ATC as soon as possible for further clearance.
Separation from other IFR aircraft will be maintained
under these circumstances.
f. Visual approaches reduce pilot/controller
workload and expedite traffic by shortening flight
paths to the airport. It is the pilot’s responsibility to
advise ATC as soon as possible if a visual approach
is not desired.
g. Authorization to conduct a visual approach is an
IFR authorization and does not alter IFR flight plan
cancellation responsibility.
REFERENCE-
AIM, Canceling IFR Flight Plan, Paragraph 5-1-14.
h. Radar service is automatically terminated,
without advising the pilot, when the aircraft is
instructed to change to advisory frequency.
5-4-23. Charted Visual Flight Procedure
(CVFP)
a. CVFPs are charted visual approaches
established for environmental/noise considerations,
and/or when necessary for the safety and efficiency of
air traffic operations. The approach charts depict
prominent landmarks, courses, and recommended
altitudes to specific runways. CVFPs are designed to
be used primarily for turbojet aircraft.
