[url=]5-4-1[/url]. Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals
a. A STAR is an ATC coded IFR arrival route established for application to arriving IFR aircraft destined for certain airports. RNAV STAR/FMSP procedures for arrivals serve the same purpose but are only used by aircraft equipped with FMS or GPS. The purpose of both is to simplify clearance delivery procedures and facilitate transition between en route and instrument approach procedures. 1. STAR/RNAV STAR/FMSP procedures may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to "expect." "Expect" altitudes/speeds are not considered STAR/RNAV STAR/FMSP procedures crossing restrictions unless verbally issued by ATC. NOTE- The "expect" altitudes/speeds are published so that pilots may have the information for planning purposes. These altitudes/speeds shall not be used in the event of lost communications unless ATC has specifically advised the pilot to expect these altitudes/speeds as part of a further clearance. [size=-2]REFERENCE- 14 CFR Section 91.185(c)(2)(iii). 2. Pilots navigating on STAR/RNAV STAR/FMSP procedures shall maintain last assigned altitude until receiving authorization to descend so as to comply with all published/issued restrictions. This authorization will contain the phraseology "DESCEND VIA." (a) Clearance to "descend via" authorizes pilots to: (1) Vertically and laterally navigate on a STAR/RNAV STAR/FMSP. (2) When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot's discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions. NOTE- 1. Air traffic is responsible for obstacle clearance when issuing a "descend via" instruction to the pilot. The descend via is used in conjunction with STARs/RNAV STARs/FMSPs to reduce phraseology by not requiring the controller to restate the altitude at the next waypoint/fix to which the pilot has been cleared. 2. Air traffic will assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP. 3. Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs. EXAMPLE- 1. Lateral/routing clearance only. "Cleared Hadly One arrival." 2. Routing with assigned altitude. "Cleared Hadly One arrival, descend and maintain Flight Level two four zero." "Cleared Hadly One arrival, descend at pilot's discretion, maintain Flight Level two four zero." 3. Lateral/routing and vertical navigation clearance. "Descend via the Civit One arrival." "Descend via the Civit One arrival, except, cross Arnes at or above one one thousand." 4. Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure. "Descend via the Haris One arrival, except after Bruno, maintain one zero thousand." "Descend via the Haris One arrival, except cross Bruno at one three thousand then maintain one zero thousand." 5. Direct routing to intercept a STAR/RNAV STAR/FMSP and vertical navigation clearance. "Proceed direct Mahem, descend via Mahem One arrival." "Proceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arrival." NOTE- 1. In Example 2, pilots are expected to descend to FL 240 as directed, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a "descend via" clearance. 2. In Example 4, the aircraft should track laterally and vertically on the Haris One arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend. (b) Pilots cleared for vertical navigation using the phraseology "descend via" shall inform ATC upon initial contact with a new frequency. EXAMPLE- "Delta One Twenty One leaving FL 240, descending via the Civit One arrival." b. Pilots of IFR aircraft destined to locations for which STARs have been published may be issued a clearance containing a STAR whenever ATC deems it appropriate. c. Use of STARs requires pilot possession of at least the approved chart. RNAV STARs must be retrievable by the procedure name from the aircraft database and conform to charted procedure. As with any ATC clearance or portion thereof, it is the responsibility of each pilot to accept or refuse an issued STAR. Pilots should notify ATC if they do not wish to use a STAR by placing "NO STAR" in the remarks section of the flight plan or by the less desirable method of verbally stating the same to ATC. d. STAR charts are published in the Terminal Procedures Publications (TPP) and are available on subscription from the National Aeronautical Charting Office. e. RNAV STAR. 1. All public RNAV STARs are RNAV1. These procedures require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations. RNAV1 procedures require the aircraft's total system error remain bounded by +1 NM for 95% of the total flight time. (a) Type A. These procedures require system performance currently met by GPS, DME/DME, or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations. Type A terminal procedures require the aircraft's track keeping accuracy remain bounded by 2 NM for 95% of the total flight time. NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME or DME/DME/IRU for Type A STARs. (b) Type B. These procedures require system performance currently met by GPS or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100. Type B procedures may require the aircraft's track keeping accuracy remain bounded by 1 NM for 95% of the total flight time. NOTE- If not equipped with GPS (or for multi-sensor systems with GPS which do not alert upon loss of GPS), aircraft must be capable of navigation system updating using DME/DME/IRU for Type B STARs. 2. For procedures requiring GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation.5-4-2. Local Flow Traffic Management Program
a. This program is a continuing effort by the FAA to enhance safety, minimize the impact of aircraft noise and conserve aviation fuel. The enhancement of safety and reduction of noise is achieved in this program by minimizing low altitude maneuvering of arriving turbojet and turboprop aircraft weighing more than 12,500 pounds and, by permitting departure aircraft to climb to higher altitudes sooner, as arrivals are operating at higher altitudes at the points where their flight paths cross. The application of these procedures also reduces exposure time between controlled aircraft and uncontrolled aircraft at the lower altitudes in and around the terminal environment. Fuel conservation is accomplished by absorbing any necessary arrival delays for aircraft included in this program operating at the higher and more fuel efficient altitudes. [url=]b[/url]. A fuel efficient descent is basically an uninterrupted descent (except where level flight is required for speed adjustment) from cruising altitude to the point when level flight is necessary for the pilot to stabilize the aircraft on final approach. The procedure for a fuel efficient descent is based on an altitude loss which is most efficient for the majority of aircraft being served. This will generally result in a descent gradient window of 250-350 feet per nautical mile. c. When crossing altitudes and speed restrictions are issued verbally or are depicted on a chart, ATC will expect the pilot to descend first to the crossing altitude and then reduce speed. Verbal clearances for descent will normally permit an uninterrupted descent in accordance with the procedure as described in paragraph b above. Acceptance of a charted fuel efficient descent (Runway Profile Descent) clearance requires the pilot to adhere to the altitudes, speeds, and headings depicted on the charts unless otherwise instructed by ATC. PILOTS RECEIVING A CLEARANCE FOR A FUEL EFFICIENT DESCENT ARE EXPECTED TO ADVISE ATC IF THEY DO NOT HAVE RUNWAY PROFILE DESCENT CHARTS PUBLISHED FOR THAT AIRPORT OR ARE UNABLE TO COMPLY WITH THE CLEARANCE.[url=]5-4-3[/url]. Approach Control
a. Approach control is responsible for controlling all instrument flight operating within its area of responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct pilot and controller communications. Prior to arriving at the destination radio facility, instructions will be received from ARTCC to contact approach control on a specified frequency. b. Radar Approach Control. 1. Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar [ASR] and Precision Approach Radar [PAR]) but is also used to provide vectors in conjunction with published nonradar approaches based on radio NAVAIDs (ILS, MLS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established IAP or to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate in the following manner: (a) Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and, if required, given holding information or, when radar handoffs are effected between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation. (b) After release to approach control, aircraft are vectored to the final approach course (ILS, MLS, VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating aircraft. Therefore, pilots must not deviate from the headings issued by approach control. Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller. (c) The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance will normally be issued with the final vector for interception of the final approach course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix. (d) In the case of aircraft already inbound on the final approach course, approach clearance will be issued prior to the aircraft reaching the final approach fix. When established inbound on the final approach course, radar separation will be maintained and the pilot will be expected to complete the approach utilizing the approach aid designated in the clearance (ILS, MLS, VOR, radio beacons, etc.) as the primary means of navigation. Therefore, once established on the final approach course, pilots must not deviate from it unless a clearance to do so is received from ATC. (e) After passing the final approach fix on final approach, aircraft are expected to continue inbound on the final approach course and complete the approach or effect the missed approach procedure published for that airport. 2. ARTCCs are approved for and may provide approach control services to specific airports. The radar systems used by these centers do not provide the same precision as an ASR/PAR used by approach control facilities and towers, and the update rate is not as fast. Therefore, pilots may be requested to report established on the final approach course. 3. Whether aircraft are vectored to the appropriate final approach course or provide their own navigation on published routes to it, radar service is automatically terminated when the landing is completed or when instructed to change to advisory frequency at uncontrolled airports, whichever occurs first.[url=]5-4-4[/url]. Advance Information on Instrument Approach
[url=]a[/url]. When landing at airports with approach control services and where two or more IAPs are published, pilots will be provided in advance of their arrival with the type of approach to expect or that they may be vectored for a visual approach. This information will be broadcast either by a controller or on ATIS. It will not be furnished when the visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for any low altitude IAP for the airport. b. The purpose of this information is to aid the pilot in planning arrival actions; however, it is not an ATC clearance or commitment and is subject to change. Pilots should bear in mind that fluctuating weather, shifting winds, blocked runway, etc., are conditions which may result in changes to approach information previously received. It is important that pilots advise ATC immediately they are unable to execute the approach ATC advised will be used, or if they prefer another type of approach. c. Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS frequency to ascertain the current weather for the airport. The pilot shall advise ATC when he/she has received the broadcast weather and state his/her intentions. NOTE- 1. ASOS/AWOS should be set to provide one-minute broadcast weather updates at uncontrolled airports that are without weather broadcast capability by a human observer. 2. Controllers will consider the long line disseminated weather from an automated weather system at an uncontrolled airport as trend and planning information only and will rely on the pilot for current weather information for the airport. If the pilot is unable to receive the current broadcast weather, the last long line disseminated weather will be issued to the pilot. When receiving IFR services, the pilot/aircraft operator is responsible for determining if weather/visibility is adequate for approach/landing. d. When making an IFR approach to an airport not served by a tower or FSS, after ATC advises "CHANGE TO ADVISORY FREQUENCY APPROVED" you should broadcast your intentions, including the type of approach being executed, your position, and when over the final approach fix inbound (nonprecision approach) or when over the outer marker or fix used in lieu of the outer marker inbound (precision approach). Continue to monitor the appropriate frequency (UNICOM, etc.) for reports from other pilots.[url=]5-4-5[/url]. Instrument Approach Procedure Charts
[url=]a[/url]. 14 CFR Section 91.175(a), Instrument approaches to civil airports, requires the use of SIAPs prescribed for the airport in 14 CFR Part 97 unless otherwise authorized by the Administrator (including ATC). If there are military procedures published at a civil airport, aircraft operating under 14 CFR Part 91 must use the civil procedure(s). Civil procedures are defined with "FAA" in parenthesis; e.g., (FAA), at the top, center of the procedure chart. DOD procedures are defined using the abbreviation of the applicable military service in parenthesis; e.g., (USAF), (USN), (USA). 14 CFR Section 91.175(g), Military airports, requires civil pilots flying into or out of military airports to comply with the IAPs and takeoff and landing minimums prescribed by the authority having jurisdiction at those airports. Unless an emergency exists, civil aircraft operating at military airports normally require advance authorization, commonly referred to as "Prior Permission Required" or "PPR." Information on obtaining a PPR for a particular military airport can be found in the Airport/Facility Directory. NOTE- Civil aircraft may conduct practice VFR approaches using DOD instrument approach procedures when approved by the air traffic controller. 1. IAPs (standard and special, civil and military) are based on joint civil and military criteria contained in the U.S. Standard for TERPS. The design of IAPs based on criteria contained in TERPS, takes into account the interrelationship between airports, facilities, and the surrounding environment, terrain, obstacles, noise sensitivity, etc. Appropriate altitudes, courses, headings, distances, and other limitations are specified and, once approved, the procedures are published and distributed by government and commercial cartographers as instrument approach charts. 2. Not all IAPs are published in chart form. Radar IAPs are established where requirements and facilities exist but they are printed in tabular form in appropriate U.S. Government Flight Information Publications. [url=]3[/url]. The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the chart. (a) Straight-in IAPs are identified by the navigational system providing the final approach guidance and the runway to which the approach is aligned (e.g., VOR RWY 13). Circling only approaches are identified by the navigational system providing final approach guidance and a letter (e.g., VOR A). More than one navigational system separated by a slash indicates that more than one type of equipment must be used to execute the final approach (e.g., VOR/DME RWY 31). More than one navigational system separated by the word "or" indicates either type of equipment may be used to execute the final approach (e.g., VOR or GPS RWY 15). (b) In some cases, other types of navigation systems including radar may be required to execute other portions of the approach or to navigate to the IAF (e.g., an NDB procedure turn to an ILS, an NDB in the missed approach, or radar required to join the procedure or identify a fix). When radar or other equipment is required for procedure entry from the en route environment, a note will be charted in the planview of the approach procedure chart (e.g., RADAR REQUIRED or ADF REQUIRED). When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note will be charted in the notes box of the pilot briefing portion of the approach chart (e.g., RADAR REQUIRED or DME REQUIRED). Notes are not charted when VOR is required outside the final approach segment. Pilots should ensure that the aircraft is equipped with the required NAVAID(s) in order to execute the approach, including the missed approach. NOTE- Some military (i.e., U.S. Air Force and U.S. Navy) IAPs have these “additional equipment required" notes charted only in the planview of the approach procedure and do not conform to the same application standards used by the FAA. (c) The FAA has initiated a program to provide a new notation for LOC approaches when charted on an ILS approach requiring other navigational aids to fly the final approach course. The LOC minimums will be annotated with the NAVAID required (e.g., "DME Required" or "RADAR Required"). During the transition period, ILS approaches will still exist without the annotation. (d) Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800. Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800. For these runways, the normal ILS minimum of RVR 2400 is annotated with a double asterisk, for example ?* 696/24 200 (200/1/2).?A note is included on the chart stating ?*RVR 1800 authorized with use of FD or AP or HUD to DA.?The pilot must use the flight director, or autopilot with an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach. A NOTAM may be issued authorizing the use of the RVR 1800 minimum until the new approach chart can be published. (e) The naming of multiple approaches of the same type to the same runway is also changing. Multiple approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the alphabet and working backwards for subsequent procedures (e.g., ILS Z RWY 28, ILS Y RWY 28, etc.). The existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and replaced with the new designation. The Cat II and Cat III designations are used to differentiate between multiple ILSs to the same runway unless there are multiples of the same type. (f) WAAS (LPV, LNAV/VNAV and LNAV), and GPS (LNAV) approach procedures are charted as RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21). VOR/DME RNAV approaches will continue to be identified as VOR/DME RNAV RWY (Number) (e.g., VOR/DME RNAV RWY 21). VOR/DME RNAV procedures which can be flown by GPS will be annotated with "or GPS" (e.g., VOR/DME RNAV or GPS RWY 31). 4. Approach minimums are based on the local altimeter setting for that airport, unless annotated otherwise; e.g., Oklahoma City/Will Rogers World approaches are based on having a Will Rogers World altimeter setting. When a different altimeter source is required, or more than one source is authorized, it will be annotated on the approach chart; e.g., use Sidney altimeter setting, if not received, use Scottsbluff altimeter setting. Approach minimums may be raised when a nonlocal altimeter source is authorized. When more than one altimeter source is authorized, and the minima are different, they will be shown by separate lines in the approach minima box or a note; e.g., use Manhattan altimeter setting; when not available use Salina altimeter setting and increase all MDAs 40 feet. When the altimeter must be obtained from a source other than air traffic a note will indicate the source; e.g., Obtain local altimeter setting on CTAF. When the altimeter setting(s) on which the approach is based is not available, the approach is not authorized. Baro-VNAV must be flown using the local altimeter setting only. Where no local altimeter is available, the LNAV/VNAV line will still be published for use by WAAS receivers with a note that Baro-VNAV is not authorized. When a local and at least one other altimeter setting source is authorized and the local altimeter is not available Baro-VNAV is not authorized; however, the LNAV/VNAV minima can still be used by WAAS receivers using the alternate altimeter setting source. 5. A pilot adhering to the altitudes, flight paths, and weather minimums depicted on the IAP chart or vectors and altitudes issued by the radar controller, is assured of terrain and obstruction clearance and runway or airport alignment during approach for landing. 6. IAPs are designed to provide an IFR descent from the en route environment to a point where a safe landing can be made. They are prescribed and approved by appropriate civil or military authority to ensure a safe descent during instrument flight conditions at a specific airport. It is important that pilots understand these procedures and their use prior to attempting to fly instrument approaches. [url=]7[/url]. TERPS criteria are provided for the following types of instrument approach procedures: (a) Precision Approach (PA). An instrument approach based on a navigation system that provides course and glidepath deviation information meeting the precision standards of ICAO Annex 10. For example, PAR, ILS, and GLS are precision approaches. [url=](b)[/url] Approach with Vertical Guidance (APV). An instrument approach based on a navigation system that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and glidepath deviation information. For example, Baro-VNAV, LDA with glidepath, LNAV/VNAV and LPV are APV approaches. (c) Nonprecision Approach (NPA). An instrument approach based on a navigation system which provides course deviation information, but no glidepath deviation information. For example, VOR, NDB and LNAV. As noted in subparagraph i, Vertical Descent Angle (VDA) on Nonprecision Approaches, some approach procedures may provide a Vertical Descent Angle as an aid in flying a stabilized approach, without requiring its use in order to fly the procedure. This does not make the approach an APV procedure, since it must still be flown to an MDA and has not been evaluated with a glidepath. b. The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial-Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended. 1. Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000. 2. Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000. 3. Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000. 4. Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000. NOTE- Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above. c. Minimum Safe/Sector Altitudes (MSA) are published for emergency use on IAP charts. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated. The MSA depiction on the approach chart contains the facility identifier of the NAVAID used to determine the MSA altitudes. For RNAV approaches, the MSA is based on the runway waypoint (RWY WP) for straight-in approaches, or the airport waypoint (APT WP) for circling approaches. For GPS approaches, the MSA center will be the missed approach waypoint (MAWP). MSAs are expressed in feet above mean sea level and normally have a 25 NM radius; however, this radius may be expanded to 30 NM if necessary to encompass the airport landing surfaces. Ideally, a single sector altitude is established and depicted on the plan view of approach charts; however, when necessary to obtain relief from obstructions, the area may be further sectored and as many as four MSAs established. When established, sectors may be no less than 90?in spread. MSAs provide 1,000 feet clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. [url=]d[/url]. Terminal Arrival Area (TAA) 1. The objective of the TAA is to provide a seamless transition from the en route structure to the terminal environment for arriving aircraft equipped with Flight Management System (FMS) and/or Global Positioning System (GPS) navigational equipment. The underlying instrument approach procedure is an area navigation (RNAV) procedure described in this section. The TAA provides the pilot and air traffic controller with a very efficient method for routing traffic into the terminal environment with little required air traffic control interface, and with minimum altitudes depicted that provide standard obstacle clearance compatible with the instrument procedure associated with it. The TAA will not be found on all RNAV procedures, particularly in areas of heavy concentration of air traffic. When the TAA is published, it replaces the MSA for that approach procedure. See FIG 5-4-9 for a depiction of a RNAV approach chart with a TAA. 2. The RNAV procedure underlying the TAA will be the "T" design (also called the "Basic T"), or a modification of the "T." The "T" design incorporates from one to three IAFs; an intermediate fix (IF) that serves as a dual purpose IF (IAF); a final approach fix (FAF), and a missed approach point (MAP) usually located at the runway threshold. The three IAFs are normally aligned in a straight line perpendicular to the intermediate course, which is an extension of the final course leading to the runway, forming a "T." The initial segment is normally from 3-6 NM in length; the intermediate 5-7 NM, and the final segment 5 NM. Specific segment length may be varied to accommodate specific aircraft categories for which the procedure is designed. However, the published segment lengths will reflect the highest category of aircraft normally expected to use the procedure. (a) A standard racetrack holding pattern may be provided at the center IAF, and if present may be necessary for course reversal and for altitude adjustment for entry into the procedure. In the latter case, the pattern provides an extended distance for the descent required by the procedure. Depiction of this pattern in U.S. Government publications will utilize the "hold-in-lieu-of-PT" holding pattern symbol. (b) The published procedure will be annotated to indicate when the course reversal is not necessary when flying within a particular TAA area; e.g., “NoPT.?Otherwise, the pilot is expected to execute the course reversal under the provisions of 14 CFR Section 91.175. The pilot may elect to use the course reversal pattern when it is not required by the procedure, but must inform air traffic control and receive clearance to do so. (See FIG 5-4-1, FIG 5-4-2, FIG 5-4-9, and paragraph 5-4-9, Procedure Turn and Hold-in-lieu of Procedure Turn). 3. The "T" design may be modified by the procedure designers where required by terrain or air traffic control considerations. For instance, the "T" design may appear more like a regularly or irregularly shaped "Y", or may even have one or both outboard IAFs eliminated resulting in an upside down "L" or an "I" configuration. (See FIG 5-4-3 and FIG 5-4-10). Further, the leg lengths associated with the outboard IAFs may differ. (See FIG 5-4-5 and FIG 5-4-6). 4. Another modification of the "T" design may be found at airports with parallel runway configurations. Each parallel runway may be served by its own "T" IAF, IF (IAF), and FAF combination, resulting in parallel final approach courses. (See FIG 5-4-4). Common IAFs may serve both runways; however, only the intermediate and final approach segments for the landing runway will be shown on the approach chart. (See FIG 5-4-5 and FIG 5-4-6). [url=]FIG 5-4-1[/url] Basic "T" Design
) 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 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.[url=]5-4-7[/url]. 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 1.3 VSO, 1.23 VSR, or some higher speed required for airplane controllability. This speed, at the maximum certificated landing weight, determines the lowest applicable approach category for all approaches regardless of actual landing weight. 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 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. [size=-2]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. [url=]f[/url]. 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. [size=-2]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. 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.[url=]5-4-8[/url]. Special Instrument Approach Procedures
Instrument Approach Procedure (IAP) charts reflect the criteria associated with the U.S. Standard for Terminal Instrument [Approach] 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. For a hold-in-lieu-of-PT, the holding pattern should be flown as depicted, to include leg length or timing. 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 maneuvering 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 (limited by the charted remain within distance). 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. Racetrack entries should be conducted on the maneuvering side where the majority of protected airspace resides. If an entry places the pilot on the non-maneuvering side of the PT, correction to intercept the outbound course ensures remaining within protected airspace. Some procedure turns are specified by procedural track. These turns must be flown exactly as depicted. 2. Descent to the procedure turn (PT) completion altitude from the PT fix altitude (when one has been published or assigned by ATC) must not begin until crossing over the PT fix or abeam and proceeding outbound. Some procedures contain a note in the chart profile view that says “Maintain (altitude) or above until established outbound for procedure turn?(See FIG 5-4-14). Newer procedures will simply depict an “at or above? altitude at the PT fix without a chart note (See FIG 5-4-15). Both are there to ensure required obstacle clearance is provided in the procedure turn entry zone (See FIG 5-4-16). Absence of a chart note or specified minimum altitude adjacent to the PT fix is an indication that descent to the procedure turn altitude can commence immediately upon crossing over the PT fix, regardless of the direction of flight. This is because the minimum altitudes in the PT entry zone and the PT maneuvering zone are the same.[url=]FIG 5-4-14[/url]
[url=]FIG 5-4-15[/url]
[url=]FIG 5-4-16[/url]
3. 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.
4. A teardrop procedure or penetration turn may be specified in some procedures for a required course reversal. The teardrop procedure consists of departure from an initial approach fix on an outbound course followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited airspace. Where no fix is available to mark the beginning of the intermediate segment, it shall be assumed to commence at a point 10 miles prior to the final approach fix. When the facility is located on the airport, an aircraft is considered to be on final approach upon completion of the penetration turn. However, the final approach segment begins on the final approach course 10 miles from the facility. 5. 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. For a hold-in-lieu-of-PT, the holding pattern should be flown as depicted, to include leg length or timing. 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.) 6. 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. [size=-2]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, (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.) [url=]FIG 5-4-14[/url] Timed Approaches from a Holding 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, 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.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. [size=-2]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. [url=]FIG 5-4-15[/url] Parallel ILS Approaches
5-4-14. Parallel ILS/MLS Approaches (Dependent) (See FIG 5-4-16.)
[url=]FIG 5-4-16[/url] Staggered ILS Approaches
[url=]5-4-15[/url]. Simultaneous Parallel ILS/MLS Approaches (Independent) (See FIG 5-4-17.)
[url=]FIG 5-4-17[/url] Simultaneous Parallel ILS Approaches
5-4-16. Simultaneous Close Parallel ILS PRM Approaches (Independent) and Simultaneous Offset Instrument Approaches (SOIA) (See FIG 5-4-18.)
[url=]FIG 5-4-18[/url] ILS PRM Approaches (Simultaneous Close Parallel)
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. |
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. 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. [url=]FIG 5-4-20[/url]
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. Compliance with minimum altitudes associated with stepdown fixes is expected even after the side-step maneuver is initiated. 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.[url=]5-4-20[/url]. 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 1/2 mile.[url=]TBL 5-4-1[/url] 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 |
[url=]5-4-21[/url]. 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 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. [url=]FIG 5-4-25[/url] Circling and Missed Approach Obstruction Clearance Areas
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 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. [size=-2]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. b. These procedures will be used only at airports with an operating control tower. c. Most approach charts will depict some NAVAID information which is for supplemental navigational guidance only. d. Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are recommended only. Pilots are not prohibited from flying other than recommended altitudes if operational requirements dictate. e. When landmarks used for navigation are not visible at night, the approach will be annotated "PROCEDURE NOT AUTHORIZED AT NIGHT." f. CVFPs usually begin within 20 flying miles from the airport. g. Published weather minimums for CVFPs are based on minimum vectoring altitudes rather than the recommended altitudes depicted on charts. h. CVFPs are not instrument approaches and do not have missed approach segments. i. ATC will not issue clearances for CVFPs when the weather is less than the published minimum. j. ATC will clear aircraft for a CVFP after the pilot reports siting a charted landmark or a preceding aircraft. If instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval and wake turbulence separation. k. Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft. Missed approaches will be handled as a go-around.5-4-24. Contact Approach
a. Pilots operating in accordance with an IFR flight plan, provided they are clear of clouds and have at least 1 mile flight visibility and can reasonably expect to continue to the destination airport in those conditions, may request ATC authorization for a contact approach. b. Controllers may authorize a contact approach provided: 1. The contact approach is specifically requested by the pilot. ATC cannot initiate this approach. EXAMPLE- Request contact approach. 2. The reported ground visibility at the destination airport is at least 1 statute mile. 3. The contact approach will be made to an airport having a standard or special instrument approach procedure. 4. Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special VFR aircraft. EXAMPLE- Cleared contact approach (and, if required) at or below (altitude) (routing) if not possible (alternative procedures) and advise. c. A contact approach is an approach procedure that may be used by a pilot (with prior authorization from ATC) in lieu of conducting a standard or special IAP to an airport. It is not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP. Nor is it intended for an aircraft to conduct an instrument approach to one airport and then, when "in the clear," discontinue that approach and proceed to another airport. In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.5-4-25. Landing Priority
A clearance for a specific type of approach (ILS, MLS, ADF, VOR or Straight-in Approach) to an aircraft operating on an IFR flight plan does not mean that landing priority will be given over other traffic. ATCTs handle all aircraft, regardless of the type of flight plan, on a "first-come, first-served" basis. Therefore, because of local traffic or runway in use, it may be necessary for the controller in the interest of safety, to provide a different landing sequence. In any case, a landing sequence will be issued to each aircraft as soon as possible to enable the pilot to properly adjust the aircraft's flight path.5-4-26. Overhead Approach Maneuver
a. Pilots operating in accordance with an IFR flight plan in Visual Meteorological Conditions (VMC) may request ATC authorization for an overhead maneuver. An overhead maneuver is not an instrument approach procedure. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is considered to be VFR and the IFR flight plan is cancelled when the aircraft reaches the initial point on the initial approach portion of the maneuver. (See FIG 5-4-27.) The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved. Aircraft operating to an airport without a functioning control tower must initiate cancellation of an IFR flight plan prior to executing the overhead maneuver. Cancellation of the IFR flight plan must be accomplished after crossing the landing threshold on the initial portion of the maneuver or after landing. Controllers may authorize an overhead maneuver and issue the following to arriving aircraft: 1. Pattern altitude and direction of traffic. This information may be omitted if either is standard. PHRASEOLOGY- PATTERN ALTITUDE (altitude). RIGHT TURNS. 2. Request for a report on initial approach. PHRASEOLOGY- REPORT INITIAL. 3. "Break" information and a request for the pilot to report. The "Break Point" will be specified if nonstandard. Pilots may be requested to report "break" if required for traffic or other reasons. PHRASEOLOGY- BREAK AT (specified point). REPORT BREAK. [url=]FIG 5-4-27[/url] Overhead Maneuver
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