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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.

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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 [GNSS] 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 7/31/08 AIM AIM 2/14/5-4-20 Arrival Procedures 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.

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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: 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-21 Arrival Procedures 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. 7/31/08 AIM AIM 2/14/5-4-22 Arrival Procedures (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 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-23 Arrival Procedures 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 7/31/08 AIM AIM 2/14/5-4-24 Arrival Procedures 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 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-25 Arrival Procedures 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. 7/31/08 AIM 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 [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. 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 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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.

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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.) 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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, 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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. 7/31/08 AIM 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-33 Arrival Procedures FIG 5-4-15 Parallel ILS Approaches 7/31/08 AIM 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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 [DUAL RUNWAYS] OR 5000’ OR MORE, [TRIPLE OR QUADRUPLE RUNWAYS] - 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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 AIM 2/14/5-4-38 Arrival Procedures 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-39 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 AIM 2/14/5-4-40 Arrival Procedures 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.

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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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 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 AIM 2/14/5-4-44 Arrival Procedures 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 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08 5-4-45 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 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. 3/15/07 7110.65R CHG 2 AIM 7/31/08 7/31/08 AIM AIM 2/14/08 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.

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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.

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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 3/15/07 7110.65R CHG 2 AIM 7/31/08 AIM 2/14/08

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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.

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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.

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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.