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5-4-1. Standard Terminal Arrival (STAR),
Area Navigation (RNAV) STAR, and Flight
Management System Procedures (FMSP)
for Arrivals
a. A STAR is an ATC coded IFR arrival route
established for application to arriving IFR aircraft
destined for certain airports. RNAV STAR/FMSP
procedures for arrivals serve the same purpose but are
only used by aircraft equipped with FMS or GPS. The
purpose of both is to simplify clearance delivery
procedures and facilitate transition between en route
and instrument approach procedures.
1. STAR/RNAV STAR/FMSP procedures may
have mandatory speeds and/or crossing altitudes
published. Other STARs may have planning
information depicted to inform pilots what clearances
or restrictions to "expect." "Expect" altitudes/speeds
are not considered STAR/RNAV STAR/FMSP
procedures crossing restrictions unless verbally
issued by ATC.
NOTE-
The "expect" altitudes/speeds are published so that pilots
may have the information for planning purposes. These
altitudes/speeds shall not be used in the event of lost
communications unless ATC has specifically advised the
pilot to expect these altitudes/speeds as part of a further
clearance.
REFERENCE-
14 CFR Section 91.185(c)(2)(iii).
2. Pilots navigating on STAR/RNAV STAR/FMSP procedures shall maintain last assigned
altitude until receiving authorization to descend so as
to comply with all published/issued restrictions. This
authorization will contain the phraseology
"DESCEND VIA."
(a) Clearance to "descend via" authorizes
pilots to:
(1) Vertically and laterally navigate on a
STAR/RNAV STAR/FMSP.
(2) When cleared to a waypoint depicted on
a STAR/RNAV STAR/FMSP, to descend from a
previously assigned altitude at pilot's discretion to the
altitude depicted for that waypoint, and once
established on the depicted arrival, to navigate
laterally and vertically to meet all published
restrictions.
NOTE-
1. Air traffic is responsible for obstacle clearance when
issuing a "descend via" instruction to the pilot. The
descend via is used in conjunction with STARs/RNAV
STARs/FMSPs to reduce phraseology by not requiring the
controller to restate the altitude at the next waypoint/fix to
which the pilot has been cleared.
2. Air traffic will assign an altitude to cross the
waypoint/fix, if no altitude is depicted at the waypoint/fix,
for aircraft on a direct routing to a STAR/RNAV
STAR/FMSP.
3. Minimum en route altitudes (MEA) are not considered
restrictions; however, pilots are expected to remain above
MEAs.
EXAMPLE-
1. Lateral/routing clearance only.
"Cleared Hadly One arrival."
2. Routing with assigned altitude.
"Cleared Hadly One arrival, descend and maintain
Flight Level two four zero."
"Cleared Hadly One arrival, descend at pilot's
discretion, maintain Flight Level two four zero."
3. Lateral/routing and vertical navigation clearance.
"Descend via the Civit One arrival."
"Descend via the Civit One arrival, except, cross
Arnes at or above one one thousand."
4. Lateral/routing and vertical navigation clearance
when assigning altitude not published on procedure.
"Descend via the Haris One arrival, except after
Bruno, maintain one zero thousand."
"Descend via the Haris One arrival, except cross
Bruno at one three thousand then maintain one zero
thousand."
5. Direct routing to intercept a STAR/RNAV STAR/FMSP and vertical navigation clearance.
"Proceed direct Mahem, descend via Mahem One
arrival."
"Proceed direct Luxor, cross Luxor at or above flight
level two zero zero, then descend via the Ksino One
Arrival."
NOTE-
1. In Example 2, pilots are expected to descend to FL 240
as directed, and maintain FL 240 until cleared for further
vertical navigation with a newly assigned altitude or a
"descend via" clearance.
2. In Example 4, the aircraft should track laterally and
vertically on the Haris One arrival and should descend so
as to comply with all speed and altitude restrictions until
reaching Bruno and then maintain 10,000. Upon reaching
10,000, aircraft should maintain 10,000 until cleared by
ATC to continue to descend.
(b) Pilots cleared for vertical navigation
using the phraseology "descend via" shall inform
ATC upon initial contact with a new frequency.
EXAMPLE-
"Delta One Twenty One leaving FL 240, descending via
the Civit One arrival."
b. Pilots of IFR aircraft destined to locations for
which STARs have been published may be issued a
clearance containing a STAR whenever ATC deems
it appropriate.
c. Use of STARs requires pilot possession of at
least the approved chart. RNAV STARs must be
retrievable by the procedure name from the aircraft
database and conform to charted procedure. As with
any ATC clearance or portion thereof, it is the
responsibility of each pilot to accept or refuse an
issued STAR. Pilots should notify ATC if they do not
wish to use a STAR by placing "NO STAR" in the
remarks section of the flight plan or by the less
desirable method of verbally stating the same to ATC.
d. STAR charts are published in the Terminal
Procedures Publications (TPP) and are available on
subscription from the National Aeronautical
Charting Office.
e. RNAV STAR.
1. All public RNAV STARs are RNAV1. These
procedures require system performance currently
met by GPS or DME/DME/IRU RNAV systems that
satisfy the criteria discussed in AC 90-100A, U.S.
Terminal and En Route Area Navigation (RNAV)
Operations. RNAV1 procedures require the aircraft's
total system error remain bounded by +1 NM for 95%
of the total flight time.
(a) Type A. These procedures require system performance currently met by GPS, DME/DME,
or DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100, U.S. Terminal and
En Route Area Navigation (RNAV) Operations. Type
A terminal procedures require the aircraft's track
keeping accuracy remain bounded by 2 NM for
95% of the total flight time.
NOTE-
If not equipped with GPS (or for multi-sensor systems with
GPS which do not alert upon loss of GPS), aircraft must be
capable of navigation system updating using DME/DME
or DME/DME/IRU for Type A STARs.
(b) Type B. These procedures require system performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the
criteria discussed in AC 90-100. Type B procedures
may require the aircraft's track keeping accuracy
remain bounded by 1 NM for 95% of the total flight
time.
NOTE-
If not equipped with GPS (or for multi-sensor systems with
GPS which do not alert upon loss of GPS), aircraft must be
capable of navigation system updating using DME/DME/IRU for Type B STARs.
2. For procedures requiring GPS, if the
navigation system does not automatically alert the
flight crew of a loss of GPS, the operator must
develop procedures to verify correct GPS operation.
5-4-2. Local Flow Traffic Management
Program
a. This program is a continuing effort by the FAA
to enhance safety, minimize the impact of aircraft
noise and conserve aviation fuel. The enhancement of
safety and reduction of noise is achieved in this
program by minimizing low altitude maneuvering of
arriving turbojet and turboprop aircraft weighing
more than 12,500 pounds and, by permitting
departure aircraft to climb to higher altitudes sooner,
as arrivals are operating at higher altitudes at the
points where their flight paths cross. The application
of these procedures also reduces exposure time
between controlled aircraft and uncontrolled aircraft
at the lower altitudes in and around the terminal
environment. Fuel conservation is accomplished by
absorbing any necessary arrival delays for aircraft
included in this program operating at the higher and
more fuel efficient altitudes.
b. A fuel efficient descent is basically an
uninterrupted descent (except where level flight is
required for speed adjustment) from cruising altitude
to the point when level flight is necessary for the pilot
to stabilize the aircraft on final approach. The
procedure for a fuel efficient descent is based on an
altitude loss which is most efficient for the majority
of aircraft being served. This will generally result in
a descent gradient window of 250-350 feet per
nautical mile.
c. When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart, ATC
will expect the pilot to descend first to the crossing
altitude and then reduce speed. Verbal clearances for
descent will normally permit an uninterrupted
descent in accordance with the procedure as
described in paragraph
b above. Acceptance of a
charted fuel efficient descent (Runway Profile
Descent) clearance requires the pilot to adhere to the
altitudes, speeds, and headings depicted on the charts
unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL
EFFICIENT DESCENT ARE EXPECTED TO
ADVISE ATC IF THEY DO NOT HAVE RUNWAY
PROFILE DESCENT CHARTS PUBLISHED FOR
THAT AIRPORT OR ARE UNABLE TO COMPLY
WITH THE CLEARANCE.
5-4-3. Approach Control
a. Approach control is responsible for controlling
all instrument flight operating within its area of
responsibility. Approach control may serve one or
more airfields, and control is exercised primarily by
direct pilot and controller communications. Prior to
arriving at the destination radio facility, instructions
will be received from ARTCC to contact approach
control on a specified frequency.
b. Radar Approach Control.
1. Where radar is approved for approach control
service, it is used not only for radar approaches
(Airport Surveillance Radar [ASR] and Precision
Approach Radar [PAR]) but is also used to provide
vectors in conjunction with published nonradar
approaches based on radio NAVAIDs (ILS, MLS,
VOR, NDB, TACAN). Radar vectors can provide
course guidance and expedite traffic to the final
approach course of any established IAP or to the
traffic pattern for a visual approach. Approach
control facilities that provide this radar service will
operate in the following manner:
(a) Arriving aircraft are either cleared to an
outer fix most appropriate to the route being flown
with vertical separation and, if required, given
holding information or, when radar handoffs are
effected between the ARTCC and approach control,
or between two approach control facilities, aircraft
are cleared to the airport or to a fix so located that the
handoff will be completed prior to the time the
aircraft reaches the fix. When radar handoffs are
utilized, successive arriving flights may be handed
off to approach control with radar separation in lieu
of vertical separation.
(b) After release to approach control, aircraft
are vectored to the final approach course (ILS, MLS,
VOR, ADF, etc.). Radar vectors and altitude or flight
levels will be issued as required for spacing and
separating aircraft. Therefore, pilots must not deviate
from the headings issued by approach control.
Aircraft will normally be informed when it is
necessary to vector across the final approach course
for spacing or other reasons. If approach course
crossing is imminent and the pilot has not been
informed that the aircraft will be vectored across the
final approach course, the pilot should query the
controller.
(c) The pilot is not expected to turn inbound
on the final approach course unless an approach
clearance has been issued. This clearance will
normally be issued with the final vector for
interception of the final approach course, and the
vector will be such as to enable the pilot to establish
the aircraft on the final approach course prior to
reaching the final approach fix.
(d) In the case of aircraft already inbound on
the final approach course, approach clearance will be
issued prior to the aircraft reaching the final approach
fix. When established inbound on the final approach
course, radar separation will be maintained and the
pilot will be expected to complete the approach
utilizing the approach aid designated in the clearance
(ILS, MLS, VOR, radio beacons, etc.) as the primary
means of navigation. Therefore, once established on
the final approach course, pilots must not deviate
from it unless a clearance to do so is received from
ATC.
(e) After passing the final approach fix on
final approach, aircraft are expected to continue
inbound on the final approach course and complete
the approach or effect the missed approach procedure
published for that airport.
2. ARTCCs are approved for and may provide
approach control services to specific airports. The
radar systems used by these centers do not provide the
same precision as an ASR/PAR used by approach
control facilities and towers, and the update rate is not
as fast. Therefore, pilots may be requested to report
established on the final approach course.
3. Whether aircraft are vectored to the appropriate final approach course or provide their own
navigation on published routes to it, radar service is
automatically terminated when the landing is
completed or when instructed to change to advisory
frequency at uncontrolled airports, whichever occurs
first.
5-4-4. Advance Information on Instrument
Approach
a. When landing at airports with approach control
services and where two or more IAPs are published,
pilots will be provided in advance of their arrival with
the type of approach to expect or that they may be
vectored for a visual approach. This information will
be broadcast either by a controller or on ATIS. It will
not be furnished when the visibility is three miles or
better and the ceiling is at or above the highest initial
approach altitude established for any low altitude IAP
for the airport.
b. The purpose of this information is to aid the
pilot in planning arrival actions; however, it is not an
ATC clearance or commitment and is subject to
change. Pilots should bear in mind that fluctuating
weather, shifting winds, blocked runway, etc., are
conditions which may result in changes to approach
information previously received. It is important that
pilots advise ATC immediately they are unable to
execute the approach ATC advised will be used, or if
they prefer another type of approach.
c. Aircraft destined to uncontrolled airports,
which have automated weather data with broadcast
capability, should monitor the ASOS/AWOS frequency to ascertain the current weather for the
airport. The pilot shall advise ATC when he/she has
received the broadcast weather and state his/her
intentions.
NOTE-
1. ASOS/AWOS should be set to provide one-minute
broadcast weather updates at uncontrolled airports that
are without weather broadcast capability by a human
observer.
2. Controllers will consider the long line disseminated
weather from an automated weather system at an
uncontrolled airport as trend and planning information
only and will rely on the pilot for current weather
information for the airport. If the pilot is unable to receive
the current broadcast weather, the last long line
disseminated weather will be issued to the pilot. When
receiving IFR services, the pilot/aircraft operator is
responsible for determining if weather/visibility is
adequate for approach/landing.
d. When making an IFR approach to an airport not
served by a tower or FSS, after ATC advises
"CHANGE TO ADVISORY FREQUENCY APPROVED" you should broadcast your intentions,
including the type of approach being executed, your
position, and when over the final approach fix
inbound (nonprecision approach) or when over the
outer marker or fix used in lieu of the outer marker
inbound (precision approach). Continue to monitor
the appropriate frequency (UNICOM, etc.) for
reports from other pilots.
5-4-5. Instrument Approach Procedure
Charts
a. 14 CFR Section 91.175(a), Instrument approaches to civil airports, requires the use of SIAPs
prescribed for the airport in 14 CFR Part 97 unless
otherwise authorized by the Administrator (including
ATC). If there are military procedures published at a
civil airport, aircraft operating under 14 CFR Part 91
must use the civil procedure(s). Civil procedures are
defined with "FAA" in parenthesis; e.g., (FAA), at the
top, center of the procedure chart. DOD procedures
are defined using the abbreviation of the applicable
military service in parenthesis; e.g., (USAF), (USN),
(USA). 14 CFR Section 91.175(g), Military airports,
requires civil pilots flying into or out of military
airports to comply with the IAPs and takeoff and
landing minimums prescribed by the authority
having jurisdiction at those airports. Unless an
emergency exists, civil aircraft operating at military
airports normally require advance authorization,
commonly referred to as "Prior Permission
Required" or "PPR." Information on obtaining a PPR
for a particular military airport can be found in the
Airport/Facility Directory.
NOTE-
Civil aircraft may conduct practice VFR approaches using
DOD instrument approach procedures when approved by
the air traffic controller.
1. IAPs (standard and special, civil and military)
are based on joint civil and military criteria contained
in the U.S. Standard for TERPS. The design of IAPs
based on criteria contained in TERPS, takes into
account the interrelationship between airports,
facilities, and the surrounding environment, terrain,
obstacles, noise sensitivity, etc. Appropriate
altitudes, courses, headings, distances, and other
limitations are specified and, once approved, the
procedures are published and distributed by
government and commercial cartographers as
instrument approach charts.
2. Not all IAPs are published in chart form.
Radar IAPs are established where requirements and
facilities exist but they are printed in tabular form in
appropriate U.S. Government Flight Information
Publications.
3. The navigation equipment required to join
and fly an instrument approach procedure is indicated
by the title of the procedure and notes on the chart.
(a) Straight-in IAPs are identified by the
navigational system providing the final approach
guidance and the runway to which the approach is
aligned (e.g., VOR RWY 13). Circling only
approaches are identified by the navigational system
providing final approach guidance and a letter
(e.g., VOR A). More than one navigational system
separated by a slash indicates that more than one type
of equipment must be used to execute the final
approach (e.g., VOR/DME RWY 31). More than
one navigational system separated by the word "or"
indicates either type of equipment may be used to
execute the final approach (e.g., VOR or GPS
RWY 15).
(b) In some cases, other types of navigation
systems including radar may be required to execute
other portions of the approach or to navigate to the
IAF (e.g., an NDB procedure turn to an ILS, an NDB
in the missed approach, or radar required to join the
procedure or identify a fix). When radar or other
equipment is required for procedure entry from the
en route environment, a note will be charted in the
planview of the approach procedure chart
(e.g., RADAR REQUIRED or ADF REQUIRED).
When radar or other equipment is required on
portions of the procedure outside the final approach
segment, including the missed approach, a note will
be charted in the notes box of the pilot briefing
portion of the approach chart (e.g., RADAR
REQUIRED or DME REQUIRED). Notes are not
charted when VOR is required outside the final
approach segment. Pilots should ensure that the
aircraft is equipped with the required NAVAID(s) in
order to execute the approach, including the missed
approach.
NOTE-
Some military (i.e., U.S. Air Force and U.S. Navy)
IAPs have these “additional equipment required"
notes charted only in the planview of the approach
procedure and do not conform to the same application
standards used by the FAA.
(c) The FAA has initiated a program to
provide a new notation for LOC approaches when
charted on an ILS approach requiring other
navigational aids to fly the final approach course. The
LOC minimums will be annotated with the NAVAID
required (e.g., "DME Required" or "RADAR
Required"). During the transition period, ILS
approaches will still exist without the annotation.
(d) The naming of multiple approaches of the
same type to the same runway is also changing.
Multiple approaches with the same guidance will be
annotated with an alphabetical suffix beginning at the
end of the alphabet and working backwards for
subsequent procedures (e.g., ILS Z RWY 28, ILS Y
RWY 28, etc.). The existing annotations such as
ILS 2 RWY 28 or Silver ILS RWY 28 will be phased
out and replaced with the new designation. The Cat II
and Cat III designations are used to differentiate
between multiple ILSs to the same runway unless
there are multiples of the same type.
(e) WAAS (LPV, LNAV/VNAV and LNAV),
and GPS (LNAV) approach procedures are charted as
RNAV (GPS) RWY (Number) (e.g., RNAV (GPS)
RWY 21). VOR/DME RNAV approaches will
continue to be identified as VOR/DME RNAV RWY
(Number) (e.g., VOR/DME RNAV RWY 21).
VOR/DME RNAV procedures which can be flown by
GPS will be annotated with "or GPS" (e.g., VOR/DME RNAV or GPS RWY 31).
4. Approach minimums are based on the local
altimeter setting for that airport, unless annotated
otherwise; e.g., Oklahoma City/Will Rogers World
approaches are based on having a Will Rogers World
altimeter setting. When a different altimeter source is
required, or more than one source is authorized, it will
be annotated on the approach chart; e.g., use Sidney
altimeter setting, if not received, use Scottsbluff
altimeter setting. Approach minimums may be raised
when a nonlocal altimeter source is authorized. When
more than one altimeter source is authorized, and the
minima are different, they will be shown by separate
lines in the approach minima box or a note; e.g., use
Manhattan altimeter setting; when not available use
Salina altimeter setting and increase all MDAs
40 feet. When the altimeter must be obtained from a
source other than air traffic a note will indicate the
source; e.g., Obtain local altimeter setting on CTAF.
When the altimeter setting(s) on which the approach
is based is not available, the approach is not
authorized. Baro-VNAV must be flown using the
local altimeter setting only. Where no local altimeter
is available, the LNAV/VNAV line will still be
published for use by WAAS receivers with a note that
Baro-VNAV is not authorized. When a local and at
least one other altimeter setting source is authorized
and the local altimeter is not available Baro-VNAV
is not authorized; however, the LNAV/VNAV
minima can still be used by WAAS receivers using the
alternate altimeter setting source.
5. A pilot adhering to the altitudes, flight paths,
and weather minimums depicted on the IAP chart or
vectors and altitudes issued by the radar controller, is
assured of terrain and obstruction clearance and
runway or airport alignment during approach for
landing.
6. IAPs are designed to provide an IFR descent
from the en route environment to a point where a safe
landing can be made. They are prescribed and
approved by appropriate civil or military authority to
ensure a safe descent during instrument flight
conditions at a specific airport. It is important that
pilots understand these procedures and their use prior
to attempting to fly instrument approaches.
7. TERPS criteria are provided for the following
types of instrument approach procedures:
(a) Precision Approach (PA). An instrument
approach based on a navigation system that provides
course and glidepath deviation information meeting
the precision standards of ICAO Annex 10. For
example, PAR, ILS, and GLS are precision
approaches.
(b) Approach with Vertical Guidance (APV).
An instrument approach based on a navigation
system that is not required to meet the precision
approach standards of ICAO Annex 10 but provides
course and glidepath deviation information. For
example, Baro-VNAV, LDA with glidepath, LNAV/VNAV and LPV are APV approaches.
(c) Nonprecision Approach (NPA). An instrument approach based on a navigation system
which provides course deviation information, but no
glidepath deviation information. For example, VOR,
NDB and LNAV. As noted in subparagraph
i, Vertical
Descent Angle (VDA) on Nonprecision Approaches,
some approach procedures may provide a Vertical
Descent Angle as an aid in flying a stabilized
approach, without requiring its use in order to fly the
procedure. This does not make the approach an APV
procedure, since it must still be flown to an MDA and
has not been evaluated with a glidepath.
b. The method used to depict prescribed altitudes
on instrument approach charts differs according to
techniques employed by different chart publishers.
Prescribed altitudes may be depicted in four different
configurations: minimum, maximum, mandatory,
and recommended. The U.S. Government distributes
charts produced by National Geospatial-Intelligence
Agency (NGA) and FAA. Altitudes are depicted on
these charts in the profile view with underscore,
overscore, both or none to identify them as minimum,
maximum, mandatory or recommended.
1. Minimum altitude will be depicted with the
altitude value underscored. Aircraft are required to
maintain altitude at or above the depicted value,
e.g., 3000.
2. Maximum altitude will be depicted with the
altitude value overscored. Aircraft are required to
maintain altitude at or below the depicted value,
e.g., 4000.
3. Mandatory altitude will be depicted with the
altitude value both underscored and overscored.
Aircraft are required to maintain altitude at the
depicted value, e.g., 5000.
4. Recommended altitude will be depicted with
no overscore or underscore. These altitudes are
depicted for descent planning, e.g., 6000.
NOTE-
Pilots are cautioned to adhere to altitudes as prescribed
because, in certain instances, they may be used as the basis
for vertical separation of aircraft by ATC. When a depicted
altitude is specified in the ATC clearance, that altitude
becomes mandatory as defined above.
c. Minimum Safe/Sector Altitudes (MSA) are
published for emergency use on IAP charts. For
conventional navigation systems, the MSA is
normally based on the primary omnidirectional
facility on which the IAP is predicated. The MSA
depiction on the approach chart contains the facility
identifier of the NAVAID used to determine the MSA
altitudes. For RNAV approaches, the MSA is based
on the runway waypoint (RWY WP) for straight-in
approaches, or the airport waypoint (APT WP) for
circling approaches. For GPS approaches, the MSA
center will be the missed approach waypoint
(MAWP). MSAs are expressed in feet above mean
sea level and normally have a 25 NM radius;
however, this radius may be expanded to 30 NM if
necessary to encompass the airport landing surfaces.
Ideally, a single sector altitude is established and
depicted on the plan view of approach charts;
however, when necessary to obtain relief from
obstructions, the area may be further sectored and as
many as four MSAs established. When established,
sectors may be no less than 90° in spread. MSAs
provide 1,000 feet clearance over all obstructions but
do not necessarily assure acceptable navigation
signal coverage.
d. Terminal Arrival Area (TAA)
1. The objective of the TAA is to provide a
seamless transition from the en route structure to the
terminal environment for arriving aircraft equipped
with Flight Management System (FMS) and/or
Global Positioning System (GPS) navigational
equipment. The underlying instrument approach
procedure is an area navigation (RNAV) procedure
described in this section. The TAA provides the pilot
and air traffic controller with a very efficient method
for routing traffic into the terminal environment with
little required air traffic control interface, and with
minimum altitudes depicted that provide standard
obstacle clearance compatible with the instrument
procedure associated with it. The TAA will not be
found on all RNAV procedures, particularly in areas
of heavy concentration of air traffic. When the TAA
is published, it replaces the MSA for that approach
procedure. See
FIG 5-4-9 for a depiction of a RNAV
approach chart with a TAA.
2. The RNAV procedure underlying the TAA
will be the "T" design (also called the "Basic T"), or
a modification of the "T." The "T" design
incorporates from one to three IAFs; an intermediate
fix (IF) that serves as a dual purpose IF (IAF); a final
approach fix (FAF), and a missed approach point
(MAP) usually located at the runway threshold. The
three IAFs are normally aligned in a straight line
perpendicular to the intermediate course, which is an
extension of the final course leading to the runway,
forming a "T." The initial segment is normally from
3-6 NM in length; the intermediate 5-7 NM, and the
final segment 5 NM. Specific segment length may be
varied to accommodate specific aircraft categories
for which the procedure is designed. However, the
published segment lengths will reflect the highest
category of aircraft normally expected to use the
procedure.
(a) A standard racetrack holding pattern may
be provided at the center IAF, and if present may be
necessary for course reversal and for altitude
adjustment for entry into the procedure. In the latter
case, the pattern provides an extended distance for the
descent required by the procedure. Depiction of this
pattern in U.S. Government publications will utilize
the "hold-in-lieu-of-PT" holding pattern symbol.
(b) The published procedure will be annotated to indicate when the course reversal is not
necessary when flying within a particular TAA area;
e.g., “NoPT.” Otherwise, the pilot is expected to
execute the course reversal under the provisions of
14 CFR Section 91.175. The pilot may elect to use
the course reversal pattern when it is not required by
the procedure, but must inform air traffic control and
receive clearance to do so. (See
FIG 5-4-1,
FIG 5-4-2,
FIG 5-4-9, and paragraph
5-4-9, Procedure Turn and Hold-in-lieu of Procedure Turn).
3. The "T" design may be modified by the
procedure designers where required by terrain or air
traffic control considerations. For instance, the "T"
design may appear more like a regularly or irregularly
shaped "Y", or may even have one or both outboard
IAFs eliminated resulting in an upside down "L" or
an "I" configuration. (See
FIG 5-4-3 and
FIG 5-4-10). Further, the leg lengths associated with
the outboard IAFs may differ. (See
FIG 5-4-5 and
FIG 5-4-6).
4. Another modification of the "T" design may
be found at airports with parallel runway configurations. Each parallel runway may be served by its own
"T" IAF, IF (IAF), and FAF combination, resulting in
parallel final approach courses. (See
FIG 5-4-4).
Common IAFs may serve both runways; however,
only the intermediate and final approach segments for
the landing runway will be shown on the approach
chart. (See
FIG 5-4-5 and
FIG 5-4-6).
FIG 5-4-3
Modified Basic "T"
FIG 5-4-4
Modified "T" Approach to Parallel Runways
FIG 5-4-5
"T" Approach with Common IAFs to Parallel Runways
FIG 5-4-6
"T" Approach with Common IAFs to Parallel Runways
5. The standard TAA consists of three areas
defined by the extension of the IAF legs and the
intermediate segment course. These areas are called
the straight-in, left-base, and right-base areas. (See
FIG 5-4-7). TAA area lateral boundaries are
identified by magnetic courses TO the IF (IAF). The
straight-in area can be further divided into
pie-shaped sectors with the boundaries identified by
magnetic courses TO the IF (IAF), and may contain
stepdown sections defined by arcs based on RNAV
distances (DME or ATD) from the IF (IAF). The
right/left-base areas can only be subdivided using
arcs based on RNAV distances from the IAFs for
those areas. Minimum MSL altitudes are charted
within each of these defined areas/subdivisions that
provide at least 1,000 feet of obstacle clearance, or
more as necessary in mountainous areas.
(a) Prior to arriving at the TAA boundary, the
pilot can determine which area of the TAA the aircraft
will enter by selecting the IF (IAF) to determine the
magnetic bearing TO the center IF (IAF). That
bearing should then be compared with the published
bearings that define the lateral boundaries of the TAA
areas. Using the end IAFs may give a false indication
of which area the aircraft will enter. This is critical
when approaching the TAA near the extended
boundary between the left and right-base areas,
especially where these areas contain different
minimum altitude requirements.
(b) Pilots entering the TAA and cleared by air
traffic control, are expected to proceed directly to the
IAF associated with that area of the TAA at the
altitude depicted, unless otherwise cleared by air
traffic control. Cleared direct to an Initial Approach
Fix (IAF) without a clearance for the procedure does
not authorize a pilot to descend to a lower TAA
altitude. If a pilot desires a lower altitude without an
approach clearance, request the lower TAA altitude.
If a pilot is not sure of what they are authorized or
expected to do by air traffic, they should ask air traffic
or request a specific clearance. Pilots entering the
TAA with two-way radio communications failure
(14 CFR Section 91.185, IFR Operations: Two-way
Radio Communications Failure), must maintain the
highest altitude prescribed by Section 91.185(c)(2)
until arriving at the appropriate IAF.
FIG 5-4-8
Sectored TAA Areas
(c) Depiction of the TAA on U.S. Government charts will be through the use of icons located
in the plan view outside the depiction of the actual
approach procedure. (See
FIG 5-4-9). Use of icons
is necessary to avoid obscuring any portion of the "T"
procedure (altitudes, courses, minimum altitudes,
etc.). The icon for each TAA area will be located and
oriented on the plan view with respect to the direction
of arrival to the approach procedure, and will show all
TAA minimum altitudes and sector/radius subdivisions for that area. The IAF for each area of the TAA
is included on the icon where it appears on the
approach, to help the pilot orient the icon to the
approach procedure. The IAF name and the distance
of the TAA area boundary from the IAF are included
on the outside arc of the TAA area icon. Examples
here are shown with the TAA around the approach to
aid pilots in visualizing how the TAA corresponds to
the approach and should not be confused with the
actual approach chart depiction.
(d) Each waypoint on the "T", except the
missed approach waypoint, is assigned a pronounceable 5-character name used in air traffic control
communications, and which is found in the RNAV
databases for the procedure. The missed approach
waypoint is assigned a pronounceable name when it
is not located at the runway threshold.
6. Once cleared to fly the TAA, pilots are
expected to obey minimum altitudes depicted within
the TAA icons, unless instructed otherwise by air
traffic control. In
FIG 5-4-8, pilots within the left or
right-base areas are expected to maintain a minimum
altitude of 6,000 feet until within 17 NM of the
associated IAF. After crossing the 17 NM arc, descent
is authorized to the lower charted altitudes. Pilots
approaching from the northwest are expected to
maintain a minimum altitude of 6,000 feet, and when
within 22 NM of the IF (IAF), descend to a minimum
altitude of 2,000 feet MSL until reaching the IF
(IAF).
FIG 5-4-9
RNAV (GPS) Approach Chart
NOTE-
This chart has been modified to depict new concepts and may not reflect actual approach minima.
FIG 5-4-10
TAA with Left and Right Base Areas Eliminated
7. Just as the underlying "T" approach procedure may be modified in shape, the TAA may contain
modifications to the defined area shapes and sizes.
Some areas may even be eliminated, with other areas
expanded as needed.
FIG 5-4-10 is an example of a
design limitation where a course reversal is necessary
when approaching the IF (IAF) from certain
directions due to the amount of turn required at the IF
(IAF). Design criteria require a course reversal
whenever this turn exceeds 120 degrees. In this
generalized example, pilots approaching on a bearing
TO the IF (IAF) from 300° clockwise through 060°
are expected to execute a course reversal. The term
"NoPT" will be annotated on the boundary of the
TAA icon for the other portion of the TAA.
FIG 5-4-11
TAA with Right Base Eliminated
8.
FIG 5-4-11 depicts another TAA modification that pilots may encounter. In this generalized
example, the right-base area has been eliminated.
Pilots operating within the TAA between 360°clockwise to 060° bearing TO the IF (IAF) are expected to
execute the course reversal in order to properly align
the aircraft for entry onto the intermediate segment.
Aircraft operating in all other areas from 060°
clockwise to 360° bearing TO the IF (IAF) need not
perform the course reversal, and the term "NoPT"
will be annotated on the TAA boundary of the icon in
these areas. TAAs are no longer being produced with
sections removed; however, some may still exist on
previously published procedures.
FIG 5-4-12
Examples of a TAA with Feeders from an Airway
9. When an airway does not cross the lateral
TAA boundaries, a feeder route will be established to
provide a transition from the en route structure to the
appropriate IAF. Each feeder route will terminate at
the TAA boundary, and will be aligned along a path
pointing to the associated IAF. Pilots should descend
to the TAA altitude after crossing the TAA boundary
and cleared by air traffic control. (See
FIG 5-4-12).
FIG 5-4-13
Minimum Vectoring Altitude Charts
e. Minimum Vectoring Altitudes (MVAs) are
established for use by ATC when radar ATC is
exercised. MVA charts are prepared by air traffic
facilities at locations where there are numerous
different minimum IFR altitudes. Each MVA chart
has sectors large enough to accommodate vectoring
of aircraft within the sector at the MVA. Each sector
boundary is at least 3 miles from the obstruction
determining the MVA. To avoid a large sector with an
excessively high MVA due to an isolated prominent
obstruction, the obstruction may be enclosed in a
buffer area whose boundaries are at least 3 miles from
the obstruction. This is done to facilitate vectoring
around the obstruction. (See
FIG 5-4-13.)
1. The minimum vectoring altitude in each
sector provides 1,000 feet above the highest obstacle
in nonmountainous areas and 2,000 feet above the
highest obstacle in designated mountainous areas.
Where lower MVAs are required in designated
mountainous areas to achieve compatibility with
terminal routes or to permit vectoring to an IAP,
1,000 feet of obstacle clearance may be authorized
with the use of Airport Surveillance Radar (ASR).
The minimum vectoring altitude will provide at least
300 feet above the floor of controlled airspace.
NOTE-
OROCA is an off-route altitude which provides obstruction clearance with a 1,000 foot buffer in nonmountainous
terrain areas and a 2,000 foot buffer in designated
mountainous areas within the U.S. This altitude may not
provide signal coverage from ground-based navigational
aids, air traffic control radar, or communications
coverage.
2. Because of differences in the areas considered for MVA, and those applied to other minimum
altitudes, and the ability to isolate specific obstacles,
some MVAs may be lower than the nonradar
Minimum En Route Altitudes (MEAs), Minimum
Obstruction Clearance Altitudes (MOCAs) or other
minimum altitudes depicted on charts for a given
location. While being radar vectored, IFR altitude
assignments by ATC will be at or above MVA.
f. Visual Descent Points (VDPs) are being
incorporated in nonprecision approach procedures.
The VDP is a defined point on the final approach
course of a nonprecision straight-in approach
procedure from which normal descent from the MDA
to the runway touchdown point may be commenced,
provided visual reference required by 14 CFR
Section 91.175(c)(3) is established. The VDP will
normally be identified by DME on VOR and LOC
procedures and by along-track distance to the next
waypoint for RNAV procedures. The VDP is
identified on the profile view of the approach chart by
the symbol: V.
1. VDPs are intended to provide additional
guidance where they are implemented. No special
technique is required to fly a procedure with a VDP.
The pilot should not descend below the MDA prior to
reaching the VDP and acquiring the necessary visual
reference.
2. Pilots not equipped to receive the VDP should
fly the approach procedure as though no VDP had
been provided.
g. Visual Portion of the Final Segment. Instrument procedures designers perform a visual area
obstruction evaluation off the approach end of each
runway authorized for instrument landing, straight-in, or circling. Restrictions to instrument operations
are imposed if penetrations of the obstruction
clearance surfaces exist. These restrictions vary
based on the severity of the penetrations, and may
include increasing required visibility, denying VDPs
and prohibiting night instrument operations to the
runway.
h. Charting of Close in Obstacles on Instrument Procedure Charts. Obstacles that are close to
the airport may be depicted in either the planview of
the instrument approach chart or the airport sketch.
Obstacles are charted in only one of the areas, based
on space available and distance from the runway.
These obstacles could be in the visual segment of the
instrument approach procedure. On nonprecision
approaches, these obstacles should be considered
when determining where to begin descent from the
MDA (see "Pilot Operational Considerations When
Flying Nonprecision Approaches" in this paragraph).
i. Vertical Descent Angle (VDA) on Nonprecision Approaches. FAA policy is to publish VDAs on
all nonprecision approaches. Published along with
VDA is the threshold crossing height (TCH) that was
used to compute the angle. The descent angle may be
computed from either the final approach fix (FAF), or
a stepdown fix, to the runway threshold at the
published TCH. A stepdown fix is only used as the
start point when an angle computed from the FAF
would place the aircraft below the stepdown fix
altitude. The descent angle and TCH information are
charted on the profile view of the instrument
approach chart following the fix the angle was based
on. The optimum descent angle is 3.00 degrees; and
whenever possible the approach will be designed
using this angle.
1. The VDA provides the pilot with information
not previously available on nonprecision approaches.
It provides a means for the pilot to establish a
stabilized descent from the FAF or stepdown fix to the
MDA. Stabilized descent is a key factor in the
reduction of controlled flight into terrain (CFIT)
incidents. However, pilots should be aware that the
published angle is for information only - it is
strictly advisory in nature. There is no implicit
additional obstacle protection below the MDA. Pilots
must still respect the published minimum descent
altitude (MDA) unless the visual cues stated 14 CFR
Section 91.175 are present and they can visually
acquire and avoid obstacles once below the MDA.
The presence of a VDA does not guarantee obstacle
protection in the visual segment and does not change
any of the requirements for flying a nonprecision
approach.
2. Additional protection for the visual segment
below the MDA is provided if a VDP is published and
descent below the MDA is started at or after the VDP.
Protection is also provided, if a Visual Glide Slope
Indicator (VGSI); e.g., VASI or PAPI, is installed and
the aircraft remains on the VGSI glide path angle
from the MDA. In either case, a chart note will
indicate if the VDP or VGSI are not coincident with
the VDA. On RNAV approach charts, a small shaded
arrowhead shaped symbol (see the legend of the U.S.
Terminal Procedures books, page H1) from the end of
the VDA to the runway indicates that the 34:1 visual
surface is clear.
3. Pilots may use the published angle and
estimated/actual groundspeed to find a target rate of
descent from the rate of descent table published in the
back of the U.S. Terminal Procedures Publication.
This rate of descent can be flown with the Vertical
Velocity Indicator (VVI) in order to use the VDA as
an aid to flying a stabilized descent. No special
equipment is required.
4. Since one of the reasons for publishing a circling only instrument landing procedure is that the
descent rate required exceeds the maximum allowed
for a straight in approach, circling only procedures
may have VDAs which are considerably steeper than
the standard 3 degree angle on final. In this case, the
VDA provides the crew with information about the
descent rate required to land straight in from the FAF
or step down fix to the threshold. This is not intended
to imply that landing straight ahead is recommended,
or even possible, since the descent rate may exceed
the capabilities of many aircraft. The pilot must
determine how to best maneuver the aircraft within
the circling obstacle clearance area in order to land.
5. In rare cases the LNAV minima may have a
lower HAT than minima with a glide path due to the
location of the obstacles. This should be a clear indication to the pilot that obstacles exist below the MDA
which the pilot must see in order to ensure adequate
clearance. In those cases, the glide path may be
treated as a VDA and used to descend to the LNAV
MDA as long as all the rules for a nonprecision
approach are applied at the MDA. However, the pilot
must keep in mind the information in this paragraph
and in paragraph
5-4-5j.
j. Pilot Operational Considerations When
Flying Nonprecision Approaches. The missed
approach point (MAP) on a nonprecision approach
is not designed with any consideration to where
the aircraft must begin descent to execute a safe
landing. It is developed based on terrain, obstructions, NAVAID location and possibly air traffic
considerations. Because the MAP may be located
anywhere from well prior to the runway threshold to
past the opposite end of the runway, the descent from
the Minimum Descent Altitude (MDA) to the runway
threshold cannot be determined based on the MAP
location. Descent from MDA at the MAP when the
MAP is located close to the threshold would require
an excessively steep descent gradient to land in the
normal touchdown zone. Any turn from the final
approach course to the runway heading may also be
a factor in when to begin the descent.
1. Pilots are cautioned that descent to a
straight-in landing from the MDA at the MAP may
be inadvisable or impossible, on a nonprecision
approach, even if current weather conditions meet the
published ceiling and visibility. Aircraft speed, height
above the runway, descent rate, amount of turn and
runway length are some of the factors which must be
considered by the pilot to determine if a landing can
be accomplished.
2. Visual descent points (VDPs) provide pilots
with a reference for the optimal location to begin
descent from the MDA, based on the designed
vertical descent angle (VDA) for the approach
procedure, assuming required visual references are
available. Approaches without VDPs have not been
assessed for terrain clearance below the MDA, and
may not provide a clear vertical path to the runway at
the normally expected descent angle. Therefore,
pilots must be especially vigilant when descending
below the MDA at locations without VDPs. This does
not necessarily prevent flying the normal angle; it
only means that obstacle clearance in the visual
segment could be less and greater care should be
exercised in looking for obstacles in the visual
segment. Use of visual glide slope indicator (VGSI)
systems can aid the pilot in determining if the aircraft
is in a position to make the descent from the MDA.
However, when the visibility is close to minimums,
the VGSI may not be visible at the start descent point
for a "normal" glidepath, due to its location down the
runway.
3. Accordingly, pilots are advised to carefully
review approach procedures, prior to initiating the
approach, to identify the optimum position(s), and
any unacceptable positions, from which a descent to
landing can be initiated (in accordance with 14 CFR
Section 91.175(c)).
k. Area Navigation (RNAV) Instrument
Approach Charts. Reliance on RNAV systems for
instrument operations is becoming more commonplace as new systems such as GPS and augmented
GPS such as the Wide Area Augmentation System
(WAAS) are developed and deployed. In order to
support full integration of RNAV procedures into the
National Airspace System (NAS), the FAA
developed a new charting format for IAPs (See
FIG 5-4-9). This format avoids unnecessary
duplication and proliferation of instrument approach
charts. The original stand alone GPS charts, titled
simply "GPS," are being converted to the newer
format as the procedures are revised. One reason for
the revision could be the addition of WAAS based
minima to the approach chart. The reformatted
approach chart is titled "RNAV (GPS) RWY XX." Up
to four lines of minima are included on these charts.
GLS (Global Navigation Satellite System [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
electronic vertical guidance and Barometric VNAV.
LPV and LNAV/VNAV are both APV procedures as
described in paragraph
5-4-5a7. The
original GPS minima, titled "S-XX," for straight in
runway XX, is retitled LNAV (lateral navigation).
Circling minima may also be published. A new type
of nonprecision WAAS minima will also be
published on this chart and titled LP (localizer
performance). LP will be published in locations
where vertically guided minima cannot be provided
due to terrain and obstacles and therefore, no LPV or
LNAV/VNAV minima will be published. Current
plans call for LAAS based procedures to be published
on a separate chart and for the GLS minima line to be
used only for LAAS. ATC clearance for the RNAV
procedure authorizes a properly certified pilot to
utilize any minimums for which the aircraft is
certified: e.g. a WAAS equipped aircraft utilize the
LPV or LP minima but a GPS only aircraft may not.
The RNAV chart includes information formatted for
quick reference by the pilot or flight crew at the top
of the chart. This portion of the chart, developed
based on a study by the Department of Transportation, Volpe National Transportation System Center, is
commonly referred to as the pilot briefing.
1. The minima lines are:
(a) GLS. "GLS" is the acronym for GNSS
landing system; GNSS is the ICAO acronym for
Global Navigation Satellite System (the international
term for all GPS type systems). This line was
originally published as a placeholder for both WAAS
and LAAS minima and marked as N/A since no
minima was published. As the concepts for LAAS
and WAAS procedure publication have evolved, GLS
will now be used only for LAAS minima, which will
be on a separate approach chart. Most RNAV(GPS)
approach charts have had the GLS minima line
replaced by a WAAS LPV line of minima.
(b) LPV. "LPV" is the acronym for localizer
performance with vertical guidance. LPV identifies
WAAS APV approach minimums with electronic
lateral and vertical guidance. The lateral guidance is
equivalent to localizer and the protected area for LPV
procedures is now the same as for an ILS. The
obstacle clearance area is considerably smaller than
the LNAV/VNAV protection, allowing lower minima
in many cases. Aircraft can fly this minima line with
a statement in the Aircraft Flight Manual that the
installed equipment supports LPV approaches. This
includes Class 3 and 4 TSO-C146 WAAS equipment.
(c) LNAV/VNAV. LNAV/VNAV identifies
APV minimums developed to accommodate an
RNAV IAP with vertical guidance, usually provided
by approach certified Baro-VNAV, but with lateral
and vertical integrity limits larger than a precision
approach or LPV. LNAV stands for Lateral
Navigation; VNAV stands for Vertical Navigation.
This minima line can be flown by aircraft with a
statement in the Aircraft Flight Manual that the
installed equipment supports GPS approaches and
has an approach-approved barometric VNAV, or if
the aircraft has been demonstrated to support
LNAV/VNAV approaches. This includes Class 2, 3
and 4 TSO-C146 WAAS equipment. Aircraft using
LNAV/VNAV minimums will descend to landing via
an internally generated descent path based on satellite
or other approach approved VNAV systems. Since
electronic vertical guidance is provided, the minima
will be published as a DA. Other navigation systems
may be specifically authorized to use this line of
minima, see Section A, Terms/Landing Minima Data,
of the U.S. Terminal Procedures books.
(d) LP. “LP” is the acronym for localizer
performance. LP identifies nonprecision WAAS
procedures which are equivalent to ILS Localizer
procedures. LP is intended for use in locations where
vertical guidance cannot be provided due to terrain or
other obstacles. The protected area is considerably
smaller than the area for LNAV lateral protection and
will provide a lower MDA in many cases. WAAS
equipment may not support LP, even if it supports
LPV, if it was approved before TSO C-145B and
TSO C-146B. Receivers approved under previous
TSOs may require an upgrade by the manufacturer in
order to be used to fly to LP minima. Receivers
approved for LP must have a statement in the
approved Flight Manual or Supplemental Flight
Manual including LP as one of the approved
approach types. LPV and LP cannot be published as
part of the same instrument procedure due to the
inability to change integrity limits during an
approach.
(e) LNAV. This minima is for lateral
navigation only, and the approach minimum altitude
will be published as a minimum descent altitude
(MDA). LNAV provides the same level of service as
the present GPS stand alone approaches. LNAV
minimums support the following navigation systems:
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.
(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 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
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 1.3 VSO, 1.23 VSR, or some
higher speed required for airplane controllability. This
speed, at the maximum certificated landing weight,
determines the lowest applicable approach category for all
approaches regardless of actual landing weight.
b. When operating on an unpublished route or
while being radar vectored, the pilot, when an
approach clearance is received, shall, in addition to
complying with the minimum altitudes for IFR
operations (14 CFR Section 91.177), maintain the
last assigned altitude unless a different altitude is
assigned by ATC, or until the aircraft is established on
a segment of a published route or IAP. After the
aircraft is so established, published altitudes apply to
descent within each succeeding route or approach
segment unless a different altitude is assigned by
ATC. Notwithstanding this pilot responsibility, for
aircraft operating on unpublished routes or while
being radar vectored, ATC will, except when
conducting a radar approach, issue an IFR approach
clearance only after the aircraft is established on a
segment of a published route or IAP, or assign an
altitude to maintain until the aircraft is established on
a segment of a published route or instrument
approach procedure. For this purpose, the procedure
turn of a published IAP shall not be considered a
segment of that IAP until the aircraft reaches the
initial fix or navigation facility upon which the
procedure turn is predicated.
EXAMPLE-
Cross Redding VOR at or above five thousand, cleared
VOR runway three four approach.
or
Five miles from outer marker, turn right heading three three
zero, maintain two thousand until established on the
localizer, cleared ILS runway three six approach.
NOTE-
The altitude assigned will assure IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published route
or IAP. If uncertain of the meaning of the clearance,
immediately request clarification from ATC.
c. Several IAPs, using various navigation and
approach aids may be authorized for an airport. ATC
may advise that a particular approach procedure is
being used, primarily to expedite traffic. If issued a
clearance that specifies a particular approach
procedure, notify ATC immediately if a different one
is desired. In this event it may be necessary for ATC
to withhold clearance for the different approach until
such time as traffic conditions permit. However, a
pilot involved in an emergency situation will be given
priority. If the pilot is not familiar with the specific
approach procedure, ATC should be advised and they
will provide detailed information on the execution of
the procedure.
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.
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
shall be assumed to commence at a point 10 miles
prior to the final approach fix. When the facility is
located on the airport, an aircraft is considered to be
on final approach upon completion of the penetration
turn. However, the final approach segment begins on
the final approach course 10 miles from the facility.
4. A holding pattern in lieu of procedure turn
may be specified for course reversal in some
procedures. In such cases, the holding pattern is
established over an intermediate fix or a final
approach fix. The holding pattern distance or time
specified in the profile view must be observed.
Maximum holding airspeed limitations as set forth
for all holding patterns apply. The holding pattern
maneuver is completed when the aircraft is
established on the inbound course after executing the
appropriate entry. If cleared for the approach prior to
returning to the holding fix, and the aircraft is at the
prescribed altitude, additional circuits of the holding
pattern are not necessary nor expected by ATC. If
pilots elect to make additional circuits to lose
excessive altitude or to become better established on
course, it is their responsibility to so advise ATC upon
receipt of their approach clearance.
NOTE-
Some approach charts have an arrival holding pattern
depicted at the IAF using a “thin line” holding symbol. It
is charted where holding is frequently required prior to
starting the approach procedure so that detailed holding
instructions are not required. The arrival holding pattern
is not authorized unless assigned by Air Traffic Control.
Holding at the same fix may also be depicted on the enroute
chart. A hold-in-lieu of procedure turn is depicted by a
“thick line” symbol, and is part of the instrument approach
procedure as described in paragraph
5-4-9.(See U. S.
Terminal Procedures booklets page G1 for both examples.)
5. A procedure turn is not required when an
approach can be made directly from a specified
intermediate fix to the final approach fix. In such
cases, the term "NoPT" is used with the appropriate
course and altitude to denote that the procedure turn
is not required. If a procedure turn is desired, and
when cleared to do so by ATC, descent below the
procedure turn altitude should not be made until the
aircraft is established on the inbound course, since
some NoPT altitudes may be lower than the
procedure turn altitudes.
b. Limitations on Procedure Turns.
1. In the case of a radar initial approach to a final
approach fix or position, or a timed approach from a
holding fix, or where the procedure specifies NoPT,
no pilot may make a procedure turn unless, when final
approach clearance is received, the pilot so advises
ATC and a clearance is received to execute a
procedure turn.
2. When a teardrop procedure turn is depicted
and a course reversal is required, this type turn must
be executed.
3. When a holding pattern replaces a procedure
turn, the holding pattern must be followed, except
when RADAR VECTORING is provided or when
NoPT is shown on the approach course. The
recommended entry procedures will ensure the
aircraft remains within the holding pattern's
protected airspace. As in the procedure turn, the
descent from the minimum holding pattern altitude to
the final approach fix altitude (when lower) may not
commence until the aircraft is established on the
inbound course. Where a holding pattern is
established in-lieu-of a procedure turn, the maximum holding pattern airspeeds apply.
REFERENCE-
AIM, Holding, Paragraph
5-3-7j2.
4. The absence of the procedure turn barb in the
plan view indicates that a procedure turn is not
authorized for that procedure.
5-4-10. Timed Approaches from a Holding
Fix
a. TIMED APPROACHES may be conducted
when the following conditions are met:
1. A control tower is in operation at the airport
where the approaches are conducted.
2. Direct communications are maintained between the pilot and the center or approach controller
until the pilot is instructed to contact the tower.
3. If more than one missed approach procedure
is available, none require a course reversal.
4. If only one missed approach procedure is
available, the following conditions are met:
(a) Course reversal is not required; and,
(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.)
FIG 5-4-14
Timed Approaches from a Holding Fix
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
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,
airport or heliport in sight or, for a helicopter
point-in-space approach, the prescribed visual
reference with the surface is established. Also, if, at
any time during the approach the controller considers
that safe guidance for the remainder of the approach
cannot be provided, the controller will terminate
guidance and instruct the pilot to execute a missed
approach. Similarly, guidance termination and
missed approach will be effected upon pilot request
and, for civil aircraft only, controllers may terminate
guidance when the pilot reports the runway,
airport/heliport or visual surface route (point-in-space approach) in sight or otherwise indicates that
continued guidance is not required. Radar service is
automatically terminated at the completion of a radar
approach.
NOTE-
1. The published MDA for straight-in approaches will be
issued to the pilot before beginning descent. When a
surveillance approach will terminate in a circle-to-land
maneuver, the pilot must furnish the aircraft approach
category to the controller. The controller will then provide
the pilot with the appropriate MDA.
2. ASR APPROACHES ARE NOT AVAILABLE WHEN
AN ATC FACILITY IS USING CENRAP.
3. A NO-GYRO APPROACH is available to
a pilot under radar control who experiences
circumstances wherein the directional gyro or other
stabilized compass is inoperative or inaccurate.
When this occurs, the pilot should so advise ATC and
request a No-Gyro vector or approach. Pilots of
aircraft not equipped with a directional gyro or other
stabilized compass who desire radar handling may
also request a No-Gyro vector or approach. The pilot
should make all turns at standard rate and should
execute the turn immediately upon receipt of
instructions. For example, "TURN RIGHT," "STOP
TURN." When a surveillance or precision approach
is made, the pilot will be advised after the aircraft has
been turned onto final approach to make turns at half
standard rate.
5-4-12. Radar Monitoring of Instrument
Approaches
a. PAR facilities operated by the FAA and the
military services at some joint-use (civil and military)
and military installations monitor aircraft on
instrument approaches and issue radar advisories to
the pilot when weather is below VFR minimums
(1,000 and 3), at night, or when requested by a pilot.
This service is provided only when the PAR Final
Approach Course coincides with the final approach
of the navigational aid and only during the
operational hours of the PAR. The radar advisories
serve only as a secondary aid since the pilot has
selected the navigational aid as the primary aid for the
approach.
b. Prior to starting final approach, the pilot will be
advised of the frequency on which the advisories will
be transmitted. If, for any reason, radar advisories
cannot be furnished, the pilot will be so advised.
c. Advisory information, derived from radar
observations, includes information on:
1. Passing the final approach fix inbound
(nonprecision approach) or passing the outer marker
or fix used in lieu of the outer marker inbound
(precision approach).
NOTE-
At this point, the pilot may be requested to report sighting
the approach lights or the runway.
2. Trend advisories with respect to elevation
and/or azimuth radar position and movement will be
provided.
NOTE-
Whenever the aircraft nears the PAR safety limit, the pilot
will be advised that the aircraft is well above or below the
glidepath or well left or right of course. Glidepath
information is given only to those aircraft executing a
precision approach, such as ILS or MLS. Altitude
information is not transmitted to aircraft executing other
than precision approaches because the descent portions of
these approaches generally do not coincide with the
depicted PAR glidepath. At locations where the MLS
glidepath and PAR glidepath are not coincidental, only
azimuth monitoring will be provided.
3. If, after repeated advisories, the aircraft
proceeds outside the PAR safety limit or if a radical
deviation is observed, the pilot will be advised to
execute a missed approach unless the prescribed
visual reference with the surface is established.
d. Radar service is automatically terminated upon
completion of the approach.
5-4-13. ILS/MLS Approaches to Parallel
Runways
a. ATC procedures permit ILS instrument
approach operations to dual or triple parallel runway
configurations. ILS/MLS approaches to parallel
runways are grouped into three classes: Parallel
(dependent) ILS/MLS Approaches; Simultaneous
Parallel (independent) ILS/MLS Approaches; and
Simultaneous Close Parallel (independent) ILS
Precision Runway Monitor (PRM) Approaches. (See
FIG 5-4-15.) The classification of a parallel runway
approach procedure is dependent on adjacent parallel
runway centerline separation, ATC procedures, and
airport ATC radar monitoring and communications
capabilities. At some airports one or more parallel
localizer courses may be offset up to 3 degrees. Offset
localizer configurations result in loss of Category II
capabilities and an increase in decision height (50').
b. Parallel approach operations demand heightened pilot situational awareness. A thorough
Approach Procedure Chart review should be
conducted with, as a minimum, emphasis on the
following approach chart information: name and
number of the approach, localizer frequency, inbound
localizer/azimuth course, glide slope intercept
altitude, decision height, missed approach instructions, special notes/procedures, and the assigned
runway location/proximity to adjacent runways.
Pilots will be advised that simultaneous ILS/MLS or
simultaneous close parallel ILS PRM approaches are
in use. This information may be provided through the
ATIS.
c. The close proximity of adjacent aircraft
conducting simultaneous parallel ILS/MLS and
simultaneous close parallel ILS PRM approaches
mandates strict pilot compliance with all ATC
clearances. ATC assigned airspeeds, altitudes, and
headings must be complied with in a timely manner.
Autopilot coupled ILS/MLS approaches require pilot
knowledge of procedures necessary to comply with
ATC instructions. Simultaneous parallel ILS/MLS
and simultaneous close parallel ILS PRM approaches
necessitate precise localizer tracking to minimize
final monitor controller intervention, and unwanted
No Transgression Zone (NTZ) penetration. In the
unlikely event of a breakout, ATC will not assign
altitudes lower than the minimum vectoring altitude.
Pilots should notify ATC immediately if there is a
degradation of aircraft or navigation systems.
d. Strict radio discipline is mandatory during
parallel ILS/MLS approach operations. This includes
an alert listening watch and the avoidance of lengthy,
unnecessary radio transmissions. Attention must be
given to proper call sign usage to prevent the
inadvertent execution of clearances intended for
another aircraft. Use of abbreviated call signs must be
avoided to preclude confusion of aircraft with similar
sounding call signs. Pilots must be alert to unusually
long periods of silence or any unusual background
sounds in their radio receiver. A stuck microphone
may block the issuance of ATC instructions by the
final monitor controller during simultaneous parallel
ILS/MLS and simultaneous close parallel ILS PRM
approaches.
REFERENCE-
AIM,
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.
FIG 5-4-15
Parallel ILS Approaches
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.
5-4-15. Simultaneous Parallel ILS/MLS Approaches (Independent)
(See
FIG 5-4-17.)
FIG 5-4-17
Simultaneous Parallel ILS Approaches
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
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.
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
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.
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.
c. Radar Monitoring. Simultaneous close parallel ILS/PRM and LDA/PRM approaches require that
final monitor controllers utilize the PRM system to
ensure prescribed separation standards are met.
Procedures and communications phraseology are
also described in paragraph
5-4-15, Simultaneous
Parallel ILS/MLS Approaches (Independent). A
minimum of 3 miles radar separation or 1,000 feet
vertical separation will be provided during the
turn-on to close parallel final approach courses. To
ensure separation is maintained, and in order to avoid
an imminent situation during simultaneous close
parallel ILS/PRM or SOIA ILS/PRM and LDA/PRM
approaches, pilots must immediately comply with
PRM monitor controller instructions. In the event of
a missed approach, radar monitoring is provided to
one-half mile beyond the most distant of the two
runway departure ends for ILS/RPM approaches. In
SOIA, PRM radar monitoring terminates at the LDA
MAP. Final monitor controllers will not notify pilots
when radar monitoring is terminated.
d. Attention All Users Page (AAUP). ILS/PRM
and LDA/PRM approach charts have an AAUP
associated with them that must be referred to in
preparation for conducting the approach. This page
contains the following instructions that must be
followed if the pilot is unable to accept an ILS/PRM
or LDA/PRM approach.
1. At airports that conduct PRM operations,
(ILS/PRM or, in the case of airports where SOIAs are
conducted, ILS/PRM and LDA/PRM approaches)
pilots not qualified to except PRM approaches must
contact the FAA Command Center prior to departure
(1-800-333-4286) to obtain an arrival reservation
(see FAA Advisory Circular 90-98, Simultaneous
Closely Spaced Parallel Operations at Airports Using
Precision Runway Monitor (PRM) Systems). Arriving flights that are unable to participate in ILS/PRM
or LDA/PRM approaches and have not received an
arrival reservation are subject to diversion to another
airport or delays. Pilots en route to a PRM airport
designated as an alternate, unable to reach their filed
destination, and who are not qualified to participate
in ILS/PRM or LDA/PRM approaches must advise
ATC as soon as practical that they are unable to
participate. Pilots who are qualified to participate but
experience an en route equipment failure that would
preclude participation in PRM approaches should
notify ATC as soon as practical.
2. The AAUP covers the following operational
topics:
(a) ATIS. When the ATIS broadcast advises
ILS/PRM approaches are in progress (or ILS PRM
and LDA PRM approaches in the case of SOIA),
pilots should brief to fly the ILS/PRM or LDA/PRM
approach. If later advised to expect the ILS or LDA
approach (should one be published), the ILS/PRM or
LDA/PRM chart may be used after completing the
following briefing items:
(1) Minimums and missed approach procedures are unchanged.
(2) PRM Monitor frequency no longer
required.
(3) ATC may assign a lower altitude for
glide slope intercept.
NOTE-
In the case of the LDA/PRM approach, this briefing
procedure only applies if an LDA approach is also
published.
In the case of the SOIA ILS/PRM and LDA/PRM
procedure, the AAUP describes the weather
conditions in which simultaneous approaches are
authorized:
Simultaneous approach weather minimums are
X,XXX feet (ceiling), x miles (visibility).
(b) Dual VHF Communications Required.
To avoid blocked transmissions, each runway will
have two frequencies, a primary and a monitor
frequency. The tower controller will transmit on both
frequencies. The monitor controller's transmissions,
if needed, will override both frequencies. Pilots will
ONLY transmit on the tower controller's frequency,
but will listen to both frequencies. Begin to monitor
the PRM monitor controller when instructed by ATC
to contact the tower. The volume levels should be set
about the same on both radios so that the pilots will
be able to hear transmissions on at least one frequency
if the other is blocked. Site specific procedures take
precedence over the general information presented in
this paragraph. Refer to the AAUP for applicable
procedures at specific airports.
(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.
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. 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.
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.
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.
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.
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 1/2 mile.
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
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.
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
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.
FIG 5-4-25
Circling and Missed Approach Obstruction
Clearance Areas
h. Missed approach obstacle clearance is predicated on beginning the missed approach procedure at
the Missed Approach Point (MAP) from MDA or DA
and then climbing 200 feet/NM or greater. Initiating
a go-around after passing the published MAP may
result in total loss of obstacle clearance. To
compensate for the possibility of reduced obstacle
clearance during a go-around, a pilot should apply
procedures used in takeoff planning. Pilots should
refer to airport obstacle and departure data prior to
initiating an instrument approach procedure. Such
information may be found in the "TAKE-OFF
MINIMUMS AND (OBSTACLE) DEPARTURE
PROCEDURES" section of the U.S. TERMINAL
PROCEDURES publication.
5-4-22. Visual Approach
a. A visual approach is conducted on an IFR flight
plan and authorizes a pilot to proceed visually and
clear of clouds to the airport. The pilot must have
either the airport or the preceding identified aircraft
in sight. This approach must be authorized and
controlled by the appropriate air traffic control
facility. Reported weather at the airport must have a
ceiling at or above 1,000 feet and visibility 3 miles or
greater. ATC may authorize this type approach when
it will be operationally beneficial. Visual approaches
are an IFR procedure conducted under IFR in visual
meteorological conditions. Cloud clearance requirements of 14 CFR Section 91.155 are not applicable,
unless required by operation specifications.
b. Operating to an Airport Without Weather
Reporting Service. ATC will advise the pilot when
weather is not available at the destination airport.
ATC may initiate a visual approach provided there is
a reasonable assurance that weather at the airport is a
ceiling at or above 1,000 feet and visibility 3 miles or
greater (e.g., area weather reports, PIREPs, etc.).
c. Operating to an Airport With an Operating
Control Tower. Aircraft may be authorized to
conduct a visual approach to one runway while other
aircraft are conducting IFR or VFR approaches to
another parallel, intersecting, or converging runway.
When operating to airports with parallel runways
separated by less than 2,500 feet, the succeeding
aircraft must report sighting the preceding aircraft
unless standard separation is being provided by ATC.
When operating to parallel runways separated by at
least 2,500 feet but less than 4,300 feet, controllers
will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or
visual separation is provided during the turn-on. The
purpose of the 30 degree intercept angle is to reduce
the potential for overshoots of the final and to
preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the
turn-on. Once the aircraft are established within
30 degrees of final, or on the final, these operations
may be conducted simultaneously. When the parallel
runways are separated by 4,300 feet or more, or
intersecting/converging runways are in use, ATC
may authorize a visual approach after advising all
aircraft involved that other aircraft are conducting
operations to the other runway. This may be
accomplished through use of the ATIS.
d. Separation Responsibilities. If the pilot has
the airport in sight but cannot see the aircraft to be
followed, ATC may clear the aircraft for a visual
approach; however, ATC retains both separation and
wake vortex separation responsibility. When visually
following a preceding aircraft, acceptance of the
visual approach clearance constitutes acceptance of
pilot responsibility for maintaining a safe approach
interval and adequate wake turbulence separation.
e. A visual approach is not an IAP and therefore
has no missed approach segment. If a go around is
necessary for any reason, aircraft operating at
controlled airports will be issued an appropriate
advisory/clearance/instruction by the tower. At
uncontrolled airports, aircraft are expected to remain
clear of clouds and complete a landing as soon as
possible. If a landing cannot be accomplished, the
aircraft is expected to remain clear of clouds and
contact ATC as soon as possible for further clearance.
Separation from other IFR aircraft will be maintained
under these circumstances.
f. Visual approaches reduce pilot/controller workload and expedite traffic by shortening flight paths to
the airport. It is the pilot's responsibility to advise
ATC as soon as possible if a visual approach is not
desired.
g. Authorization to conduct a visual approach is an
IFR authorization and does not alter IFR flight plan
cancellation responsibility.
REFERENCE-
AIM, Canceling IFR Flight Plan, Paragraph
5-1-14.
h. Radar service is automatically terminated,
without advising the pilot, when the aircraft is
instructed to change to advisory frequency.
5-4-23. Charted Visual Flight Procedure
(CVFP)
a. CVFPs are charted visual approaches established for environmental/noise considerations,
and/or when necessary for the safety and efficiency of
air traffic operations. The approach charts depict
prominent landmarks, courses, and recommended
altitudes to specific runways. CVFPs are designed to
be used primarily for turbojet aircraft.
b. These procedures will be used only at airports
with an operating control tower.
c. Most approach charts will depict some
NAVAID information which is for supplemental
navigational guidance only.
d. Unless indicating a Class B airspace floor, all
depicted altitudes are for noise abatement purposes
and are recommended only. Pilots are not prohibited
from flying other than recommended altitudes if
operational requirements dictate.
e. When landmarks used for navigation are not
visible at night, the approach will be annotated
"PROCEDURE NOT AUTHORIZED AT NIGHT."
f. CVFPs usually begin within 20 flying miles
from the airport.
g. Published weather minimums for CVFPs are
based on minimum vectoring altitudes rather than the
recommended altitudes depicted on charts.
h. CVFPs are not instrument approaches and do
not have missed approach segments.
i. ATC will not issue clearances for CVFPs when
the weather is less than the published minimum.
j. ATC will clear aircraft for a CVFP after the pilot
reports siting a charted landmark or a preceding
aircraft. If instructed to follow a preceding aircraft,
pilots are responsible for maintaining a safe approach
interval and wake turbulence separation.
k. Pilots should advise ATC if at any point they are
unable to continue an approach or lose sight of a
preceding aircraft. Missed approaches will be
handled as a go-around.
5-4-24. Contact Approach
a. Pilots operating in accordance with an IFR
flight plan, provided they are clear of clouds and have
at least 1 mile flight visibility and can reasonably
expect to continue to the destination airport in those
conditions, may request ATC authorization for a
contact approach.
b. Controllers may authorize a contact approach
provided:
1. The contact approach is specifically requested by the pilot. ATC cannot initiate this
approach.
EXAMPLE-
Request contact approach.
2. The reported ground visibility at the
destination airport is at least 1 statute mile.
3. The contact approach will be made to an
airport having a standard or special instrument
approach procedure.
4. Approved separation is applied between
aircraft so cleared and between these aircraft and
other IFR or special VFR aircraft.
EXAMPLE-
Cleared contact approach (and, if required) at or below
(altitude) (routing) if not possible (alternative procedures)
and advise.
c. A contact approach is an approach procedure
that may be used by a pilot (with prior authorization
from ATC) in lieu of conducting a standard or special
IAP to an airport. It is not intended for use by a pilot
on an IFR flight clearance to operate to an airport not
having a published and functioning IAP. Nor is it
intended for an aircraft to conduct an instrument
approach to one airport and then, when "in the clear,"
discontinue that approach and proceed to another
airport. In the execution of a contact approach, the
pilot assumes the responsibility for obstruction
clearance. If radar service is being received, it will
automatically terminate when the pilot is instructed to
change to advisory frequency.
5-4-25. Landing Priority
A clearance for a specific type of approach (ILS,
MLS, ADF, VOR or Straight-in Approach) to an
aircraft operating on an IFR flight plan does not mean
that landing priority will be given over other traffic.
ATCTs handle all aircraft, regardless of the type of
flight plan, on a "first-come, first-served" basis.
Therefore, because of local traffic or runway in use,
it may be necessary for the controller in the interest
of safety, to provide a different landing sequence. In
any case, a landing sequence will be issued to each
aircraft as soon as possible to enable the pilot to
properly adjust the aircraft's flight path.
5-4-26. Overhead Approach Maneuver
a. Pilots operating in accordance with an IFR
flight plan in Visual Meteorological Conditions (VMC) may request ATC authorization for an
overhead maneuver. An overhead maneuver is not an
instrument approach procedure. Overhead maneuver
patterns are developed at airports where aircraft have
an operational need to conduct the maneuver. An
aircraft conducting an overhead maneuver is
considered to be VFR and the IFR flight plan is
cancelled when the aircraft reaches the initial point on
the initial approach portion of the maneuver. (See
FIG 5-4-27.) The existence of a standard overhead
maneuver pattern does not eliminate the possible
requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver
cannot be approved. Aircraft operating to an airport
without a functioning control tower must initiate
cancellation of an IFR flight plan prior to executing
the overhead maneuver. Cancellation of the IFR
flight plan must be accomplished after crossing the
landing threshold on the initial portion of the
maneuver or after landing. Controllers may authorize
an overhead maneuver and issue the following to
arriving aircraft:
1. Pattern altitude and direction of traffic. This
information may be omitted if either is standard.
PHRASEOLOGY-
PATTERN ALTITUDE (altitude). RIGHT TURNS.
2. Request for a report on initial approach.
PHRASEOLOGY-
REPORT INITIAL.
3. "Break" information and a request for the
pilot to report. The "Break Point" will be specified if
nonstandard. Pilots may be requested to report
"break" if required for traffic or other reasons.
PHRASEOLOGY-
BREAK AT (specified point).
REPORT BREAK.
|