AIM 5-4-7

Aircraft approach category means a grouping of aircraft based on a speed of V REF at the maximum certified landing weight, if specified, or if V REF is not specified, 1.3 VSO at the maximum certified landing weight. V REF , V SO , 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 maneuver the aircraft within the circling approach protected area (see FIG 5-4-27 ) to achieve the obstacle and terrain clearances provided by procedure design criteria.

In addition to pilot techniques for maneuvering, one acceptable method to reduce the risk of flying out of the circling approach protected area is to use either the minima corresponding to the category determined during certification or minima associated with a higher category. 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 should be used. This may occur with certain aircraft types operating in heavy/gusty wind, icing, or non-normal conditions. For example, an airplane which fits into Category B, but is circling to land at a speed of 145 knots, should 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 should use the approach Category C minimums.

A pilot who chooses an alternative method when it is necessary to maneuver at a speed that exceeds the category speed limit (for example, where higher category minimums are not published) should consider the following factors that can significantly affect the actual ground track flown: Bank angle. For example, at 165 knots groundspeed, the radius of turn increases from 4,194 feet using 30 degrees of bank to 6,654 feet when using 20 degrees of bank. When using a shallower bank angle, it may be necessary to modify the flightpath or indicated airspeed to remain within the circling approach protected area. Pilots should be aware that excessive bank angle can lead to a loss of aircraft control.

Indicated airspeed. Procedure design criteria typically utilize the highest speed for a particular category. If a pilot chooses to operate at a higher speed, other factors should be modified to ensure that the aircraft remains within the circling approach protected area.

Wind speed and direction. For example, it is not uncommon to maneuver the aircraft to a downwind leg where the groundspeed will be considerably higher than the indicated airspeed. Pilots must carefully plan the initiation of all turns to ensure that the aircraft remains within the circling approach protected area.

Pilot technique. Pilots frequently have many options with regard to flightpath when conducting circling approaches. Sound planning and judgment are vital to proper execution. The lateral and vertical path to be flown should be carefully considered using current weather and terrain information to ensure that the aircraft remains within the circling approach protected area.

It is important to remember that 14 CFR section 91.175(c) requires that “where a DA/DH or MDA is applicable, no pilot may operate an aircraft below the authorized MDA or continue an approach below the authorized DA/DH unless 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, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing.”

See the following category limits: Category A: Speed less than 91 knots.

Category B: Speed 91 knots or more but less than 121 knots.

Category C: Speed 121 knots or more but less than 141 knots.

Category D: Speed 141 knots or more but less than 166 knots.

Category E: Speed 166 knots or more. NOTE-

V REF 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 V SO, 1.23 V SR, 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.

When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, must, 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 must 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.

An aircraft is not established on an approach while below published approach altitudes. If the MVA/MIA allows, and ATC assigns an altitude below an IF or IAF altitude, the pilot will be issued an altitude to maintain until past a point that the aircraft is established on the approach.

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, Para 5-4-4 , Advance Information on Instrument Approach.

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, except when the title of the published approach procedures otherwise allows, for example, ILS or LOC.

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; for example, 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.

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.

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, Para 5-4-21 , Missed Approach.

AIM, Para 5-5-5 , Missed Approach.