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5−2−6. Abbreviated IFR Departure Clearance (Cleared. . .as Filed) Procedures
a. ATC facilities will issue an abbreviated IFR departure clearance based on the ROUTE of flight filed in the
IFR flight plan, provided the filed route can be approved with little or no revision. These abbreviated clearance
procedures are based on the following conditions:
1. The aircraft is on the ground or it has departed visual flight rules (VFR) and the pilot is requesting IFR
clearance while airborne.
2. That a pilot will not accept an abbreviated clearance if the route or destination of a flight plan filed with
ATC has been changed by the pilot or the company or the operations officer before departure.
3. That it is the responsibility of the company or operations office to inform the pilot when they make a
change to the filed flight plan.
4. That it is the responsibility of the pilot to inform ATC in the initial call-up (for clearance) when the filed
flight plan has been either:
(a) Amended, or
(b) Canceled and replaced with a new filed flight plan.
NOTE−
The facility issuing a clearance may not have received the revised route or the revised flight plan by the time a pilot requests
clearance.
b. Controllers will issue a detailed clearance when they know that the original filed flight plan has been
changed or when the pilot requests a full route clearance.
c. The clearance as issued will include the destination airport filed in the flight plan.
d. ATC procedures now require the controller to state the DP name, the current number and the DP transition
name after the phrase “Cleared to (destination) airport” and prior to the phrase, “then as filed,” for ALL departure
clearances when the DP or DP transition is to be flown. The procedures apply whether or not the DP is filed in
the flight plan.
e. STARs, when filed in a flight plan, are considered a part of the filed route of flight and will not normally
be stated in an initial departure clearance. If the ARTCC’s jurisdictional airspace includes both the departure
airport and the fix where a STAR or STAR transition begins, the STAR name, the current number and the STAR
transition name MAY be stated in the initial clearance.
f. “Cleared to (destination) airport as filed” does NOT include the en route altitude filed in a flight plan. An
en route altitude will be stated in the clearance or the pilot will be advised to expect an assigned or filed altitude
within a given time frame or at a certain point after departure. This may be done verbally in the departure
instructions or stated in the DP.
g. In both radar and nonradar environments, the controller will state “Cleared to (destination) airport as filed”
or:
1. If a DP or DP transition is to be flown, specify the DP name, the current DP number, the DP transition
name, the assigned altitude/flight level, and any additional instructions (departure control frequency, beacon
code assignment, etc.) necessary to clear a departing aircraft via the DP or DP transition and the route filed.
EXAMPLE−
National Seven Twenty cleared to Miami Airport Intercontinental one departure, Lake Charles transition then as filed,
maintain Flight Level two seven zero.
2. When there is no DP or when the pilot cannot accept a DP , the controller will specify the assigned altitude
or flight level, and any additional instructions necessary to clear a departing aircraft via an appropriate departure
routing and the route filed.
NOTE−
A detailed departure route description or a radar vector may be used to achieve the desired departure routing.
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3. If it is necessary to make a minor revision to the filed route, the controller will specify the assigned DP
or DP transition (or departure routing), the revision to the filed route, the assigned altitude or flight level and any
additional instructions necessary to clear a departing aircraft.
EXAMPLE−
Jet Star One Four Two Four cleared to Atlanta Airport, South Boston two departure then as filed except change route to read
South Boston Victor 20 Greensboro, maintain one seven thousand.
4. Additionally, in a nonradar environment, the controller will specify one or more fixes, as necessary, to
identify the initial route of flight.
EXAMPLE−
Cessna Three One Six Zero Foxtrot cleared to Charlotte Airport as filed via Brooke, maintain seven thousand.
h. To ensure success of the program, pilots should:
1. Avoid making changes to a filed flight plan just prior to departure.
2. State the following information in the initial call-up to the facility when no change has been made to the
filed flight plan: Aircraft call sign, location, type operation (IFR) and the name of the airport (or fix) to which
you expect clearance.
EXAMPLE−
“Washington clearance delivery (or ground control if appropriate) American Seventy Six at gate one, IFR Los Angeles.”
3. If the flight plan has been changed, state the change and request a full route clearance.
EXAMPLE−
“Washington clearance delivery, American Seventy Six at gate one. IFR San Francisco. My flight plan route has been
amended (or destination changed). Request full route clearance.”
4. Request verification or clarification from ATC if ANY portion of the clearance is not clearly understood.
5. When requesting clearance for the IFR portion of a VFR/IFR flight, request such clearance prior to the
fix where IFR operation is proposed to commence in sufficient time to avoid delay. Use the following
phraseology:
EXAMPLE−
“Los Angeles center, Apache Six One Papa, VFR estimating Paso Robles VOR at three two, one thousand five hundred,
request IFR to Bakersfield.”
5−2−7. Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times
a. ATC may assign departure restrictions, clearance void times, hold for release, and release times, when
necessary, to separate departures from other traffic or to restrict or regulate the departure flow. Departures from
an airport without an operating control tower must be issued either a departure release (along with a release time
and/or void time if applicable), or a hold for release.
REFERENCE−
F AA Order JO 7110.65, Para 4−3−4, Departure Release, Hold for Release, Release Times, Departure Restrictions, and Clearance Void Times.
1. Clearance Void Times. A pilot may receive a clearance, when operating from an airport without a
control tower, which contains a provision for the clearance to be void if not airborne by a specific time. A pilot
who does not depart prior to the clearance void time must advise ATC as soon as possible of their intentions. ATC
will normally advise the pilot of the time allotted to notify ATC that the aircraft did not depart prior to the
clearance void time. This time cannot exceed 30 minutes. Failure of an aircraft to contact ATC within 30 minutes
after the clearance void time will result in the aircraft being considered overdue and search and rescue procedures
initiated.
NOTE−
1. Other IFR traffic for the airport where the clearance is issued is suspended until the aircraft has contacted ATC or until
30 minutes after the clearance void time or 30 minutes after the clearance release time if no clearance void time is issued.
2. If the clearance void time expires, it does not cancel the departure clearance or IFR flight plan. It withdraws the pilot’ s
authority to depart IFR until a new departure release/release time has been issued by ATC and is acknowledged by the pilot.
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3. Pilots who depart at or after their clearance void time are not afforded IFR separation and may be in violation of 14 CFR
section 91.173 which requires that pilots receive an appropriate ATC clearance before operating IFR in controlled airspace.
4. Pilots who choose to depart VFR after their clearance void time has expired should not depart using the previously
assigned IFR transponder code.
EXAMPLE−
Clearance void if not off by (clearance void time) and, if required, if not off by (clearance void time) advise (facility) not later
than (time) of intentions.
2. Hold for Release. ATC may issue “hold for release” instructions in a clearance to delay an aircraft’s
departure for traffic management reasons (i.e., weather, traffic volume, etc.). When ATC states in the clearance,
“hold for release,” the pilot may not depart utilizing that IFR clearance until a release time or additional
instructions are issued by ATC. In addition, ATC will include departure delay information in conjunction with
“hold for release” instructions. The ATC instruction, “hold for release,” applies to the IFR clearance and does
not prevent the pilot from departing under VFR. However, prior to takeoff the pilot should cancel the IFR flight
plan and operate the transponder/ADS−B on the appropriate VFR code. An IFR clearance may not be available
after departure.
EXAMPLE−
(Aircraft identification) cleared to (destination) airport as filed, maintain (altitude), and, if required (additional instructions
or information), hold for release, expect (time in hours and/or minutes) departure delay.
3. Release Times. A “release time” is a departure restriction issued to a pilot by ATC, specifying the
earliest time an aircraft may depart. ATC will use “release times” in conjunction with traffic management
procedures and/or to separate a departing aircraft from other traffic.
EXAMPLE−
(Aircraft identification) released for departure at (time in hours and/or minutes).
4. Expect Departure Clearance Time (EDCT). The EDCT is the runway release time assigned to an
aircraft included in traffic management programs. Aircraft are expected to depart no earlier than 5 minutes
before, and no later than 5 minutes after the EDCT.
b. If practical, pilots departing uncontrolled airports should obtain IFR clearances prior to becoming airborne
when two-way communications with the controlling ATC facility is available.
5−2−8. Departure Control
a. Departure Control is an approach control function responsible for ensuring separation between departures.
So as to expedite the handling of departures, Departure Control may suggest a takeoff direction other than that
which may normally have been used under VFR handling. Many times it is preferred to offer the pilot a runway
that will require the fewest turns after takeoff to place the pilot on course or selected departure route as quickly
as possible. At many locations particular attention is paid to the use of preferential runways for local noise
abatement programs, and route departures away from congested areas.
b. Departure Control utilizing radar will normally clear aircraft out of the terminal area using vectors, a
diverse vector area (DV A), or published DPs.
1. When a departure is to be vectored immediately following takeoff using vectors, a DV A, or published
DPs that begins with an ATC assigned heading off the ground, the pilot will be advised prior to takeoff of the
initial heading to be flown but may not be advised of the purpose of the heading. When ATC assigns an initial
heading with the takeoff clearance that will take the aircraft off an assigned procedure (for example, an RNA V
SID with a published lateral path to a waypoint and crossing restrictions from the departure end of runway), the
controller will assign an altitude to maintain with the initial heading and, if necessary, a speed to maintain.
2. At some airports when a departure will fly an RNA V SID that begins at the runway, ATC may advise
aircraft of the initial fix/waypoint on the RNA V route. The purpose of the advisory is to remind pilots to verify
the correct procedure is programmed in the FMS before takeoff. Pilots must immediately advise ATC if a
different RNA V SID is entered in the aircraft’s FMC. When this advisory is absent, pilots are still required to
fly the assigned SID as published.
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EXAMPLE−
Delta 345 RNAV to MP ASS, Runway26L, cleared for takeoff.
NOTE−
1. The SID transition is not restated as it is contained in the ATC clearance.
2. Aircraft cleared via RNAV SIDs designed to begin with a vector to the initial waypoint are assigned a heading before
departure.
3. Pilots operating in a radar environment are expected to associate departure headings or an RNA V
departure advisory with vectors or the flight path to their planned route or flight. When given a vector taking the
aircraft off a previously assigned nonradar route, the pilot will be advised briefly what the vector is to achieve.
Thereafter, radar service will be provided until the aircraft has been reestablished “on-course” using an
appropriate navigation aid and the pilot has been advised of the aircraft’s position or a handoff is made to another
radar controller with further surveillance capabilities.
c. Controllers will inform pilots of the departure control frequencies and, if appropriate, the transponder code
before takeoff. Pilots must ensure their transponder/ADS−B is adjusted to the “on” or normal operating position
as soon as practical and remain on during all operations unless otherwise requested to change to “standby” by
ATC. Pilots should not change to the departure control frequency until requested. Controllers may omit the
departure control frequency if a DP has or will be assigned and the departure control frequency is published on
the DP.
5−2−9. Instrument Departure Procedures (DP) − Obstacle Departure Procedures (ODP),
Standard Instrument Departures (SID), and Diverse Vector Areas (DVA)
a. Instrument departure procedures are preplanned instrument flight rule (IFR) procedures which provide
obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs,
Obstacle Departure Procedures (ODP), printed either textually or graphically, and Standard Instrument
Departures (SID), always printed graphically. All DPs, either textual or graphic may be designed using either
conventional or RNA V criteria. RNA V procedures will have RNA V printed in the title; for example, SHEAD
TWO DEPARTURE (RNA V). ODPs provide obstruction clearance via the least onerous route from the terminal
area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown
without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically
assigned by ATC. Graphic ODPs will have (OBSTACLE) printed in the procedure title; for example, GEYSR
THREE DEPARTURE (OBSTACLE), or, CROWN ONE DEPARTURE (RNA V) (OBSTACLE). Standard
Instrument Departures are air traffic control (ATC) procedures printed for pilot/controller use in graphic form
to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs
are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be
received prior to flying a SID. All DPs provide the pilot with a way to depart the airport and transition to the en
route structure safely.
b. A Diverse Vector Area (DV A) is an area in which ATC may provide random radar vectors during an
uninterrupted climb from the departure runway until above the MV A/MIA, established in accordance with the
TERPS criteria for diverse departures. The DV A provides obstacle and terrain avoidance in lieu of taking off
from the runway under IFR using an ODP or SID.
c. Pilots operating under 14 CFR part 91 are strongly encouraged to file and fly a DP at night, during marginal
Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC), when one is
available. The following paragraphs will provide an overview of the DP program, why DPs are developed, what
criteria are used, where to find them, how they are to be flown, and finally pilot and ATC responsibilities.
d. Why are DPs necessary? The primary reason is to provide obstacle clearance protection information to
pilots. A secondary reason, at busier airports, is to increase efficiency and reduce communications and departure
delays through the use of SIDs. When an instrument approach is initially developed for an airport, the need for
DPs is assessed. The procedure designer conducts an obstacle analysis to support departure operations. If an
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aircraft may turn in any direction from a runway within the limits of the assessment area (see paragraph 5−2−9e3)
and remain clear of obstacles, that runway passes what is called a diverse departure assessment and no ODP will
be published. A SID may be published if needed for air traffic control purposes. However, if an obstacle
penetrates what is called the 40:1 obstacle identification surface, then the procedure designer chooses whether
to:
1. Establish a steeper than normal climb gradient; or
2. Establish a steeper than normal climb gradient with an alternative that increases takeoff minima to allow
the pilot to visually remain clear of the obstacle(s); or
3. Design and publish a specific departure route; or
4. A combination or all of the above.
e. What criteria is used to provide obstruction clearance during departure?
1. Unless specified otherwise, required obstacle clearance for all departures, including diverse, is based on
the pilot crossing the departure end of the runway at least 35 feet above the departure end of runway elevation,
climbing to 400 feet above the departure end of runway elevation before making the initial turn, and maintaining
a minimum climb gradient of 200 feet per nautical mile (FPNM), unless required to level off by a crossing
restriction, until the minimum IFR altitude. A greater climb gradient may be specified in the DP to clear obstacles
or to achieve an ATC crossing restriction. If an initial turn higher than 400 feet above the departure end of runway
elevation is specified in the DP, the turn should be commenced at the higher altitude. If a turn is specified at a
fix, the turn must be made at that fix. Fixes may have minimum and/or maximum crossing altitudes that must
be adhered to prior to passing the fix. In rare instances, obstacles that exist on the extended runway centerline
may make an “early turn” more desirable than proceeding straight ahead. In these cases, the published departure
instructions will include the language “turn left(right) as soon as practicable.” These departures will also include
a ceiling and visibility minimum of at least 300 and 1. Pilots encountering one of these DPs should preplan the
climb out to gain altitude and begin the turn as quickly as possible within the bounds of safe operating practices
and operating limitations. This type of departure procedure is being phased out.
NOTE−
“Practical” or “feasible” may exist in some existing departure text instead of “practicable.”
2. ODPs, SIDs, and DV As assume normal aircraft performance, and that all engines are operating.
Development of contingency procedures, required to cover the case of an engine failure or other emergency in
flight that may occur after liftoff, is the responsibility of the operator. (More detailed information on this subject
is available in Advisory Circular AC 120−91, Airport Obstacle Analysis, and in the “Departure Procedures”
section of chapter 2 in the Instrument Procedures Handbook, FAA−H−8083−16.)
3. The 40:1 obstacle identification surface (OIS) begins at the departure end of runway (DER) and slopes
upward at 152 FPNM until reaching the minimum IFR altitude or entering the en route structure. This assessment
area is limited to 25 NM from the airport in nonmountainous areas and 46 NM in designated mountainous areas.
Beyond this distance, the pilot is responsible for obstacle clearance if not operating on a published route, if below
(having not reached) the MEA or MOCA of a published route, or an A TC assigned altitude. See FIG 5−2−1. (Ref
14 CFR 91.177 for further information on en route altitudes.)
NOTE−
ODPs are normally designed to terminate within these distance limitations, however, some ODPs will contain routes that
may exceed 25/46 NM; these routes will ensure obstacle protection until reaching the end of the ODP .
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FIG 5−2−1
Diverse Departure Obstacle Assessment to 25/46 NM
4. Takeoff Obstacles. Takeoff Obstacles Notes in the “Takeoff Minimums and (OBSTACLE) Departure
Procedures” section of the Terminal Procedures Publication (TPP) identifies obstacle(s) that penetrate the 40:1
OCS. The obstacle notes alert the pilot to the height and location of the obstacles relative to the DER so they can
be avoided. This can be accomplished in a variety of ways: the pilot may be able to see and avoid the obstruction;
early liftoff/climb performance may allow the aircraft to cross well above the obstacle(s); or if the obstacle(s)
cannot be visually acquired during departure, the takeoff should be delayed or another runway selected for the
IFR departure.
(a) Takeoff obstacles will be published as low, close−in and/or takeoff minimums obstacle notes.
(1) Low, close−in obstacles require a higher than standard climb gradient (within 1 NM or less from
DER) to an altitude of 200 feet or less above DER elevation and do not require increased takeoff minimums.
(2) Takeoff minimums obstacles require a higher than standard climb gradient (within 2.6 NM from
DER) to an altitude greater than 200 feet above the DER elevation and require increased takeoff minimums.
These obstacles are published with higher than standard ceiling and visibility takeoff minimums and are
published in the same obstacle listing.
(b) Obstacle notes are not required to be charted on SIDs. When a pilot is assigned a SID for departure
refer to the airport entry in the TPP or the graphic ODP to obtain information on the takeoff obstacles.
(c) The FAA redefined the initial climb area criteria that are used to evaluate and identify the obstacles
that penetrate the 40:1 OCS. The takeoff obstacle notes are published in a different manner and an additional
minimums option is added for the departure. To ensure the pilot knows which evaluation was accomplished, the
charting will be different by bolding certain headers and runway information. Until the FAA can amend all
departures the legacy obstacle notes will still be published.
(1) For textual departures, the headers Takeoff Minimums, Departure Procedures, and Takeoff
Obstacle Notes will be bolded and underlined. The specific runway entries under each header will continue to
be bolded.
(2) For graphic departure procedures, the headers Takeoff Minimums and Takeoff Obstacle Notes will
be bolded and continue to be underlined. The specific runway entries for these headers will be bolded. In the
Departure Route Description section of the graphic departure, the heading will be bolded and underlined and the
runway information will just be bolded.
(3) Legacy takeoff obstacle notes combine low, close−in and takeoff obstacles for each runway.
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(4) New takeoff obstacle notes separate low, close−in and takeoff minimums obstacle notes. There is
also a DER crossing altitude included in the notes section, providing the pilot with a DER crossing height that
clears all obstacles that penetrate the 40:1 OCS.
(5) The obstacles are described with an inner limit from the DER, using the word “beginning,”
expressed in 1/4 SM increments rounded down and an outer limit, using the words “extending to” expressed in
1/4 SM increments rounded up. They will also be described in relation to the extended runway centerline as “left,
right, or crossing.” Crossing means they are within 100ft of the centerline. Left or right means they are greater
than 100 ft from centerline. Both an MSL altitude and height above DER elevation will be provided for the
obstacle that penetrates the 40:1 OCS the most. This allows the pilot to determine when the reported weather
conditions are adequate to see and avoid the low, close−in obstacle(s) if aircraft performance does not permit the
aircraft to climb over them. It also allows the pilot to correlate the position of the obstacles and the MSL elevation
and height above DER for the controlling obstacle for the published higher than standard takeoff minimums.
(6) A DER crossing height using standard ceiling/visibility is provided as a new takeoff minimums
option for pilots in addition to the current options (higher than standard ceiling/visibility or standard
ceiling/visibility with a higher than standard climb gradient, or a reduced takeoff runway length with a standard
climb gradient and standard ceiling/visibility).
EXAMPLE−
Legacy takeoff minimums and obstacle notes
TAKEOFF MINIMUMS:
Rwy12 L/R, 400−2 1/2 or std. w/min. climb of 261’ per NM to 500.
TAKEOFF OBSTACLE NOTES:
Rwy 14, trees 2011’ from DER, 29’ left of centerline, 100’ AGL/3829’ MSL.
Rwy 32, trees 1009’ from DER, 697’ left of centerline, 100’ AGL/3839’ MSL.
Tower 4448’ from DER, 1036’ left of centerline, 165’ AGL/3886’ MSL.
EXAMPLE−
New takeoff minimums and obstacle notes
TAKEOFF MINIMUMS:
Rwy12 L/R: 400−2 1/2 or std. w/min. climb of 261’ per NM to 500 or standard and crossing DER 66’ above DER Elev clears
takeoff minimums obstacles.
TAKEOFF OBSTACLE NOTES:
Rwy 12L LOW, CLOSE−IN OBSTACLES: trees beginning 600’ from DER, extending to 1/2 SM, crossing centerline, up
to 156’ MSL, 86’ above DER, crossing DER 49’ above DER Elev clears low, close−in obstacles.
Rwy 12L TAKEOFF MINIMUMS OBSTACLES: buildings, crane, tower beginning 1 1/2 SM from DER, extending to 1
3/4 SM, left, right, and crossing centerline, up to 373’ MSL, 284’ above DER, crossing DER at 66’ above DER Elev clears
takeoff minimums obstacles.
Rwy 12R LOW, CLOSE−IN OBSTACLES: obstacles 35’ and below.
Rwy 12R TAKEOFF MINIMUMS OBSTACLES: buildings, crane, tower beginning 1 1/2 SM from DER, extending to 1
3/4 SM, left, right, and crossing centerline, up to 373’ MSL, 284’ above DER, crossing DER at 66’ above DER Elev clears
takeoff minimums obstacles.
Rwy 30L/R LOW, CLOSE−IN OBSTACLES: obstacles 35’ and below.
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(d) Compliance with 14 CFR part 121 or 135 one−engine −inoperative (OEI) departure performance
requirements, or similar ICAO/State rules, cannot be assured by the sole use of takeoff obstacle note data as
published in the TPP. Operators conducting these operations should refer to precise data sources (GIS database,
etc.) specifically intended for OEI departure planning (see AC 120−91).
5. Climb gradients greater than 200 FPNM are specified when required to support procedure design
constraints, obstacle clearance, and/or airspace restrictions. Compliance with a climb gradient for these purposes
is mandatory when the procedure is part of the ATC clearance, unless increased takeoff minimums are provided
and weather conditions allow compliance with these minimums.
NOTE−
Climb gradients for ATC purposes are being phased out on SIDs.
EXAMPLE−
“Cross ALPHA intersection at or below 4000; maintain 6000.” The pilot climbs at least 200 FPNM to 6000. If 4000 is
reached before ALPHA, the pilot levels off at 4000 until passing ALPHA; then immediately resumes at least 200 FPNM
climb.
EXAMPLE−
“TAKEOFF MINIMUMS: RWY 27, Standard with a minimum climb of 280’ per NM to 2500.” A climb of at least 280 FPNM
is required to 2500 and is mandatory when the departure procedure is included in the ATC clearance.
NOTE−
Some SIDs still retain labeled “ATC” climb gradients published or have climb gradients that are established to meet a
published altitude restriction that is not required for obstacle clearance or procedure design criteria. These procedures will
be revised in the course of the normal procedure amendment process.
6. Climb gradients may be specified only to an altitude/fix, above which the normal gradient applies. An
ATC−required altitude restriction published at a fix, will not have an associated climb gradient published with
that restriction. Pilots are expected to determine if crossing altitudes can be met, based on the performance
capability of the aircraft they are operating.
EXAMPLE−
“Minimum climb 340 FPNM to ALPHA.” The pilot climbs at least 340 FPNM to ALPHA, then at least 200 FPNM to MIA.
7. A Visual Climb Over Airport (VCOA) procedure is a departure option for an IFR aircraft, operating in
visual meteorological conditions equal to or greater than the specified visibility and ceiling, to visually conduct
climbing turns over the airport to the published “at or above” altitude. At this point, the pilot may proceed in
instrument meteorological conditions to the first en route fix using a diverse departure, or to proceed via a
published routing to a fix from where the aircraft may join the IFR en route structure, while maintaining a climb
gradient of at least 200 feet per nautical mile. VCOA procedures are developed to avoid obstacles greater than
3 statute miles from the departure end of the runway as an alternative to complying with climb gradients greater
than 200 feet per nautical mile. Pilots are responsible to advise ATC as early as possible of the intent to fly the
VCOA option prior to departure. Pilots are expected to remain within the distance prescribed in the published
visibility minimums during the climb over the airport until reaching the “at or above” altitude for the VCOA
procedure. If no additional routing is published, then the pilot may proceed in accordance with their IFR
clearance. If additional routing is published after the “at−or−above” altitude, the pilot must comply with the route
to a fix that may include a climb−in−holding pattern to reach the MEA/MIA for the en route portion of their IFR
flight. These textual procedures are published in the Takeoff Minimums and (Obstacle) Departure Procedures
section of the TPP and/or appear as an option on a Graphic ODP.
EXAMPLE−
TAKEOFF MINIMUMS: Rwy 32, standard with minimum climb of 410’ per NM to 3000’ or 1100−3 for VCOA.
VCOA: Rwy 32, when executing VCOA, notify ATC prior to departure. Climb in visual conditions to cross Broken Bow
Muni/Keith Glaze Field at or above 3500’ before proceeding on course.
f. Obstacle Clearance Responsibilities. DPs are designed so that the pilot’s adherence to the procedure’s
lateral path and vertical climb requirements will ensure obstacle protection.
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1. Obstacle clearance responsibility rests with the pilot when he/she chooses to depart IFR under 14 CFR
part 91 and has not filed or been cleared for an ODP or an ATC−assigned SID or assigned headings for a DV A
from the departure runway. Standard takeoff minimums are one statute mile for aircraft having two engines or
less and one−half statute mile for aircraft having more than two engines. Higher than standard ceiling and
visibility minimums will allow visual avoidance of the obstacles during the initial climb at the standard climb
gradient.
2. When cleared to depart IFR using the ODP, SID, VCOA, or assigned headings for DV A, pilots must
reference the published takeoff minimums and takeoff obstacle notes.
(a) Since the presence of low, close−in obstacles do not require publishing increased takeoff minimums
the pilot should consider, if necessary to see and avoid these obstacles, the weather at time of takeoff. Based on
the position of low, close−in obstacles, weather no less than 300 ft and 1 NM may be necessary to visually avoid
obstacles.
(b) Takeoff minimums obstacles are especially critical to aircraft that do not lift off until close to the
departure end of the runway or which climb at the minimum rate. When departing IFR using the higher than
standard takeoff minimums option, pilots are responsible for visually avoiding takeoff minimums obstacles.
Pilots should also consider drift following lift −off to ensure sufficient clearance from these obstacles. The
segment of the procedure that requires the pilot to see and avoid obstacles ends when the aircraft is beyond or
above the ceiling and visibility published to avoid these obstacles.
3. When departing using the VCOA, obstacle avoidance is not guaranteed if the pilot maneuvers farther
from the airport than the published visibility minimum for the VCOA prior to reaching the published VCOA
altitude. Pilots are responsible for maintaining clearance from low, close−in obstacles.
4. When departing using a DV A, pilots are responsible for maintaining clearance from low, close −in
obstacles. DV As may also require a higher than standard climb gradient. Standard takeoff minimums apply when
departing a runway under IFR when using the DV A. The existence of a DV A will be noted in the Takeoff
Minimums and (Obstacle) Departure Procedure section of the TPP.
EXAMPLE−
DIVERSE VECTOR AREA (RADAR VECTORS) AMDT 1 14289 (F AA)
Rwy 6R, headings as assigned by ATC; requires minimum climb of 290’ per NM to 400.
Rwys 6L, 7L, 7R, 24R, 25R, headings as assigned by ATC.
5. In all cases, continued obstacle clearance is based on having climbed a minimum of 200 feet per nautical
mile to the specified point and then continuing to climb at least 200 feet per nautical mile during the departure
until reaching the minimum en route altitude, unless higher than standard climb gradient is published. When a
higher than standard climb gradient is published and used, that climb gradient is maintained, until reaching the
climb gradient termination altitude, after which the standard 200 feet per nautical mile is maintained until
reaching the minimum en route altitude.
NOTE−
As is always the case, when used by the controller during departure, the term “radar contact” should not be interpreted as
relieving pilots of their responsibility to maintain appropriate terrain and obstruction clearance, which may include flying
the obstacle DP .
g. Where are DPs located? DPs and DV As will be listed by airport in the IFR Takeoff Minimums and
(Obstacle) Departure Procedures Section, Section L, of the TPP. If the DP is textual, it will be described in TPP
Section L. SIDs and complex ODPs will be published graphically and named. The name will be listed by airport
name and runway in Section L. Graphic ODPs will also have the term “(OBSTACLE)” printed in the charted
procedure title, differentiating them from SIDs.
1. An ODP that has been developed solely for obstacle avoidance will be indicated with the symbol “T”
on appropriate Instrument Approach Procedure (IAP) charts and DP charts for that airport. The “T” symbol will
continue to refer users to TPP Section C. In the case of a graphic ODP, the TPP Section C will only contain the
5−2−12 Departure Procedures
AIM2/20/258/7/25 AIM
name of the ODP. Since there may be both a textual and a graphic DP, Section C should still be checked for
additional information. The nonstandard takeoff minimums and minimum climb gradients found in TPP Section
C also apply to charted DPs and radar vector departures unless different minimums are specified on the charted
DP. Takeoff minimums and departure procedures apply to all runways unless otherwise specified. New graphic
DPs will have all the information printed on the graphic depiction. As a general rule, ATC will only assign an
ODP from a non−towered airport when compliance with the ODP is necessary for aircraft to aircraft separation.
Pilots may use the ODP to help ensure separation from terrain and obstacles.
h. Responsibilities
1. Each pilot, prior to departing an airport on an IFR flight should:
(a) Consider the type of terrain and other obstacles on or in the vicinity of the departure airport;
(b) Determine whether an ODP is available;
(c) Determine if obstacle avoidance can be maintained visually or if the ODP should be flown; and
(d) Consider the effect of degraded climb performance and the actions to take in the event of an engine
loss during the departure. Pilots should notify ATC as soon as possible of reduced climb capability in that
circumstance.
NOTE−
Guidance concerning contingency procedures that address an engine failure on takeoff after V 1 speed on a large or
turbine−powered transport category airplane may be found in AC 120−91, Airport Obstacle Analysis.
(e) Determine if a DV A is published and whether the aircraft is capable of meeting the published climb
gradient. Advise ATC when requesting the IFR clearance, or as soon as possible, if unable to meet the DV A climb
gradient.
(f) Check for Takeoff Obstacle Notes published in the TPP for the takeoff runway.
2. Pilots should not exceed a published speed restriction associated with a SID waypoint until passing that
waypoint.
3. After an aircraft is established on a SID and subsequently vectored or cleared to deviate off of the SID
or SID transition, pilots must consider the SID canceled, unless the controller adds “expect to resume SID;” pilots
should then be prepared to rejoin the SID at a subsequent fix or procedure leg. If the SID contains published
altitude and/or speed restrictions, those restrictions are canceled and pilots will receive an altitude to maintain
and, if necessary, a speed. ATC may also interrupt the vertical navigation of a SID and provide alternate altitude
instructions while the aircraft remains established on the published lateral path. Aircraft may be vectored off of
an ODP, or issued an altitude lower than a published altitude on an ODP, at which time the ODP is canceled. In
these cases, ATC assumes responsibility for terrain and obstacle clearance. In all cases, the minimum 200 FPNM
climb gradient is assumed.
4. Aircraft instructed to resume a SID procedure such as a DP or SID which contains speed and/or altitude
restrictions, must be:
(a) Issued/reissued all applicable restrictions, or
(b) Advised to “Climb via SID” or resume published speed.
EXAMPLE−
“Resume the Solar One departure, Climb via SID.”
“Proceed direct CIROS, resume the Solar One departure, Climb via SID.”
5. A clearance for a SID which does not contain published crossing restrictions, and/or is a SID with a Radar
Vector segment or a Radar Vector SID, will be issued using the phraseology “Maintain (altitude).”
6. A clearance for a SID which contains published altitude restrictions may be issued using the phraseology
“climb via.” Climb via is an abbreviated clearance that requires compliance with the procedure lateral path,
associated speed and altitude restrictions along the cleared route or procedure. Clearance to “climb via”
authorizes the pilot to:
Departure Procedures 5−2−13
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
(a) When used in the IFR departure clearance, in a PDC, DCL or when cleared to a waypoint depicted
on a SID, to join the procedure after departure or to resume the procedure.
(b) When vertical navigation is interrupted and an altitude is assigned to maintain which is not contained
on the published procedure, to climb from that previously-assigned altitude at pilot’s discretion to the altitude
depicted for the next waypoint.
(c) Once established on the depicted departure, to navigate laterally and climb to meet all published or
assigned altitude and speed restrictions.
NOTE−
1. When otherwise cleared along a route or procedure that contains published speed restrictions, the pilot must comply with
those speed restrictions independent of a climb via clearance.
2. ATC anticipates pilots will begin adjusting speed the minimum distance necessary prior to a published speed restriction
so as to cross the waypoint/fix at the published speed. Once at the published speed ATC expects pilots will maintain the
published speed until additional adjustment is required to comply with further published or ATC assigned speed restrictions
or as required to ensure compliance with 14 CFR section 91.117.
3. If ATC interrupts lateral/vertical navigation while an aircraft is flying a SID, ATC must ensure obstacle clearance. When
issuing a “climb via” clearance to join or resume a procedure ATC must ensure obstacle clearance until the aircraft is
established on the lateral and vertical path of the SID.
4. ATC will assign an altitude to cross if no altitude is depicted at a waypoint/fix or when otherwise necessary/ required,
for an aircraft on a direct route to a waypoint/fix where the SID will be joined or resumed.
5. SIDs will have a “top altitude;” the “top altitude” is the charted “maintain” altitude contained in the procedure
description or assigned by ATC.
REFERENCE−
F AA Order JO 7110.65, Para 5-6-2, Methods.
PCG, Climb Via, Top Altitude.
EXAMPLE−
1. Lateral route clearance:
“Cleared Loop Six departure.”
NOTE−
The aircraft must comply with the SID lateral path, and any published speed restrictions.
2. Routing with assigned altitude:
“Cleared Loop Six departure, climb and maintain four thousand.”
NOTE−
The aircraft must comply with the SID lateral path, and any published speed restriction while climbing unrestricted to four
thousand.
3. (A pilot filed a flight plan to the Johnston Airport using the Scott One departure, Jonez transition, then Q-145. The pilot
filed for FL350. The Scott One includes altitude restrictions, a top altitude and instructions to expect the filed altitude ten
minutes after departure). Before departure ATC uses PDC, DCL or clearance delivery to issue the clearance:
“Cleared to Johnston Airport, Scott One departure, Jonez transition, Q-OneForty-five. Climb via SID.”
NOTE−
In Example 3, the aircraft must comply with the Scott One departure lateral path and any published speed and altitude
restrictions while climbing to the SID top altitude.
4. (Using the Example 3 flight plan, ATC determines the top altitude must be changed to FL180). The clearance will read:
“Cleared to Johnston Airport, Scott One departure, Jonez transition, Q-One Forty-five, Climb via SID except maintain
flight level one eight zero.”
NOTE−
In Example 4, the aircraft must comply with the Scott One departure lateral path and any published speed and altitude
restrictions while climbing to FL180. The aircraft must stop climb at FL180 until issued further clearance by ATC.
5−2−14 Departure Procedures
AIM2/20/258/7/25 AIM
5. (An aircraft was issued the Suzan Two departure, “climb via SID” in the IFR departure clearance. After departure ATC
must change a waypoint crossing restriction). The clearance will be:
“Climb via SID except cross Mkala at or above seven thousand.”
NOTE−
In Example 5, the aircraft will comply with the Suzan Two departure lateral path and any published speed and altitude
restrictions and climb so as to cross Mkala at or above 7,000; remainder of the departure must be flown as published.
6. (An aircraft was issued the Teddd One departure, “climb via SID” in the IFR departure clearance. An interim altitude
of 10,000 was issued instead of the published top altitude of FL 230). After departure ATC is able to issue the published top
altitude. The clearance will be:
“Climb via SID.”
NOTE−
In Example 6, the aircraft will track laterally and vertically on the Teddd One departure and initially climb to 10,000; Once
re-issued the “climb via” clearance the interim altitude is canceled aircraft will continue climb to FL230 while complying
with published restrictions.
7. (An aircraft was issued the Bbear Two departure, “climb via SID” in the IFR departure clearance. An interim altitude
of 16,000 was issued instead of the published top altitude of FL 190). After departure, ATC is able to issue a top altitude
of FL300 and still requires compliance with the published SID restrictions. The clearance will be:
“Climb via SID except maintain flight level three zero zero.”
NOTE−
In Example 7, the aircraft will track laterally and vertically on the Bbear Two departure and initially climb to 16,000; Once
re-issued the “climb via” clearance the interim altitude is canceled and the aircraft will continue climb to FL300 while
complying with published restrictions.
8. (An aircraft was issued the Bizee Two departure, “climb via SID.” After departure, ATC vectors the aircraft off of the
SID, and then issues a direct routing to rejoin the SID at Rockr waypoint which does not have a published altitude restriction.
ATC wants the aircraft to cross at or above 10,000). The clearance will read:
“Proceed direct Rockr, cross Rockr at or above one-zero thousand, climb via the Bizee Two departure.”
NOTE−
In Example 8, the aircraft will join the Bizee Two SID at Rockr at or above 10,000 and then comply with the published lateral
path and any published speed or altitude restrictions while climbing to the SID top altitude.
9. (An aircraft was issued the Suzan Two departure, “climb via SID” in the IFR departure clearance. After departure ATC
vectors the aircraft off of the SID, and then clears the aircraft to rejoin the SID at Dvine waypoint, which has a published
crossing restriction). The clearance will read:
“Proceed direct Dvine, Climb via the Suzan Two departure.”
NOTE−
In Example 9, the aircraft will join the Suzan Two departure at Dvine, at the published altitude, and then comply with the
published lateral path and any published speed or altitude restrictions.
7. Pilots cleared for vertical navigation using the phraseology “climb via” must inform ATC, upon initial
contact, of the altitude leaving and any assigned restrictions not published on the procedure.
EXAMPLE−
1. (Cactus 711 is cleared to climb via the Laura Two departure. The Laura Two has a top altitude of FL190):
“Cactus Seven Eleven leaving two thousand, climbing via the Laura Two departure.”
2. (Cactus 711 is cleared to climb via the Laura Two departure, but ATC changed the top altitude to16,000):
“Cactus Seven Eleven leaving two thousand for one-six thousand, climbing via the Laura Two departure.”
8. If prior to or after takeoff an altitude restriction is issued by ATC, all previously issued “ATC” altitude
restrictions are canceled including those published on a SID. Pilots must still comply with all speed restrictions
and lateral path requirements published on the SID unless canceled by ATC.
EXAMPLE−
Prior to takeoff or after departure ATC issues an altitude change clearance to an aircraft cleared to climb via a SID but ATC
no longer requires compliance with published altitude restrictions:
“Climb and maintain flight level two four zero.”
Departure Procedures 5−2−15
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
NOTE−
The published SID altitude restrictions are canceled; The aircraft should comply with the SID lateral path and begin an
unrestricted climb to FL240. Compliance with published speed restrictions is still required unless specifically deleted by
ATC.
9. Altitude restrictions published on an ODP are necessary for obstacle clearance and/or design constraints.
Crossing altitudes and speed restrictions on ODPs cannot be canceled or amended by ATC.
i. PBN Departure Procedures
1. All public PBN SIDs and graphic ODPs are normally designed using RNA V 1, RNP 1, or A−RNP
NavSpecs. These procedures generally start with an initial track or heading leg near the departure end of runway
(DER). In addition, these procedures require system performance currently met by GPS or DME/DME/IRU PBN
systems that satisfy the criteria discussed in the latest AC 90−100, U.S. Terminal and En Route Area Navigation
(RNA V) Operations. RNA V 1 and RNP 1 procedures must maintain a total system error of not more than 1 NM
for 95 percent of the total flight time. Minimum values for A−RNP procedures will be charted in the PBN box
(for example, 1.00 or 0.30).
2. In the U.S., a specific procedure’s PBN requirement s will be prominently displayed in separate,
standardized notes boxes. For procedures with PBN elements, the “PBN box” will contain the procedure’s
NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional
or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this
PBN box are REQUIRED for the procedure’s PBN elements.
5−2−16 Departure Procedures
AIM2/20/258/7/25 AIM1/22/26 AIM
Section 3. En Route Procedures
5−3−1. ARTCC Communications
a. Direct Communications, Controllers and Pilots.
1. ARTCCs are capable of direct communications with IFR air traffic on certain frequencies. Maximum
communications coverage is possible through the use of Remote Center Air/Ground (RCAG) sites comprised
of both VHF and UHF transmitters and receivers. These sites are located throughout the U.S. Although they may
be several hundred miles away from the ARTCC, they are remoted to the various ARTCCs by land lines or
microwave links. Since IFR operations are expedited through the use of direct communications, pilots are
requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan
filing, en route weather, weather forecasts, and similar data should be requested through FSSs, company radio,
or appropriate military facilities capable of performing these services.
2. An ARTCC is divided into sectors. Each sector is handled by one or a team of controllers and has its own
sector discrete frequency. As a flight progresses from one sector to another, the pilot is requested to change to
the appropriate sector discrete frequency.
3. Controller Pilot Data Link Communications (CPDLC) is a system that supplements air/ground voice
communications. The CPDLC’s principal operating criteria are:
(a) V oice remains the primary and controlling air/ground communications means.
(b) Participating aircraft will need to have the appropriate CPDLC avionics equipment in order to receive
uplink or transmit downlink messages.
(c) En Route CPDLC offers many services including the following: Altimeter Setting (AS), Transfer of
Communications (TOC), Initial Contact (IC), route assignments, including airborne reroutes (ABRR), altitude
assignments, speed assignments, crossing constraints, holding, and advisory and emergency messages.
(1) Altimeter settings will be uplinked automatically when appropriate after a Monitor TOC. Altimeter
settings will also be uplinked automatically when an aircraft receives an uplinked altitude assignment below FL
180. A controller may also manually send an altimeter setting message.
NOTE−
When conducting instrument approach procedures, pilots are responsible to obtain and use the appropriate altimeter setting
in accordance with 14 CFR section 97.20. CPDLC issued altimeter settings are excluded for this purpose.
(2) Initial contact is a safety validation transaction that compares a pilot’s initiated altitude downlink
message with an aircraft’s stored altitude in the ATC automation system. When an IC mismatch or Confirm
Assigned Altitude (CAA) downlink time−out indicator is displayed in the Full Data Block (FDB) and Aircraft List
(ACL), the controller who has track control of the aircraft must use voice communication to verify the assigned
altitude of the aircraft, and acknowledge the IC mismatch/time−out indicator.
(3) Transfer of communications automatically establishes data link contact with a succeeding sector.
(4) Menu text transmissions are scripted nontrajectory altering uplink messages.
(5) The CPDLC Message Elements used in domestic en route operations are contained in TBL 5−3−1
through TBL 5−3−23, CPDLC Message Elements.
(6) For CPDLC Message Elements used in FAA oceanic control areas (KZWY , KZAK, and PAZA),
please refer to the U.S. AIP, ENR 7.2.
NOTE−
The F AA is not implementing ATN B1.
En Route Procedures 5−3−1
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
TBL 5−3−1
Response Attribute of CPDLC Message Element
Response
Attribute
Description
For Uplink Message
W/U Response required.
Valid responses. WILCO, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT
(only if required), ERROR
Note – WILCO, UNABLE, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT
DATA AUTHORITY and ERROR will close the uplink message. FANS 1/A.– WILCO, UN-
ABLE, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY.
A/N Response required.
Valid responses. AFFIRM, NEGATIVE, STANDBY, NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT
(only if required), ERROR
Note – AFFIRM, NEGATIVE, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED
NEXT DATA AUTHORITY and ERROR will close the uplink message. FANS 1/A.– AFFIRM,
NEGATIVE, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY.
R Response required.
Valid responses. ROGER, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT
(only if required), ERROR
Note – ROGER, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AU-
THORITY and ERROR will close the uplink message.
FANS 1/A.– ROGER, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY. FANS
1/A aircraft do not have the capability to send UNABLE in response to an uplink message con-
taining message elements with an “R” response attribute. For these aircraft, the flight crew may
use alternative means to UNABLE the message. These alternative means will need to be taken
into consideration to ensure proper technical and operational closure of the communication
transaction.
Y Response required.
Valid responses: Any CPDLC downlink message, LOGICAL ACKNOWLEDGEMENT (only
if required).
N No response required unless logical acknowledgement is required.
Valid Responses (only if LOGICAL ACKNOWLEDGEMENT is required). LOGICAL AC-
KNOWLEDGEMENT, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT
DATA AUTHORITY, ERROR
FANS 1/A.– “N” is defined as “no response is required,” but not used. Under some circum-
stances, an ERROR message will also close an uplink message.
En Route Procedures5−3−2
AIM2/20/251/22/26 AIM
NE [Not defined in Doc 4444]
FANS 1/A.– The WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, and STANDBY re-
sponses are not enabled (NE) for flight crew selection. An uplink message with a response at-
tribute NE is considered to be closed even though a response may be required operationally.
Under some circumstances, a downlink error message may be linked to an uplink message with
a NE attribute.
For Downlink Message
Y Response required. Yes
Valid responses. Any CPDLC uplink message, LOGICAL ACKNOWLEDGEMENT (only if
required).
N Response required. No, unless logical acknowledgement required.
Valid responses (only if LOGICAL ACKNOWLEDGEMENT is required). LOGICAL AC-
KNOWLEDGEMENT, SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD, ERROR
FANS 1/A.– Aircraft do not have the capability to receive technical responses to downlink
message elements with an “N” response attribute (other than LACK or ERROR for ATN B1
aircraft). In some cases, the response attribute is different between FANS 1/A aircraft and Doc
4444. As an example, most emergency messages have an “N” response attribute for FANS 1/A
whereas Doc 4444 defines a “Y” response attribute for them. As a consequence, for FANS 1/A
aircraft, ATC will need to use alternative means to acknowledge to the flight crew that an
emergency message has been received.
TBL 5−3−2
Route Uplink Message Elements (RTEU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message
Element Display
UM74 PROCEED
DIRECT TO (position)
W/U RTEU−2 Instruction to proceed
directly to the specified
position.
PROCEED DIRECT TO
(position)
UM75 WHEN ABLE
PROCEED DIRECT TO
(position)
Note – This message
element is equivalent to
SUPU−5 plus RTEU−2 in
Doc 4444.
W/U RTEU−2 Instruction to proceed,
when able, directly to the
specified position.
PROCEED DIRECT TO
(position)
UM77 AT (position)
PROCEED DIRECT TO
(position)
W/U RTEU−4 Instruction to proceed, at
the specified at position,
directly to the next
specified position.
AT (position) PROCEED
DIRECT TO (position)
UM78 AT (altitude)
PROCEED DIRECT TO
(position)
W/U RTEU−5 Instruction to proceed,
upon reaching the specified
level, directly to the
specified position.
AT (level) PROCEED
DIRECT TO (position)
UM79 CLEARED TO
(position) via (route
clearance)
W/U RTEU−6 Instruction to proceed to
the specified position via
the specified route.
CLEARED TO (position)
VIA (departure data[O])
(en−route data)
En Route Procedures 5−3−3
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
UM80 CLEARED (route
clearance)
W/U RTEU−7 Instruction to proceed via
the specified route.
CLEARED (departure
data[O]) (en−route data)
(arrival approach data)
UM83 AT (position)
CLEARED (route
clearance)
W/U RTEU−9 Instruction to proceed from
the specified position via
the specified route.
AT (position) CLEARED
(en−route data) (arrival
approach data)
UM91 HOLD AT
(position) MAINTAIN
(altitude) INBOUND
TRACK (degrees)
(direction) TURN LEG
TIME (leg type)
W/U RTEU−11 Instruction to enter a
holding pattern at the
specified position in
accordance with the
specified instructions.
Note– RTEU−13 EXPECT
FURTHER CLEARANCE
AT TIME (time) is
appended to this message
when an extended hold is
anticipated.
AT (position) HOLD
INBOUND TRACK
(degrees)(direction)
TURNS (leg type) LEGS
UM92 HOLD AT
(position) AS
PUBLISHED MAINTAIN
(altitude)
W/U RTEU−12 Instruction to enter a
holding pattern at the
specified position in
accordance with the
published holding
instructions.
Note – RTEU−13 EXPECT
FURTHER CLEARANCE
AT TIME (time) is
appended to this message
when an extended hold is
anticipated.
AT (position) HOLD AS
PUBLISHED
UM93 EXPECT
FURTHER CLEARANCE
AT (time)
W/U RTEU−13 Notification that an
onwards clearance may be
issued at the specified time
EXPECT FURTHER
CLEARANCE AT (time)
UM137 CONFIRM
ASSIGNED ROUTE
Note – NE response
attribute.
W/U RTEU−15 Request to confirm the
assigned route.
CONFIRM ASSIGNED
ROUTE
TBL 5−3−3
Route Downlink Message Elements (RTED)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message
Element Display
DM22 REQUEST
DIRECT TO (position)
Y RTED−1 Request for a direct
clearance to the specified
position.
REQUEST DIRECT TO
(position)
DM23 REQUEST
(procedure name)
Y RTED−2 Request for the specified
procedure or clearance
name
REQUEST (named
instruction)
En Route Procedures5−3−4
AIM2/20/251/22/26 AIM
DM24 REQUEST (route
clearance)
Y RTED−3 Request for the specified
route.
REQUEST CLEARANCE
(departure data[O])
(en−route data) (arrival
approach data[O])
DM40 ASSIGNED
ROUTE (route clearance)
N RTED−9 Confirmation that the
assigned route is the
specified route.
ASSIGNED ROUTE
(departure data[O])
(en−route data) (arrival
approach data[O])
TBL 5−3−4
Lateral Uplink Message Elements (LATU)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message
Element Display
UM82 CLEARED TO
DEVIATE UP TO
(distance offset) (direction)
OF ROUTE
W/U LATU−10 Instruction allowing
deviation up to the
specified distance(s) from
the cleared route in the
specified direction(s).
CLEARED TO DEVIATE
UP TO (lateral deviation)
OF ROUTE
UM127 REPORT BACK
ON ROUTE
Note – R response
attribute.
W/U LATU−18 Instruction to report when
the aircraft is back on the
cleared route.
REPORT BACK ON
ROUTE
TBL 5−3−5
Lateral Downlink Message Elements (LATD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
DM27 REQUEST
WEATHER
DEVIATION UP TO
(specified distance)
(direction) OF
ROUTE
Y LATD−2 Request for a weather
deviation up to the specified
distance off track in the
specified direction.
REQUEST WEATHER
DEVIATION UP TO
(specified distance) (direction)
OF ROUTE
DM41 BACK ON
ROUTE
N LATD−4 The aircraft has regained the
cleared route.
BACK ON ROUTE
DM59 DIVERTING
TO (position) VIA
(route clearance)
Note 1. − H alert
attribute
Note 2. − N
response attribute
N
See Note
LATD−5 Report indicating diverting to
the specified position via the
specified route, which may be
sent without any previous
coordination done with ATC.
DIVERTING TO (position)
VIA (en−route data) (arrival
approach data[O])
En Route Procedures 5−3−5
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
DM60
OFFSETTING
(distance offset)
(direction) OF
ROUTE
Note 1. − H alert
attribute
Note 2. − N
response attribute
N
See Note
LATD−6 Report indicating that the
aircraft is offsetting to a
parallel track at the specified
distance in the specified
direction off from the cleared
route.
OFFSETTING (specified
distance) (direction) OF
ROUTE
DM80 DEVIATING
(deviation offset)
(direction) OF
ROUTE
Note 1. − H alert
attribute
Note 2. − N response
attribute
N
See Note
LATD−7 Report indicating deviating
specified distance or degrees
in the specified direction from
the cleared route.
DEVIATING (specified
Deviation) (direction) OF
ROUTE
NOTE−
ICAO Document 10037, Global Operational Data Link (GOLD) Manual, has these values set to Y in their table.
TBL 5−3−6
Level Uplink Message Elements (LVLU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
UM19 MAINTAIN
(altitude)
Note − Used for a
single level
W/U LVLU−5 Instruction to maintain the
specified level or vertical
range.
MAINTAIN (level)
UM20 CLIMB TO
AND MAINTAIN
(altitude)
Note − Used for a
single level
W/U LVLU−6 Instruction that a climb to the
specified level or vertical
range is to commence and
once reached is to be
maintained.
CLIMB TO (level)
UM23 DESCEND TO
AND MAINTAIN
(altitude)
Note − Used for a
single level
W/U LVLU−9 Instruction that a descent
to the specified level or
vertical range is to
commence and once
reached is to be
maintained.
DESCEND TO (level)
UM30 MAINTAIN
BLOCK (altitude) TO
(altitude)
Note – Used for a
vertical range
W/U LVLU−5 Instruction to maintain the
specified level or vertical
range.
MAINTAIN (level)
UM31 CLIMB TO
AND MAINTAIN
BLOCK (altitude) TO
(altitude)
Note – Used for a
vertical range
W/U LVLU−6 Instruction that a climb to the
specified level or vertical
range is to commence and
once reached is to be
maintained.
CLIMB TO (level)
En Route Procedures5−3−6
AIM2/20/251/22/26 AIM
UM32 DESCEND TO
AND MAINTAIN
BLOCK (altitude) TO
(altitude)
Note – Used for a
vertical range
W/U LVLU−9 Instruction that a descent to
the specified level or vertical
range is to commence and
once reached is to be
maintained.
DESCEND TO (level)
UM36 EXPEDITE W/U LVLU−6 Instruction that a climb to the CLIMB TO (level)
CLIMB TO (altitude) specified level or vertical
Note − This message range is to commence and
element is equivalent once reached is to be
to SUPU−3 plus maintained.
LVLU−6 in Doc 4444.
UM37 EXPEDITE
DESCEND TO
(altitude)
Note – This message
element is equivalent
to SUPU−5 plus
LVLU−9 in Doc 4444.
W/U LVLU−9 Instruction that a descent to
the specified level or vertical
range is to commence and
once reached is to be
maintained.
DESCEND TO (level)
UM38
IMMEDIA TELY
CLIMB TO (altitude)
Note − This message
element is equivalent
to EMGU−2 plus
LVLU−6 in Doc 4444.
W/U LVLU−6 Instruction that a climb to the
specified level or vertical
range is to commence and
once reached is to be
maintained.
CLIMB TO (level)
UM39
IMMEDIA TELY
DESCEND TO
(altitude)
Note − This message
element is equivalent
to EMGU−2 plus
LVLU−9 in Doc 4444.
W/U LVLU−9 Instruction that a descent to
the specified level or vertical
range is to commence and
once reached is to be
maintained.
DESCEND TO (level)
UM135 CONFIRM
ASSIGNED
ALTITUDE
Note − NE response
attribute
Y LVLU−27 Request to confirm the
assigned level.
CONFIRM ASSIGNED
LEVEL
UM177 AT PILOTS NE See Note An instruction used in
DISCRETION conjunction with altitude
assignments, means that ATC
has offered the pilot the
option of starting climb or
descent whenever they wish
and conducting the climb or
descent at any rate they wish.
The pilot may temporarily
level off at any intermediate
altitude. However, once the
aircraft has vacated an
altitude, it may not return to
that altitude.
En Route Procedures 5−3−7
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
NOTE−
ICAO Document 10037, Global Operational Data Link (GOLD) Manual, does not include this in its tables.
TBL 5−3−7
Level Downlink Message Elements (LVLD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
DM6 REQUEST
(altitude)
Note − Used for a
single level
Y LVLD−1 Request to fly at the specified
level or vertical range.
REQUEST (level)
DM7 REQUEST
BLOCK (altitude) TO
(altitude)
Note – Used for a
vertical range.
Y LVLD−1 Request to fly at the specified
level or vertical range.
REQUEST (level)
DM9 REQUEST
CLIMB TO (altitude)
Y LVLD−2 Request for a climb to the
specified level or vertical
range.
REQUEST CLIMB TO
(level)
DM10 REQUEST
DESCENT TO
(altitude)
Y LVLD−3 Request for a descent to the
specified level or vertical
range.
REQUEST DESCENT TO
(level)
DM38 ASSIGNED
LEVEL (altitude)
Note − Used for a
single level
N LVLD−11 Confirmation that the
assigned level or vertical
range is the specified level or
vertical range.
ASSIGNED LEVEL (level)
DM61
DESCENDING TO
(altitude)
Note − urgent alert
attribute
N LVLD−14 Report indicating descending
to the specified level.
DESCENDING TO (level
single)
DM77 ASSIGNED
BLOCK (altitude) TO
(altitude)
Note– Used for a
vertical range
N LVLD−11 Confirmation that the
assigned level or vertical
range is the specified level or
vertical range.
ASSIGNED LEVEL (level)
En Route Procedures5−3−8
AIM2/20/251/22/26 AIM
TBL 5−3−8
Crossing Constraint Message Elements (CSTU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
UM46 CROSS
(position) AT
(altitude)
Note – Used for a
single level.
W/U CSTU−1 Instruction that the specified
position is to be crossed at the
specified level or within the
specified vertical range.
CROSS (position) AT (level)
UM49 CROSS
(position) AT AND
MAINTAIN (altitude)
Note 1. − A vertical
range cannot be
provided.
Note 2. − This
message element is
equivalent to CSTU−1
plus LVLU−5 in
Doc 4444.
W/U CSTU−1 Instruction that the specified
position is to be crossed at the
specified level or within the
specified vertical range.
CROSS (position) AT (level)
UM51 CROSS
(position) AT (time)
W/U CSTU−4 Instruction that the specified
position is to be crossed at the
specified time.
CROSS (position) AT TIME
(time)
UM52 CROSS
(position) AT OR
BEFORE (time)
W/U CSTU−5 Instruction that the specified
position is to be crossed
before the specified time.
CROSS (position) BEFORE
TIME (time)
UM53 CROSS
(position) AT OR
AFTER (time)
W/U CSTU−6 Instruction that the specified
position is to be crossed after
the specified time.
CROSS (position) AFTER
TIME (time)
UM55 CROSS
(position) AT (speed)
W/U CSTU−8 Instruction that the specified
position is to be crossed at the
specified speed.
CROSS (position) AT (speed)
UM56 CROSS
(position) AT OR
LESS THAN (speed)
W/U CSTU−9 Instruction that the specified
position is to be crossed at or
less than the specified speed.
CROSS (position) AT (speed)
OR LESS
UM57 CROSS
(position) AT OR
GREATER THAN
(speed)
W/U CSTU−10 Instruction that the specified
position is to be crossed at or
greater than the specified
speed.
CROSS (position) AT (speed)
OR GREATER
UM61 CROSS
(position) AT AND
MAINTAIN (altitude)
AT (speed)
Note 1. − A vertical
range cannot be
provided.
Note 2. − This
message element is
equivalent to
CSTU−14 plus
LVLU−5 in Doc 4444.
W/U CSTU−14 Instruction that the specified
position is to be crossed at the
level or within the vertical
range, as specified, and at the
specified speed.
CROSS (position) AT (level)
AT (speed)
En Route Procedures 5−3−9
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
TBL 5−3−9
Speed Uplink Message Elements (SPDU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
UM106 MAINTAIN
(speed)
W/U SPDU−4 Instruction to maintain the
specified speed.
MAINTAIN (speed)
UM107 MAINTAIN
PRESENT SPEED
W/U SPDU−5 Instruction to maintain the
specified speed.
MAINTAIN PRESENT
SPEED
UM108 MAINTAIN
(speed) OR
GREATER
W/U SPDU−6 Instruction to maintain the
specified speed or greater.
MAINTAIN (speed) OR
GREA TER
UM109 MAINTAIN
(speed) OR LESS
W/U SPDU−7 Instruction to maintain the
specified speed or less.
MAINTAIN PRESENT
(speed) OR LESS
UM116 RESUME
NORMAL SPEED
W/U SPDU−13 Instruction to resume a
normal speed. The aircraft no
longer needs to comply with a
previously issued speed
restriction.
RESUME NORMAL SPEED
UM134 CONFIRM
SPEED
Note – NE response
attribute.
Y SPDU−15 Request to report the speed
defined by the speed type(s).
REPORT (speed types)
SPEED
TBL 5−3−10
Speed Downlink Message Elements
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
DM34 PRESENT
SPEED (speed)
N SPDD−3 Report indicating the speed
defined by the specified speed
types is the specified speed.
(speed types) SPEED (speed)
TBL 5−3−11
Air Traffic Advisory Uplink Message Elements
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
UM154 RADAR
SERVICES
TERMINA TED
R ADVU−2 Advisory that the ATS
surveillance service is
terminated.
SURVEILLANCE SERVICE
TERMINA TED
En Route Procedures5−3−10
AIM2/20/251/22/26 AIM
TBL 5−3−12
Voice Communications Uplink Message Elements (COMU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element Intended
Use
Format for Message
Element Display
UM117 CONTACT
(ICAO unit name)
(frequency)
W/U COMU−1 Instruction to establish voice
contact with the specified
ATS unit on the specified
frequency.
CONTACT (unit name)
(frequency)
UM120 MONITOR
(ICAO unit name)
(frequency)
W/U COMU−5 Instruction to monitor the
specified ATS unit on the
specified frequency. The
flight crew is not required to
establish voice contact on the
frequency.
MONITOR (unit name)
(frequency)
TBL 5−3−13
Voice Communications Downlink Message Elements (COMD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
DM20 REQUEST
VOICE CONTACT
Note − Used when a
frequency is not
required.
Y COMD−1 Request for voice
contact on the
specified frequency.
REQUEST VOICE CONTACT
(frequency)
TBL 5−3−14
Emergency/Urgency Uplink Message Elements (EMGU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message Element
Display
UM38 IMMEDIATELY
CLIMB TO (altitude)
Used in combination with
LVLU−6 and LVLU−9,
which is implemented in
FANS 1/A as above
N EMGU−2 Instruction to
immediately
comply with the
associated
instruction to avoid
imminent situation.
Immediately
UM39 IMMEDIATELY
DESCEND TO (altitude)
Used in combination with
LVLU−6 and LVLU−9,
which is implemented in
FANS 1/A as above
N EMGU−2 Instruction to
immediately
comply with the
associated
instruction to avoid
imminent situation.
Immediately
En Route Procedures 5−3−11
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
TBL 5−3−15
Emergency/Urgency Downlink Message Elements (EMGD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
DM55 PAN PAN PAN
Note − N response
attribute
Y EMGD−1 Indication of an
urgent situation.
PAN PAN PAN
DM56 MAYDAY
MAYDAY MAYDAY
Note − N response
attribute
Y EMGD−2 Indication of an
emergency
situation.
MAYDAY
MAYDAY
MAYDAY
DM57 (remaining
fuel) OF FUEL
REMAINING AND
(remaining souls)
SOULS ON BOARD
Note − N response
attribute
Y EMGD−3 Report indicating
fuel remaining
(time) and number
of persons on board.
(remaining fuel) ENDURANCE AND
(persons on board) PERSONS ON
BOARD
DM58 CANCEL
EMERGENCY
Note − N response
attribute
Y EMGD−4 Indication that the
emergency situation
is canceled.
CANCEL EMERGENCY
TBL 5−3−16
Standard Response Uplink Message Elements (RSPU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
UM0 UNABLE N RSPU−1 Indication that the
message cannot be
complied with.
UNABLE
UM1 STANDBY N RSPU−2 Indication that the
message will be
responded to
shortly.
STANDBY
UM3 ROGER N RSPU−4 Indication that the
message is
received.
ROGER
TBL 5−3−17
Standard Response Downlink Message Elements (RSPD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
DM0 WILCO N RSPD−1 Indication that the
instruction is
understood and will
be complied with.
WILCO
En Route Procedures5−3−12
AIM2/20/251/22/26 AIM
DM1 UNABLE N RSPD−2 Indication that the
message cannot be
complied with.
UNABLE
DM2 STANDBY N RSPD−3 Indication that the
message will be
responded to
shortly.
STANDBY
DM3 ROGER
Note − ROGER is the
only correct response
to an uplink free text
message.
N RSPD−4 Indication that the
message is
received.
ROGER
TBL 5−3−18
Supplemental Uplink Message Elements (SUPU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
UM166 DUE TO
TRAFFIC
N SUPU−2 Indication that the
associated message
is issued due to the
specified reason.
DUE TO (specified reason uplink)
UM167 DUE TO
AIRSPACE
RESTRICTION
N SUPU−2 Indication that the
associated message
is issued due to the
specified reason.
DUE TO (specified reason uplink)
TBL 5−3−19
Supplemental Downlink Message Elements (SUPD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use Format for Message Element Display
DM65 DUE TO
WEATHER
N SUPD−1 Indication that the
associated message
is issued due to the
specified reason.
DUE TO (specified reason uplink)
DM66 DUE TO
AIRCRAFT
PERFORMANCE
N SUPD−1 Indication that the
associated message
is issued due to the
specified reason.
DUE TO (specified reason downlink)
En Route Procedures 5−3−13
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
TBL 5−3−20
Free Text Uplink Message Elements (TXTU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message Element
Display
UM169 (free text) R TXTU−1 A message or part
of a message that
does not conform to
any standard
message element in
the PANS−ATM
(Doc 4444).
(free text)
Note−M alert attribute.
UM169 Advisory (free
text)
R TXTU−1 (free text)
UM169 (free text)
CPDLC NOT IN USE
UNTIL FURTHER
NOTIFICA TION
R See Note (free text)
UM169 (free text)
“[facility designation]”
LOCAL ALTIMETER
(for Altimeter
Reporting Station)
R See Note (free text)
UM169 (free text)
“[facility designation]
LOCAL ALTIMETER
MORE THAN ONE
HOUR” OLD
R See Note (free text)
UM169 (free text)
DUE TO WEATHER
R See Note (free text)
UM169 (free text)
REST OF ROUTE
UNCHANGED
R See Note (free text)
UM169 (free text)
TRAFFIC FLOW
MANAGEMENT
REROUTE
R See Note (free text)
UM169 (free text)
DUE TO SPACING
R See Note (free text)
UM169 (free text) ATC
HAS YOUR
REQUEST
R See Note (free text)
UM169 (free text) ATC
ADVISORY
R See Note (free text)
NOTE−
These are F AA scripted free text messages with no GOLD equivalent.
En Route Procedures5−3−14
AIM2/20/251/22/26 AIM
TBL 5−3−21
Free Text Downlink Message Elements (TXTD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message Element
Display
DM68 (free text)
Note 1. − Urgency or Distress
Alr (M)
Note 2. − Selecting any of the
emergency message elements
will result in this message
element being enabled for the
flight crew to include in the
emergency message at their
discretion.
Y TXTD−1 (free text)
Note − M alert attribute.
TBL 5−3−22
System Management Uplink Message Elements (SYSU)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message Element
Display
UM159 ERROR (error
information)
N SYSU−1 System−generated
notification of an
error.
ERROR (error information)
UM160 NEXT DATA
AUTHORITY (ICAO
facility designation)
Note − The facility
designation is required.
N SYSU−2 System−generated
notification of the
next data authority
or the cancellation
thereof.
NEXT DATA AUTHORITY (facility
designation [O])
TBL 5−3−23
System Management Downlink Message Elements (SYSD)
CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)
FANS 1/A Response
Message
Element
Identifier
Message Element
Intended Use
Format for Message Element
Display
DM62 ERROR (error
information)
N SYSD−1 System−generated
notification of an
error.
SYSD−1
En Route Procedures 5−3−15
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/253/15/077110.65R CHG 2AIM 1/22/26
DM63 NOT N SYSD−3 System−generated SYSD−3
CURRENT DATA rejection of any
AUTHORITY CPDLC message
sent from a ground
facility that is not
the current data
authority.
DM64 (ICAO facility
designation)
Note − Use by F ANS
1/A aircraft in B1
environments.
N SYSD−5 System−generated
notification that the
ground system is
not designated as
the next data
authority (NDA),
indicating the
identity of the
current data
authority (CDA).
Identity of the
NDA, if any, is also
reported.
SYSD−5
b. ATC Frequency Change Procedures.
1. The following phraseology will be used by controllers to effect a frequency change:
EXAMPLE−
(Aircraft identification) contact (facility name or location name and terminal function) (frequency) at (time, fix, or altitude).
NOTE−
Pilots are expected to maintain a listening watch on the transferring controller’ s frequency until the time, fix, or altitude
specified. ATC will omit frequency change restrictions whenever pilot compliance is expected upon receipt.
2. The following phraseology should be utilized by pilots for establishing contact with the designated
facility:
(a) When operating in a radar environment: On initial contact, the pilot should inform the controller of
the aircraft’s assigned altitude preceded by the words “level,” or “climbing to,” or “descending to,” as
appropriate; and the aircraft’s present vacating altitude, if applicable.
EXAMPLE−
1. (Name) CENTER, (aircraft identification), LEVEL (altitude or flight level).
2. (Name) CENTER, (aircraft identification), LEAVING (exact altitude or flight level), CLIMBING TO OR DESCENDING
TO (altitude of flight level).
NOTE−
Exact altitude or flight level means to the nearest 100 foot increment. Exact altitude or flight level reports on initial contact
provide ATC with information required prior to using Mode C altitude information for separation purposes.
(b) When operating in a nonradar environment:
(1) On initial contact, the pilot should inform the controller of the aircraft’s present position, altitude
and time estimate for the next reporting point.
EXAMPLE−
(Name) CENTER, (aircraft identification), (position), (altitude), ESTIMATING (reporting point) AT (time).
(2) After initial contact, when a position report will be made, the pilot should give the controller a
complete position report.
EXAMPLE−
(Name) CENTER, (aircraft identification), (position), (time), (altitude), (type of flight plan), (ETA and name of next
reporting point), (the name of the next succeeding reporting point), AND (remarks).
En Route Procedures5−3−16
AIM2/20/251/22/26 AIM
REFERENCE−
AIM, Para 5−3−2, Position Reporting.
3. At times controllers will ask pilots to verify that they are at a particular altitude. The phraseology used
will be: “VERIFY AT (altitude).” In climbing or descending situations, controllers may ask pilots to “VERIFY
ASSIGNED ALTITUDE AS (altitude).” Pilots should confirm that they are at the altitude stated by the controller
or that the assigned altitude is correct as stated. If this is not the case, they should inform the controller of the
actual altitude being maintained or the different assigned altitude.
CAUTION−
Pilots should not take action to change their actual altitude or different assigned altitude to the altitude stated in the
controllers verification request unless the controller specifically authorizes a change.
c. ARTCC Radio Frequency Outage. ARTCCs normally have at least one back-up radio receiver and
transmitter system for each frequency, which can usually be placed into service quickly with little or no
disruption of ATC service. Occasionally, technical problems may cause a delay but switchover seldom takes
more than 60 seconds. When it appears that the outage will not be quickly remedied, the ARTCC will usually
request a nearby aircraft, if there is one, to switch to the affected frequency to broadcast communications
instructions. It is important, therefore, that the pilot wait at least 1 minute before deciding that the ARTCC has
actually experienced a radio frequency failure. When such an outage does occur, the pilot should, if workload
and equipment capability permit, maintain a listening watch on the affected frequency while attempting to
comply with the following recommended communications procedures:
1. If two-way communications cannot be established with the ARTCC after changing frequencies, a pilot
should attempt to recontact the transferring controller for the assignment of an alternative frequency or other
instructions.
2. When an ARTCC radio frequency failure occurs after two-way communications have been established,
the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency, preferably
that of the next responsible sector when practicable, and ask for instructions. However, when the next normal
frequency change along the route is known to involve another ATC facility, the pilot should contact that facility,
if feasible, for instructions. If communications cannot be reestablished by either method, the pilot is expected
to request communications instructions from the FSS appropriate to the route of flight.
NOTE−
The exchange of information between an aircraft and an ARTCC through an FSS is quicker than relay via company radio
because the FSS has direct interphone lines to the responsible ARTCC sector. Accordingly, when circumstances dictate a
choice between the two, during an ARTCC frequency outage, relay via FSS radio is recommended.
d. Oakland Oceanic FIR. The use of CPDLC and ADS−C in the Oakland Oceanic FIR (KZAK) is only
permitted by Inmarsat and Iridium customers. All other forms of data link connectivity are not authorized. Users
must ensure that the proper data link code is filed in Item 10a of the ICAO FPL in order to indicate which satellite
medium(s) the aircraft is equipped with. The identifier for Inmarsat is J5 and the identifier for Iridium is J7. If
J5 or J7 is not included in the ICAO FPL, then the LOGON will be rejected by KZAK and the aircraft will not
be able to connect.
e. New Y ork Oceanic FIR. The use of CPDLC and ADS−C in the New York Oceanic FIR (KZWY) is only
permitted by Inmarsat and Iridium customers. All other forms of data link connectivity are not authorized. Users
must ensure that the proper data link code is filed in Item 10a of the ICAO FPL in order to indicate which satellite
medium(s) the aircraft is equipped with. The identifier for Inmarsat is J5 and the identifier for Iridium is J7. If
J5 or J7 is not included in the ICAO FPL, then the LOGON will be rejected by KZWY and the aircraft will not
be able to connect.
5−3−2. Position Reporting
The safety and effectiveness of traffic control depends to a large extent on accurate position reporting. In order
to provide the proper separation and expedite aircraft movements, ATC must be able to make accurate estimates
of the progress of every aircraft operating on an IFR flight plan.
En Route Procedures 5−3−17
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
a. Position Identification.
1. When a position report is to be made passing a VOR radio facility, the time reported should be the time
at which the first complete reversal of the “to/from” indicator is accomplished.
2. When a position report is made passing a facility by means of an airborne ADF, the time reported should
be the time at which the indicator makes a complete reversal.
3. When an aural or a light panel indication is used to determine the time passing a reporting point, such
as a fan marker, Z marker, cone of silence or intersection of range courses, the time should be noted when the
signal is first received and again when it ceases. The mean of these two times should then be taken as the actual
time over the fix.
4. If a position is given with respect to distance and direction from a reporting point, the distance and
direction should be computed as accurately as possible.
5. Except for terminal area transition purposes, position reports or navigation with reference to aids not
established for use in the structure in which flight is being conducted will not normally be required by ATC.
b. Position Reporting Points. CFRs require pilots to maintain a listening watch on the appropriate
frequency and, unless operating under the provisions of subparagraph c, to furnish position reports passing
certain reporting points. Reporting points are indicated by symbols on en route charts. The designated
compulsory reporting point symbol is a solid triangle
and the “on request” reporting point symbol is the open
triangle
. Reports passing an “on request” reporting point are only necessary when requested by ATC.
c. Position Reporting Requirements.
1. Flights Along Airways or Routes. A position report is required by all flights regardless of altitude,
including those operating in accordance with an ATC clearance specifying “VFR−on−top,” over each designated
compulsory reporting point along the route being flown.
2. Flights Along a Direct Route. Regardless of the altitude or flight level being flown, including flights
operating in accordance with an A TC clearance specifying “VFR−on−top,” pilots must report over each reporting
point used in the flight plan to define the route of flight.
3. Flights in a Radar Environment. When informed by ATC that their aircraft are in “Radar Contact,”
pilots should discontinue position reports over designated reporting points. They should resume normal position
reporting when ATC advises “RADAR CONTACT LOST” or “RADAR SERVICE TERMINATED.”
4. Flights in an Oceanic (Nonradar) Environment. Pilots must report over each point used in the flight
plan to define the route of flight, even if the point is depicted on aeronautical charts as an “on request”
(non-compulsory) reporting point. For aircraft providing automatic position reporting via an Automatic
Dependent Surveillance-Contract (ADS-C) logon, pilots should discontinue voice position reports.
NOTE−
ATC will inform pilots that they are in “radar contact”:
(a) when their aircraft is initially identified in the ATC system; and
(b) when radar identification is reestablished after radar service has been terminated or radar contact lost.
Subsequent to being advised that the controller has established radar contact, this fact will not be repeated to the pilot when
handed off to another controller. At times, the aircraft identity will be confirmed by the receiving controller; however, this
should not be construed to mean that radar contact has been lost. The identity of transponder equipped aircraft will be
confirmed by asking the pilot to “ident,” “squawk standby,” or to change codes. Aircraft without transponders will be
advised of their position to confirm identity. In this case, the pilot is expected to advise the controller if in disagreement with
the position given. Any pilot who cannot confirm the accuracy of the position given because of not being tuned to the NAVAID
referenced by the controller , should ask for another radar position relative to the tuned in NAVAID.
d. Position Report Items:
1. Position reports should include the following items:
(a) Identification;
En Route Procedures5−3−18
AIM2/20/251/22/26 AIM
(b) Position;
(c) Time;
(d) Altitude or flight level (include actual altitude or flight level when operating on a clearance specifying
VFR−on−top);
(e) Type of flight plan (not required in IFR position reports made directly to ARTCCs or approach
control);
(f) ETA and name of next reporting point;
(g) The name only of the next succeeding reporting point along the route of flight; and
(h) Pertinent remarks.
5−3−3. Additional Reports
a. The following reports should be made to ATC or FSS facilities without a specific ATC request:
1. At all times.
(a) When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight
level.
(b) When an altitude change will be made if operating on a clearance specifying VFR−on−top.
(c) When unable to climb/descend at a rate of a least 500 feet per minute.
(d) When approach has been missed. (Request clearance for specific action; i.e., to alternative airport,
another approach, etc.)
(e) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots
(whichever is greater) from that filed in the flight plan.
(f) The time and altitude or flight level upon reaching a holding fix or point to which cleared.
(g) When leaving any assigned holding fix or point.
NOTE−
The reports in subparagraphs (f) and (g) may be omitted by pilots of aircraft involved in instrument training at military
terminal area facilities when radar service is being provided.
(h) Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver
capability, GPS anomalies while using installed IFR−certified GPS/GNSS receivers, complete or partial loss of
ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft
identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is
impaired, and the nature and extent of assistance desired from ATC.
NOTE−
1. Other equipment installed in an aircraft may effectively impair safety and/or the ability to operate under IFR. If such
equipment (e.g., airborne weather radar) malfunctions and in the pilot’ s judgment either safety or IFR capabilities are
affected, reports should be made as above.
2. When reporting GPS anomalies, include the location and altitude of the anomaly. Be specific when describing the
location and include duration of the anomaly if necessary.
(i) Any information relating to the safety of flight.
2. When not in radar contact.
(a) When leaving final approach fix inbound on final approach (nonprecision approach) or when leaving
the outer marker or fix used in lieu of the outer marker inbound on final approach (precision approach).
(b) A corrected estimate at anytime it becomes apparent that an estimate as previously submitted is in
error in excess of 2 minutes. For flights in the North Atlantic (NAT), a revised estimate is required if the error
is 3 minutes or more.
En Route Procedures 5−3−19
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
b. Pilots encountering weather conditions which have not been forecast, or hazardous conditions which have
been forecast, are expected to forward a report of such weather to ATC.
REFERENCE−
AIM, Para 7−1−18, Pilot Weather Reports (PIREPs).
14 CFR Section 91.183(B) and (C).
5−3−4. Airways and Route Systems
a. Three fixed route systems are established for air navigation purposes. They are the Federal airway system
(consisting of VOR and L/MF routes), the jet route system, and the RNA V route system. To the extent possible,
these route systems are aligned in an overlying manner to facilitate transition between each.
1. The VOR and L/MF (nondirectional radio beacons) Airway System consists of airways designated from
1,200 feet above the surface (or in some instances higher) up to but not including 18,000 feet MSL. These airways
are depicted on IFR Enroute Low Altitude Charts.
NOTE−
The altitude limits of a victor airway should not be exceeded except to effect transition within or between route structures.
(a) Except in Alaska, the VOR airways are: predicated solely on VOR or VORTAC navigation aids;
depicted in black on aeronautical charts; and identified by a “V” (Victor) followed by the airway number (for
example, V12).
NOTE−
Segments of VOR airways in Alaska are based on L/MF navigation aids and charted in brown instead of black on en route
charts.
(1) A segment of an airway which is common to two or more routes carries the numbers of all the
airways which coincide for that segment. When such is the case, pilots filing a flight plan need to indicate only
that airway number for the route filed.
NOTE−
A pilot who intends to make an airway flight, using VOR facilities, will simply specify the appropriate “victor” airway(s)
in the flight plan. For example, if a flight is to be made from Chicago to New Orleans at 8,000 feet, using omniranges only,
the route may be indicated as “departing from Chicago−Midway, cruising 8,000 feet via Victor 9 to Moisant International.”
If flight is to be conducted in part by means of L/MF navigation aids and in part on omniranges, specifications of the
appropriate airways in the flight plan will indicate which types of facilities will be used along the described routes, and, for
IFR flight, permit ATC to issue a traffic clearance accordingly. A route may also be described by specifying the station over
which the flight will pass, but in this case since many VORs and L/MF aids have the same name, the pilot must be careful
to indicate which aid will be used at a particular location. This will be indicated in the route of flight portion of the flight
plan by specifying the type of facility to be used after the location name in the following manner: Newark L/MF , Allentown
VOR.
(2) With respect to position reporting, reporting points are designated for VOR Airway Systems.
Flights using Victor Airways will report over these points unless advised otherwise by ATC.
(b) The L/MF airways (colored airways) are predicated solely on L/MF navigation aids and are depicted
in brown on aeronautical charts and are identified by color name and number (e.g., Amber One). Green and Red
airways are plotted east and west. Amber and Blue airways are plotted north and south.
(c) The use of TSO−C145 (as revised) or TSO−C146 (as revised) GPS/WAAS navigation systems is
allowed in Alaska as the only means of navigation on published air traffic service (ATS) routes, including those
Victor, T−Routes, and colored airway segments designated with a second minimum en route altitude (MEA)
depicted in blue and followed by the letter G at those lower altitudes. The altitudes so depicted are below the
minimum reception altitude (MRA) of the land −based navigation facility defining the route segment, and
guarantee standard en route obstacle clearance and two−way communications. Air carrier operators requiring
operations specifications are authorized to conduct operations on those routes in accordance with FAA
operations specifications.
2. The jet route system consists of jet routes established from 18,000 feet MSL to FL 450 inclusive.
En Route Procedures5−3−20
AIM2/20/251/22/26 AIM
(a) These routes are depicted on Enroute High Altitude Charts. Jet routes are depicted in black on
aeronautical charts and are identified by a “J” (Jet) followed by the airway number (e.g., J12). Jet routes, as VOR
airways, are predicated solely on VOR or VORTAC navigation facilities (except in Alaska).
NOTE−
Segments of jet routes in Alaska are based on L/MF navigation aids and are charted in brown color instead of black on en
route charts.
(b) With respect to position reporting, reporting points are designated for jet route systems. Flights using
jet routes will report over these points unless otherwise advised by ATC.
3. Area Navigation (RNA V) Routes.
(a) Published RNA V routes, including Q−routes, T−routes, and Y−routes, can be flight planned for use
by aircraft with RNA V capability, subject to any limitations or requirements noted on en route charts, in
applicable Advisory Circulars, NOTAMs, etc. RNA V routes are normally depicted in blue on aeronautical charts
and are identified by the letter “Q,” “T,” or “Y” followed by the airway number (for example, Q13, T205, and
Y280). Published RNA V routes are RNA V 2 except when specifically charted as RNA V 1. Unless otherwise
specified, these routes require system performance currently met by GPS, GPS/WAAS, or DME/DME/IRU
RNA V systems that satisfy the criteria discussed in AC 90−100A, U.S. Terminal and En Route Area Navigation
(RNA V) Operations.
(1) Q−routes are available for use by RNA V equipped aircraft between 18,000 feet MSL and FL 450
inclusive. Q−routes are depicted on Enroute High Altitude Charts.
NOTE−
Aircraft in Alaska may only operate on GNSS Q-routes with GPS (TSO-C129 (as revised) or TSO-C196 (as revised))
equipment while the aircraft remains in Air Traffic Control (ATC) radar surveillance or with GPS/WAAS which does not
require ATC radar surveillance.
(2) T−routes are available for use by GPS or GPS/WAAS equipped aircraft from 1,200 feet above the
surface (or in some instances higher) up to but not including 18,000 feet MSL. T−routes are depicted on Enroute
Low Altitude Charts.
NOTE−
Aircraft in Alaska may only operate on GNSS T-routes with GPS/WAAS (TSO-C145 (as revised) or TSO-C146 (as revised))
equipment.
(3) Y−routes generally run in U.S. offshore airspace, however operators can find some Y−routes over
southern Florida. Pilots must use GPS for navigation and meet RNA V 2 performance requirements for all flights
on Y− routes. Operators can find additional Y −route requirements in the U.S. Aeronautical Information
Publication (AIP), ENR 7.10, available on the FAA website.
(b) Unpublished RNA V routes are direct routes, based on area navigation capability, between waypoints
defined in terms of latitude/longitude coordinates, degree −distance fixes, or offsets from established
routes/airways at a specified distance and direction. Radar monitoring by ATC is required on all unpublished
RNA V routes, except for GNSS−equipped aircraft cleared via filed published waypoints recallable from the
aircraft’s navigation database.
(c) Magnetic Reference Bearing (MRB) is the published bearing between two waypoints on an
RNA V/GPS/GNSS route. The MRB is calculated by applying magnetic variation at the waypoint to the
calculated true course between two waypoints. The MRB enhances situational awareness by indicating a
reference bearing (no−wind heading) that a pilot should see on the compass/HSI/RMI, etc., when turning prior
to/over a waypoint en route to another waypoint. Pilots should use this bearing as a reference only, because their
RNA V/GPS/GNSS navigation system will fly the true course between the waypoints.
b. Operation above FL 450 may be conducted on a point-to-point basis. Navigational guidance is provided
on an area basis utilizing those facilities depicted on the enroute high altitude charts.
c. Radar Vectors. Controllers may vector aircraft within controlled airspace for separation purposes, noise
abatement considerations, when an operational advantage will be realized by the pilot or the controller, or when
En Route Procedures 5−3−21
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
requested by the pilot. Vectors outside of controlled airspace will be provided only on pilot request. Pilots will
be advised as to what the vector is to achieve when the vector is controller initiated and will take the aircraft off
a previously assigned nonradar route. To the extent possible, aircraft operating on RNA V routes will be allowed
to remain on their own navigation.
d. When flying in Canadian airspace, pilots are cautioned to review Canadian Air Regulations.
1. Special attention should be given to the parts which differ from U.S. CFRs.
(a) The Canadian Airways Class B airspace restriction is an example. Class B airspace is all controlled
low level airspace above 12,500 feet MSL or the MEA, whichever is higher, within which only IFR and
controlled VFR flights are permitted. (Low level airspace means an airspace designated and defined as such in
the Designated Airspace Handbook.)
(b) Unless issued a VFR flight clearance by ATC, regardless of the weather conditions or the height of
the terrain, no person may operate an aircraft under VMC within Class B airspace.
(c) The requirement for entry into Class B airspace is a student pilot permit (under the guidance or control
of a flight instructor).
(d) VFR flight requires visual contact with the ground or water at all times.
2. Segments of VOR airways and high level routes in Canada are based on L/MF navigation aids and are
charted in brown color instead of blue on en route charts.
FIG 5−3−1
Adhering to Airways or Routes
5−3−5. Airway or Route Course Changes
a. Pilots of aircraft are required to adhere to airways or routes being flown. Special attention must be given
to this requirement during course changes. Each course change consists of variables that make the technique
applicable in each case a matter only the pilot can resolve. Some variables which must be considered are turn
En Route Procedures5−3−22
AIM2/20/251/22/26 AIM
radius, wind effect, airspeed, degree of turn, and cockpit instrumentation. An early turn, as illustrated below, is
one method of adhering to airways or routes. The use of any available cockpit instrumentation, such as Distance
Measuring Equipment, may be used by the pilot to lead the turn when making course changes. This is consistent
with the intent of 14 CFR section 91.181, which requires pilots to operate along the centerline of an airway and
along the direct course between navigational aids or fixes.
b. Turns which begin at or after fix passage may exceed airway or route boundaries. FIG 5−3−1 contains an
example flight track depicting this, together with an example of an early turn.
c. Without such actions as leading a turn, aircraft operating in excess of 290 knots true air speed (TAS) can
exceed the normal airway or route boundaries depending on the amount of course change required, wind
direction and velocity, the character of the turn fix (DME, overhead navigation aid, or intersection), and the
pilot’s technique in making a course change. For example, a flight operating at 17,000 feet MSL with a TAS of
400 knots, a 25 degree bank, and a course change of more than 40 degrees would exceed the width of the airway
or route; i.e., 4 nautical miles each side of centerline. However, in the airspace below 18,000 feet MSL, operations
in excess of 290 knots TAS are not prevalent and the provision of additional IFR separation in all course change
situations for the occasional aircraft making a turn in excess of 290 knots TAS creates an unacceptable waste of
airspace and imposes a penalty upon the preponderance of traffic which operate at low speeds. Consequently,
the FAA expects pilots to lead turns and take other actions they consider necessary during course changes to
adhere as closely as possible to the airways or route being flown.
5−3−6. Changeover Points (COPs)
a. COPs are prescribed for Federal airways, jet routes, area navigation routes, or other direct routes for which
an MEA is designated under 14 CFR part 95. The COP is a point along the route or airway segment between two
adjacent navigation facilities or waypoints where changeover in navigation guidance should occur. At this point,
the pilot should change navigation receiver frequency from the station behind the aircraft to the station ahead.
b. The COP is normally located midway between the navigation facilities for straight route segments, or at
the intersection of radials or courses forming a dogleg in the case of dogleg route segments. When the COP is
NOT located at the midway point, aeronautical charts will depict the COP location and give the mileage to the
radio aids.
c. COPs are established for the purpose of preventing loss of navigation guidance, to prevent frequency
interference from other facilities, and to prevent use of different facilities by different aircraft in the same
airspace. Pilots are urged to observe COPs to the fullest extent.
5−3−7. Minimum Turning Altitude (MTA)
Due to increased airspeeds at 10,000 ft MSL or above, the published minimum enroute altitude (MEA) may not
be sufficient for obstacle clearance when a turn is required over a fix, NAV AID, or waypoint. In these instances,
an expanded area in the vicinity of the turn point is examined to determine whether the published MEA is
sufficient for obstacle clearance. In some locations (normally mountainous), terrain/obstacles in the expanded
search area may necessitate a higher minimum altitude while conducting the turning maneuver. Turning fixes
requiring a higher minimum turning altitude (MTA) will be denoted on government charts by the minimum
crossing altitude (MCA) icon (“x” flag) and an accompanying note describing the MTA restriction. An MTA
restriction will normally consist of the air traffic service (ATS) route leading to the turn point, the ATS route
leading from the turn point, and the required altitude; e.g., MTA V330 E TO V520 W 16000. When an MTA is
applicable for the intended route of flight, pilots must ensure they are at or above the charted MTA not later than
the turn point and maintain at or above the MTA until joining the centerline of the ATS route following the turn
point. Once established on the centerline following the turning fix, the MEA/MOCA determines the minimum
altitude available for assignment. An MTA may also preclude the use of a specific altitude or a range of altitudes
during a turn. For example, the MTA may restrict the use of 10,000 through 11,000 ft MSL. In this case, any
altitude greater than 11,000 ft MSL is unrestricted , as are altitudes less than 10,000 ft MSL provided
MEA/MOCA requirements are satisfied.
En Route Procedures 5−3−23
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
5−3−8. Holding
a. Whenever an aircraft is cleared to a fix other than the destination airport and delay is expected, it is the
responsibility of A TC to issue complete holding instructions (unless the pattern is charted), an EFC time and best
estimate of any additional en route/terminal delay.
NOTE−
Only those holding patterns depicted on U.S. government or commercially produced (meeting F AA requirements) low/high
altitude en route, and area or STAR charts should be used.
b. If the holding pattern is charted and the controller doesn’t issue complete holding instructions, the pilot is
expected to hold as depicted on the appropriate chart. When the pattern is charted on the assigned procedure or
route being flown, ATC may omit all holding instructions except the charted holding direction and the statement
AS PUBLISHED; for example, HOLD EAST AS PUBLISHED. ATC must always issue complete holding
instructions when pilots request them.
c. If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for
holding instructions prior to reaching the fix. This procedure will eliminate the possibility of an aircraft entering
a holding pattern other than that desired by ATC. If unable to obtain holding instructions prior to reaching the
fix (due to frequency congestion, stuck microphone, etc.), then enter a standard pattern on the course on which
the aircraft approached the fix and request further clearance as soon as possible. In this event, the altitude/flight
level of the aircraft at the clearance limit will be protected so that separation will be provided as required.
d. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been
received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below
the maximum holding airspeed.
e. When no delay is expected, the controller should issue a clearance beyond the fix as soon as possible and,
whenever possible, at least 5 minutes before the aircraft reaches the clearance limit.
f. Pilots should report to ATC the time and altitude/flight level at which the aircraft reaches the clearance limit
and report leaving the clearance limit.
NOTE−
In the event of two-way communications failure, pilots are required to comply with 14 CFR section 91.185.
g. When holding at a VOR station, pilots should begin the turn to the outbound leg at the time of the first
complete reversal of the to/from indicator.
h. Patterns at the most generally used holding fixes are depicted (charted) on U.S. Government or
commercially produced (meeting FAA requirements) Low or High Altitude En Route, Area, Departure
Procedure, and STAR Charts. Pilots are expected to hold in the pattern depicted unless specifically advised
otherwise by ATC.
NOTE−
Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon, unless
otherwise depicted. The icon is a standard holding pattern symbol (racetrack) with the airspeed restriction shown in the
center . In other cases, the airspeed restriction will be depicted next to the standard holding pattern symbol.
REFERENCE−
AIM, Para 5−3−8 j2, Holding.
i. An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the
following information: (See FIG 5−3−2.)
1. Direction of holding from the fix in terms of the eight cardinal compass points (i.e., N, NE, E, SE, etc.).
2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit).
3. Radial, course, bearing, airway or route on which the aircraft is to hold.
4. Leg length in miles if DME or RNA V is to be used (leg length will be specified in minutes on pilot request
or if the controller considers it necessary).
En Route Procedures5−3−24
AIM2/20/251/22/26 AIM
5. Direction of turn if left turns are to be made, the pilot requests, or the controller considers it necessary.
6. Time to expect further clearance and any pertinent additional delay information.
En Route Procedures 5−3−25
TYPICAL PROCEDURE ON AN ILS OUTER MARKER
EXAMPLES OF HOLDING
OM M M
RUNWAY
VOR
VOR
TYPICAL PROCEDURE AT INTERSECTION
OF VOR RADIALS
HOLDING COURSE
AWAY FROM NAVAID
HOLDING COURSE
TOWARD NAVAID
VORTAC
15 NM DME FIX 10 NM DME FIX
TYPICAL PROCEDURE AT DME FIX
AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
FIG 5−3−2
Holding Patterns
EXA MPLES OF HOLDING
TYPICAL PROCEDURE ON AN ILS OUTER MARKER
L OM M M
RUNWAY
VOR
VOR
TYPICAL PROCEDURE AT INTERSECTION
OF VOR RADIALS
HOLDING COURSE HOLDING COURSE
TOWARD NAVAID AWAY FROM NAVAID
VORTAC
15 NM DME FIX 10 NM DME FIX
TY PICA L PROCEDURE AT DME FIX
En Route Procedures5−3−26
1/22/26 AIM
FIG 5−3−3
Holding Pattern Descriptive Terms
ABEAMABEAM
HOLDING SIDEHOLDING SIDE
OUTBOUNDOUTBOUND
INBOUNDINBOUND
AIM2/20/25
END
OUTBOUNDOUTBOUND
ENDFIX ENDFIX END
RECIPROCALRECIPROCAL
FIXFIX NONHOLDING SIDENONHOLDING SIDE HOLDINGHOLDING
COURSECOURSE
j. Holding pattern airspace protection is based on the following procedures.
1. Descriptive Terms.
(a) Standard Pattern. Right turns (See FIG 5−3−3.)
(b) Nonstandard Pattern. Left turns
2. Airspeeds.
(a) All aircraft may hold at the following altitudes and maximum holding airspeeds:
TBL 5−3−24
Altitude (MSL) Airspeed (KIAS)
MHA − 6,000’ 200
6,001’ − 14,000’ 230
14,001’ and above 265
NOTE−
These are the maximum indicated air speeds applicable to all holding.
(b) The following are exceptions to the maximum holding airspeeds:
(1) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS.
This nonstandard pattern will be depicted by an icon.
(2) Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in
parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum
speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply
with the maximum airspeed restriction should notify ATC.
(3) Holding patterns at USAF airfields only − 310 KIAS maximum, unless otherwise depicted.
(4) Holding patterns at Navy fields only − 230 KIAS maximum, unless otherwise depicted.
(5) All helicopter/power lift aircraft holding on a “COPTER” instrument procedure is predicated on
a minimum airspeed of 90 KIAS unless charted otherwise.
(6) When a climb−in hold is specified by a published procedure (for example, “Climb −in holding
pattern to depart XYZ VORTAC at or above 10,000.” or “All aircraft climb−in TRUCK holding pattern to cross
TRUCK Int at or above 11,500 before proceeding on course.”), additional obstacle protection area has been
provided to allow for greater airspeeds in the climb for those aircraft requiring them. A maximum airspeed of
En Route Procedures 5−3−27
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310 KIAS is permitted in Climb−in−holding, unless a maximum holding airspeed is published, in which case that
maximum airspeed is applicable. The airspeed limitations in 14 CFR section 91.117, Aircraft Speed, still apply.
(c) The following phraseology may be used by an ATCS to advise a pilot of the maximum holding
airspeed for a holding pattern airspace area.
PHRASEOLOGY−
(AIRCRAFT IDENTIFICATION) (holding instructions, when needed) MAXIMUM HOLDING AIRSPEED IS (speed in
knots).
FIG 5−3−4
Holding Pattern Entry Procedures
3. Entry Procedures. Holding protected airspace is designed based in part on pilot compliance with the
three recommended holding pattern entry procedures discussed below. Deviations from these recommendations,
coupled with excessive airspeed crossing the holding fix, may in some cases result in the aircraft exceeding
holding protected airspace. (See FIG 5−3−4.)
(a) Parallel Procedure. When approaching the holding fix from anywhere in sector (a), the parallel
entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side
for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the
holding fix or intercept the holding course inbound.
(b) Teardrop Procedure. When approaching the holding fix from anywhere in sector (b), the teardrop
entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the
pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept
the inbound holding course.
(c) Direct Entry Procedure. When approaching the holding fix from anywhere in sector (c), the direct
entry procedure would be to fly directly to the fix and turn to follow the holding pattern.
(d) While other entry procedures may enable the aircraft to enter the holding pattern and remain within
protected airspace, the parallel, teardrop and direct entries are the procedures for entry and holding recommended
by the FAA, and were derived as part of the development of the size and shape of the obstacle protection areas
for holding.
(e) Nonstandard Holding Pattern. Fix end and outbound end turns are made to the left. Entry
procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in
the standard pattern.
En Route Procedures5−3−28
AIM2/20/251/22/26 AIM
4. Timing.
(a) Inbound Leg.
(1) At or below 14,000 feet MSL: 1 minute.
(2) Above 14,000 feet MSL: 11/2 minutes.
NOTE−
The initial outbound leg should be flown for 1 minute or 1 1/2 minutes (appropriate to altitude). Timing for subsequent
outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means
available; i.e., DME, RNAV , etc., to ensure the appropriate inbound leg times.
(b) Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot
be determined, start timing when turn to outbound is completed.
5. Distance Measuring Equipment (DME)/ GPS Along−Track Distance (ATD). DME/GPS holding is
subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time
values. The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern. The
controller or the instrument approach procedure chart will specify the length of the outbound leg. The end of the
outbound leg is determined by the DME or ATD readout. The holding fix on conventional procedures, or
controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and
distances are from the DME station for both the inbound and outbound ends of the holding pattern. When flying
published GPS overlay or stand alone procedures with distance specified, the holding fix will be a waypoint in
the database and the end of the outbound leg will be determined by the ATD. Some GPS overlay and early stand
alone procedures may have timing specified. (See FIG 5−3−5, FIG 5−3−6 and FIG 5− 3−7.) See paragraph
1−1−17, Global Positioning System (GPS), for requirements and restriction on using GPS for IFR operations.
FIG 5−3−5
Inbound Toward NA V AID
NOTE−
When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the
outbound leg will be reached when the DME reads 15 NM.
FIG 5−3−6
Inbound Leg Away from NA V AID
NOTE−
When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end
of the outbound leg will be reached when the DME reads 20 NM.
En Route Procedures 5−3−29
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6. Use of RNA V Distance in lieu of DME Distance. Substitution of RNA V computed distance to or from
a NA VAID in place of DME distance is permitted when holding. However, the actual holding location and pattern
flown will be further from the NA V AID than designed due to the lack of slant range in the position solution (see
FIG 5−3−7). This may result in a slight difference between RNA V distance readout in reference to the NA V AID
and the DME readout, especially at higher altitudes. When used solely for DME substitution, the difference
between RNA V distance to/from a fix and DME slant range distance can be considered negligible and no pilot
action is required.
REFERENCE−
AIM, Para 1−2−3, Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes.
FIG 5−3−7
Difference Between DME Distance From NA V AID & RNA V Computed Distance From NA V AID
7. Use of RNA V Guidance and Holding. RNA V systems, including multi−sensor Flight Management
Systems (FMS) and stand−alone GPS receivers, may be used to furnish lateral guidance when executing a hold.
The manner in which holding is implemented in an RNA V system varies widely between aircraft and RNA V
system manufacturers. Holding pattern data may be extracted from the RNA V database for published holds or
may be manually entered for ad−hoc ATC−assigned holds. Pilots are expected to be familiar with the capabilities
and limitations of the specific RNA V system used for holding.
(a) All holding, including holding defined on an RNA V or RNP procedure, is based on the conventional
NA V AID holding design criteria, including the holding protected airspace construction. There are differences
between the holding entry and flight track assumed in conventional holding pattern design and the entry and track
that may be flown when RNA V guidance is used to execute holding. Individually, these differences may not affect
the ability of the aircraft to remain within holding pattern protected airspace. However, cumulatively, they can
result in deviations sufficient to result in excursions up to limits of the holding pattern protected airspace, and
in some circumstances beyond protected airspace. The following difference and considerations apply when an
RNA V system furnishes the lateral guidance used to fly a holding pattern:
(1) Many systems use ground track angle instead of heading to select the entry method. While the
holding pattern design allows a 5 degree tolerance, this may result in an unexpected entry when the winds induce
a large drift angle.
(2) The holding protected airspace is based on the assumption that the aircraft will fly−over the holding
fix upon initial entry. RNA V systems may execute a “fly−by” turn when approaching the holding fix prior to
entry. A “fly−by” turn during a direct entry from the holding pattern side of holding course may result in
excursions beyond protected airspace, especially as the intercept angle and ground speed increase.
(3) During holding, RNA V systems furnish lateral steering guidance using either a constant bank or
constant radius to achieve the desired inbound and outbound turns. An aircraft’s flight guidance system may use
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reduced bank angles for all turns including turns in holding, especially at higher altitudes, that may result in
exceeding holding protected airspace. Use of a shallower bank angle will expand both the width and length of
the aircraft track, especially as wind speed increases. If the flight guidance system’s bank angle limit feature is
pilot−selectable, a minimum 25 degree bank angle should be selected regardless of altitude unless aircraft
operating limitations specify otherwise and the pilot advises ATC.
(4) Where a holding distance is published, the turn from the outbound leg begins at the published
distance from the holding fix, thus establishing the design turn point required to remain within protected airspace.
RNA V systems apply a database coded or pilot−entered leg distance as a maximum length of the inbound leg
to the holding fix. The RNA V system then calculates a turn point from the outbound leg required to achieve this
inbound leg length. This often results in an RNA V−calculated turn point on the outbound leg beyond the design
turn point. (See FIG 5−3−8). With a strong headwind against the outbound leg, RNA V systems may fly up to and
possibly beyond the limits of protected airspace before turning inbound. (See FIG 5−3−9.) This is especially true
at higher altitudes where wind speeds are greater and ground speed results in a wider holding pattern.
FIG 5−3−8
RNA V Lateral Guidance and Holding – No Wind
FIG 5−3−9
RNA V Lateral Guidance and Holding – Effect of Wind
(5) Some RNA V systems compute the holding pattern based on the aircraft’s altitude and speed at a
point prior to entering the hold. If the indicated airspeed is not reduced to comply with the maximum holding
speed before this point, the computed pattern may exceed the protected airspace. Loading or executing a holding
pattern may result in the speed and time limits applicable to the aircraft’s current altitude being used to define
the holding pattern for RNA V lateral guidance. This may result in an incorrect hold being flown by the RNA V
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system. For example, entering or executing the holding pattern above 14,000 feet when intending to hold below
14,000 feet may result in applying 1 ½ minute timing below 14,000 feet.
NOTE−
Some systems permit the pilot to modify leg time of holding patterns defined in the navigation database; for example, a
hold−in−lieu of procedure turn. In most RNAV systems, the holding pattern time remains at the pilot−modified time and will
not revert back to the coded time if the aircraft descends to a lower altitude where a shorter time interval applies.
(b) RNA V systems are not able to alert the pilot for excursions outside of holding pattern protected
airspace since the dimensions of this airspace are not included in the navigation database. In addition, the
dimensions of holding pattern protected airspace vary with altitude for a charted holding pattern, even when the
hold is used for the same application. Close adherence to the pilot actions described in this section reduce the
likelihood of exceeding the boundary of holding pattern protected airspace when using RNA V lateral guidance
to conduct holding.
(c) Holding patterns may be stored in the RNA V system’s navigation database and include coding with
parameters defining how the RNA V system will conduct the hold. For example, coding will determine whether
holding is conducted to manual termination (HM), continued holding until the aircraft reaches a specified altitude
(HA), or holding is conducted until the holding fix is crossed the first time after entry (HF). Some systems do
not store all holding patterns, and may only store patterns associated with missed approaches and hold−in−lieu
of procedure turn (HILPT). Some store all holding as standard patterns and require pilot action to conduct
non−standard holding (left turns).
(1) Pilots are cautioned that multiple holding patterns may be established at the same fix. These holding
patterns may differ in respect to turn directions and leg lengths depending on their application as an en route
holding pattern, a holding pattern charted on a SID or STAR, or when used on an instrument approach procedure.
Many RNA V systems limit the database coding at a particular fix to a single holding pattern definition. Pilots
extracting the holding pattern from the navigation database are responsible for confirming that the holding
pattern conforms to the assigned charted holding pattern in terms of turn direction, speed limit, timing, and
distance.
(2) If A TC assigns holding that is not charted, then the pilot is responsible for programming the RNA V
system with the assigned holding course, turn direction, speed limit, leg length, or leg time.
(3) Changes made after the initial execution may not apply until the next circuit of the holding pattern
if the aircraft is in close proximity to the holding fix.
8. Pilot Action. The following actions are recommended to ensure that the aircraft remains within holding
protected airspace when holding is performed using either conventional NA VAID guidance or when using RNA V
lateral guidance.
(a) Speed. When ATC furnishes advance notice of holding, start speed reduction to be at or below the
maximum holding speed allowed at least 3 minutes prior to crossing the holding fix. If advance notice by ATC
is not provided, begin speed reduction as expeditiously as practical. It is acceptable to allow RNA V systems to
determine an appropriate deceleration point prior to the holding fix and to manage the speed reduction to the
RNA V computed holding speed. If the pilot does not permit the RNA V system to manage the deceleration from
the computed point, the actual hold pattern size at holding entry may differ from the holding pattern size
computed by the RNA V system.
(1) Aircraft are expected to enter holding at or below the maximum holding speed established in
paragraph 5−3−8j2(a) or the charted maximum holding speed.
[a] All fixed wing aircraft conducting holding should fly at speeds at or above 90 KIAS to minimize
the influence of wind drift.
[b] When RNA V lateral guidance is used in fixed wing airplanes, it is desirable to enter and conduct
holding at the lowest practical airspeed consistent with the airplane’s recommended holding speed to address the
cumulative errors associated with RNA V holding and increase the probability of remaining within protected
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AIM2/20/251/22/26 AIM
airspace. It is acceptable to allow RNA V systems to determine a recommended holding speed that is at or below
the maximum holding speed.
[c] Helicopter holding is based on a minimum airspeed of 90 KIAS.
(2) Advise A TC immediately if unable to comply with the maximum holding airspeed and request an
alternate clearance.
NOTE−
Speeds above the maximum or published holding speed may be necessary due to turbulence, icing, etc. Exceeding maximum
holding airspeed may result in aircraft excursions bey ond the holding pattern protected airspace. In a non −radar
environment, the pilot should advise ATC that they cannot accept the assigned hold.
(3) Ensure the RNA V system applies the proper time and speed restrictions to a holding pattern. This
is especially critical when climbing or descending to a holding pattern altitude where time and speed restrictions
are different than at the present aircraft altitude.
(b) Bank Angle. For holding not involving the use of RNA V lateral guidance, make all turns during entry
and while holding at:
(1) 3 degrees per second, or
(2) 30 degree bank angle, or
(3) 25 degree bank angle, provided a flight director system is used.
NOTE−
Use whichever requires the least bank angle.
(4) When using RNA V lateral guidance to conduct holding, it is acceptable to permit the RNA V system
to calculate the appropriate bank angle for the outbound and inbound turns. Do not use flight guidance system
bank angle limiting functions of less than 25 degrees unless the feature is not pilot−selectable, required by the
aircraft limitations, or its use is necessary to comply with the aircraft’s minimum maneuvering speed margins.
If the bank angle must be limited to less than 25 degrees, advise ATC that additional area for holding is required.
(c) Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When
outbound, triple the inbound drift correction to avoid major turning adjustments; for example, if correcting left
by 8 degrees when inbound, correct right by 24 degrees when outbound.
(d) Determine entry turn from aircraft heading upon arrival at the holding fix; +/− 5 degrees in heading
is considered to be within allowable good operating limits for determining entry. When using RNA V lateral
guidance for holding, it is permissible to allow the system to compute the holding entry.
(e) RNA V lateral guidance may execute a fly−by turn beginning at an excessively large distance from the
holding fix. Reducing speed to the maximum holding speed at least 3 minutes prior to reaching the holding fix
and using the recommended 25 degree bank angle will reduce potential excursions beyond protected airspace.
(f) When RNA V guidance is used for holding, pilots should be prepared to intervene if the turn from
outbound leg to the inbound leg does not begin within a reasonable distance of the charted leg length, especially
when holding is used as a course reversal HILPT. Pilot intervention is not required when holding in an
ATC−assigned holding pattern that is not charted. However, notify ATC when the outbound leg length becomes
excessive when RNA V guidance is used for holding.
k. When holding at a fix and instructions are received specifying the time of departure from the fix, the pilot
should adjust the aircraft’s flight path within the limits of the established holding pattern in order to leave the
fix at the exact time specified. After departing the holding fix, normal speed is to be resumed with respect to other
governing speed requirements, such as terminal area speed limits, specific ATC requests, etc. Where the fix is
associated with an instrument approach and timed approaches are in effect, a procedure turn must not be executed
unless the pilot advises ATC, since aircraft holding are expected to proceed inbound on final approach directly
from the holding pattern when approach clearance is received.
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AIM 2/20/253/15/077110.65R CHG 2AIM 1/22/26
l. Radar surveillance of holding pattern airspace areas.
1. Whenever aircraft are holding, ATC will usually provide radar surveillance of the holding airspace on
the controller’s radar display.
2. The controller will attempt to detect any holding aircraft that stray outside the holding airspace and will
assist any detected aircraft to return to the assigned airspace.
NOTE−
Many factors could prevent ATC from providing this additional service, such as workload, number of targets, precipitation,
ground clutter, and radar system capability. These circumstances may make it unfeasible to maintain radar identification
of aircraft to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether
controllers believe they are in a position to provide it and does not relieve a pilot of their responsibility to adhere to an
accepted ATC clearance.
3. ATC is responsible for traffic and obstruction separation when they have assigned holding that is not
associated with a published (charted) holding pattern. Altitudes assigned will be at or above the minimum
vectoring or minimum IFR altitude.
4. If an aircraft is established in a published holding pattern at an assigned altitude above the published
minimum holding altitude and subsequently cleared for the approach, the pilot may descend to the published
minimum holding altitude. The holding pattern would only be a segment of the IAP if it is published on the
instrument procedure chart and is used in lieu of a procedure turn.
m. For those holding patterns where there are no published minimum holding altitudes, the pilot, upon
receiving an approach clearance, must maintain the last assigned altitude until leaving the holding pattern and
established on the inbound course. Thereafter, the published minimum altitude of the route segment being flown
will apply. It is expected that the pilot will be assigned a holding altitude that will permit a normal descent on
the inbound course.
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2/20/25 AIM
Section 4. Arrival Procedures
5−4−1. Standard Terminal Arrival (STAR) Procedures
a. A STAR is an A TC coded IFR arrival route established for application to arriving IFR aircraft destined for
certain airports. STARs simplify clearance delivery procedures, and also facilitate transition between en route
and instrument approach procedures.
1. STAR 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 procedures crossing restrictions unless verbally issued by ATC.
Published speed restrictions are independent of altitude restrictions and are mandatory unless modified by ATC.
Pilots should plan to cross waypoints with a published speed restriction, at the published speed, and should not
exceed this speed past the associated waypoint unless authorized by ATC or a published note to do so. STAR
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 procedures crossing restrictions unless verbally issued by ATC. Published speed
restrictions are independent of altitude restrictions and are mandatory unless modified by ATC. Pilots should plan
to cross waypoints with a published speed restriction, at the published speed, and should not exceed this speed
past the associated waypoint unless authorized by ATC or a published note to do so. A chart note used to transition
from Mach to IAS may also be published. Pilots should maintain their cruise Mach number during the descent
until reaching the published transition speed in knots, then continue the descent at that speed until the next
published speed restriction on the STAR, or until it is necessary to comply with the speed limits published in 14
CFR §91.117.
NOTE−
The “ expect” altitudes/speeds are published so that pilots may have the information for planning purposes. These
altitudes/speeds must 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. When an IFR cleared route includes a STAR, pilots must maintain the last assigned altitude until
receiving authorization to descend so as to comply with all published/issued altitude restrictions. This
authorization may contain the phraseology “DESCEND VIA.” If vectored or cleared to deviate off a STAR,
pilots must consider the STAR canceled. If the STAR contains published altitude restrictions, speed restrictions,
or a chart note used to transition from Mach to IAS, those restrictions are also canceled and pilots will receive
an altitude to maintain and, if necessary, a speed. If ATC intends to clear the aircraft back onto the STAR,
controllers will advise pilots where to expect to resume the procedure. Pilots should then be prepared to rejoin
the STAR at the subsequent fix or procedure leg.
(a) Clearance to “descend via” authorizes pilots to:
(1) Descend at pilot’s discretion to meet published restrictions and laterally navigate on a STAR.
(2) When cleared to a waypoint depicted on a STAR, to descend from a previously assigned altitude
at pilot’s discretion to the altitude depicted at that waypoint.
(3) Once established on the depicted arrival, to descend and to meet all published or assigned altitude
and/or speed restrictions.
NOTE−
1. When otherwise cleared along a route or procedure that contains published speed restrictions, the pilot must comply with
those speed restrictions independent of any descend via clearance.
2. ATC anticipates pilots will begin adjusting speed the minimum distance necessary prior to a published speed restriction
so as to cross the waypoint/fix at the published speed. Once at the published speed, ATC expects pilots will maintain the
Arrival Procedures 5−4−1
AIM 2/20/25
published speed until additional adjustment is required to comply with further published or ATC assigned speed restrictions
or as required to ensure compliance with 14 CFR section 91.117.
3. The “descend via” is used in conjunction with STARs to reduce phraseology by not requiring the controller to restate the
altitude at the next waypoint/fix to which the pilot has been cleared.
4. 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. Air traffic must ensure obstacle clearance when issuing a “descend via” instruction to the pilot.
5. Minimum en route altitudes (MEA) are not considered restrictions; however, pilots must remain above all MEAs, unless
receiving an ATC instruction to descend below the MEA.
EXAMPLE−
1. Lateral/routing clearance only.
“Cleared Tyler One arrival.”
NOTE−
In Example 1, pilots are cleared to fly the lateral path of the procedure. Compliance with any published speed restrictions
is required. No descent is authorized.
2. Routing with assigned altitude.
“Cleared Tyler One arrival, descend and maintain flight level two four zero.”
“Cleared Tyler One arrival, descend at pilot’ s discretion, maintain flight level two four zero.”
NOTE−
In Example 2, the first clearance requires the pilot to descend to FL 240 as directed, comply with any published speed
restrictions, and maintain FL 240 until cleared for further vertical navigation with a newly assigned altitude or a“descend
via” clearance.
The second clearance authorizes the pilot to descend to FL 240 at his discretion, to comply with any published speed
restrictions, and then maintain FL 240 until issued further instructions.
3. Lateral/routing and vertical navigation clearance.
“Descend via the Eagul Five arrival.”
“Descend via the Eagul Five arrival, except, cross Vnnom at or above one two thousand.”
NOTE−
In Example 3, the first clearance authorized the aircraft to descend at pilot’ s discretion on the Eagul Five arrival; the pilot
must descend so as to comply with all published altitude and speed restrictions.
The second clearance authorizes the same, but requires the pilot to descend so as to cross at Vnnom at or above 12,000.
4. Lateral/routing and vertical navigation clearance when assigning altitude not published on procedure.
“Descend via the Eagul Five arrival, except after Geeno, maintain one zero thousand.”
“Descend via the Eagul Five arrival, except cross Geeno at one one thousand then maintain seven thousand.”
NOTE−
In Example 4, the first clearance authorized the aircraft to track laterally on the Eagul Five Arrival and to descend at pilot’ s
discretion so as to comply with all altitude and speed restrictions until reaching Geeno and then maintain 10,000. Upon
reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend.
The second clearance requires the same, except the aircraft must cross Geeno at 11,000 and is then authorized to continue
descent to and maintain 7,000.
5. Direct routing to intercept a STAR and vertical navigation clearance.
“Proceed direct Leoni, descend via the Leoni One arrival.”
“Proceed direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One arrival.”
NOTE−
In Example 5, in the first clearance an altitude is published at Leoni; the aircraft proceeds to Leoni, crosses Leoni at the
published altitude and then descends via the arrival. If a speed restriction is published at Leoni, the aircraft will slow to
comply with the published speed.
In the second clearance, there is no altitude published at Denis; the aircraft must cross Denis at or above FL200, and then
descends via the arrival.
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AIM2/20/251/22/26 AIM
(b) Pilots cleared for vertical navigation using the phraseology “descend via” must inform ATC upon
initial contact with a new frequency, of the altitude leaving, “descending via (procedure name),” the runway
transition or landing direction if assigned, and any assigned restrictions not published on the procedure.
EXAMPLE−
1. Delta 121 is cleared to descend via the Eagul Five arrival, runway 26 transition: “Delta One Twenty One leaving flight
level one niner zero, descending via the Eagul Five arrival runway two-six transition.”
2. Delta 121 is cleared to descend via the Eagul Five arrival, but ATC has changed the bottom altitude to 12,000: “Delta
One Twenty One leaving flight level one niner zero for one two thousand, descending via the Eagul Five arrival, runway
two-six transition.”
3. (JetBlue 602 is cleared to descend via the Ivane Two arrival, landing south): “JetBlue six zero two leaving flight level
two one zero descending via the Ivane Two arrival landing south.”
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. RNA V 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 from FAA’s
Aeronautical Information Services (AIS).
e. PBN STAR.
1. Public PBN STARs are normally designed using RNA V 1, RNP 1, or A −RNP NavSpecs. These
procedures require system performance currently met by GPS or DME/DME/IRU PBN systems that satisfy the
criteria discussed in AC 90−100A, U.S. Terminal and En Route Area Navigation (RNA V) Operations. These
procedures, using RNA V 1 and RNP 1 NavSpecs, must maintain a total system error of not more than 1 NM for
95% of the total flight time. Minimum values for A−RNP procedures will be charted in the PBN box (for
example, 1.00 or 0.30).
2. In the U.S., a specific procedure’s PBN requirement s will be prominently displayed in separate,
standardized notes boxes. For procedures with PBN elements, the “PBN box” will contain the procedure’s
NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional
or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this
PBN box are REQUIRED for the procedure’s PBN elements.
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.
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AIM 2/20/25
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. V erbal 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 HA VE 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 NA V AIDs (ILS, 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, RNA V, GLS,
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, RNA V , GLS, 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
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AIM2/20/257/9/26 AIM
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 must 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 (IAP) 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.” Additionally, some civil airports may require PPR for the use of runways, taxiways, aprons, or other
airport facilities and services. PPRs are typically published in the Chart Supplement entry for the airport.
Temporary or short−notice PPRs may be disseminated via NOTAM.
NOTE−
Civil aircraft may conduct practice VFR approaches using DoD instrument approach procedures when approved by the air
traffic controller .
Arrival Procedures 5−4−5
AIM 2/20/25
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).
NOTE−
This procedure identification method has changed and these procedures will be revised in the course of the normal procedure
amendment process. The slash and equipment (e.g., /DME) information will be removed with future amendments. Pilots
should review the procedure’ s notes, planview annotations, and PBN/equipment requirements boxes to determine the
capability needed to accomplish the procedure.
(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 NA V AID(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 NA V AID required (e.g., “DME Required” or “RADAR Required”). During the transition
period, ILS approaches will still exist without the annotation.
(d) Many ILS approaches having minima based on RVR are eligible for a landing minimum of RVR 1800.
Some of these approaches are to runways that have touchdown zone and centerline lights. For many runways
that do not have touchdown and centerline lights, it is still possible to allow a landing minimum of RVR 1800.
For these runways, the normal ILS minimum of RVR 2400 can be annotated with a single or double asterisk or
the dagger symbol “†”; for example “** 696/24 200 (200/1/2).” A note is included on the chart stating “**RVR
1800 authorized with use of FD or AP or HUD to DA.” The pilot must use the flight director, or autopilot with
an approved approach coupler, or head up display to decision altitude or to the initiation of a missed approach.
In the interest of safety, single pilot operators should not fly approaches to 1800 RVR minimums on runways
without touchdown and centerline lights using only a flight director, unless accompanied by the use of an
autopilot with an approach coupler.
Arrival Procedures5−4−6
AIM2/20/258/7/25 AIM
(e) The naming of multiple approaches of the same type to the same runway is also changing. Multiple
approaches with the same guidance will be annotated with an alphabetical suffix beginning at the end of the
alphabet and working backwards for subsequent procedures (e.g., ILS Z RWY 28, ILS Y RWY 28, etc.). The
existing annotations such as ILS 2 RWY 28 or Silver ILS RWY 28 will be phased out and replaced with the new
designation. The Cat II and Cat III designations are used to differentiate between multiple ILSs to the same
runway unless there are multiples of the same type.
(f) RNA V (GPS) approaches to LNA V , LP, LNA V/VNA V and LPV lines of minima using WAAS and
RNA V (GPS) approaches to LNA V and LNA V/VNA V lines of minima using GPS are charted as RNA V (GPS)
RWY (Number) (e.g., RNA V (GPS) RWY 21).
(g) Performance−Based Navigation (PBN) Box. As charts are updated, a procedure’s PBN requirements
and conventional equipment requirements will be prominently displayed in separate, standardized notes boxes.
For procedures with PBN elements, the PBN box will contain the procedure’s navigation specification(s); and,
if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced
functional requirements, the minimum Required Navigation Performance (RNP) value, and any amplifying
remarks. Items listed in this PBN box are REQUIRED for the procedure’s PBN elements. For example, an ILS
with an RNA V missed approach would require a specific capability to fly the missed approach portion of the
procedure. That required capability will be listed in the PBN box. The separate Equipment Requirements box
will list ground −based equipment requirements. On procedures with both PBN elements and equipment
requirements, the PBN requirements box will be listed first. The publication of these notes will continue
incrementally until all charts have been amended to comply with the new standard.
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 MHK altimeter setting; when not available use SLN altimeter setting and increase all MDAs
40 feet. The altimeter source location may be referenced by city name, city and state, airport name, or the FAA
location identifier. When using the location identifier, an airport outside the contiguous U.S. will use both the
FAA and ICAO identifiers. New approach procedures and future amendments of existing procedures will use
airport identifiers as the standard reference. 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−VNA V must be flown using
the local altimeter setting only. Where no local altimeter is available, the LNAV/VNA V line will still be published
for use by WAAS receivers with a note that Baro−VNA V is not authorized. When a local and at least one other
altimeter setting source is authorized and the local altimeter is not available Baro −VNA V is not authorized;
however, the LNA V/VNA V minima can still be used by WAAS receivers using the alternate altimeter setting
source.
NOTE−
Barometric Vertical Navigation (baro−VNAV). An RNAV system function which uses barometric altitude information from
the aircraft’ s altimeter to compute and present a vertical guidance path to the pilot. The specified vertical path is computed
as a geometric path, typically computed between two waypoints or an angle based computation from a single waypoint.
Further guidance may be found in Advisory Circular 90−105.
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
Arrival Procedures 5−4−7
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
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 −VNA V , LDA with glidepath, LNA V/VNA V 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 k, V ertical 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−
1. 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.
2. The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PF AF
and is depicted by the ”lightning bolt” symbol on U.S. Government charts. Intercepting the glide slope at this altitude marks
the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope
intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope
prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or
mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track
the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes
for any preceding stepdown fixes encountered during the subsequent descent.
3. Approaches used for simultaneous (parallel) independent and simultaneous close parallel operations procedurally
require descending on the glideslope from the altitude at which the approach clearance is issued (refer to 5 −4−15 and
5−4−16). For simultaneous close parallel (PRM) approaches, the Attention All Users Page (AAUP) may publish a note
which indicates that descending on the glideslope/glidepath meets all crossing restrictions. However, if no such note is
published, and for simultaneous independent approaches (4300 and greater runway separation) where an AAUP is not
published, pilots are cautioned to monitor their descent on the glideslope/path outside of the PF AF to ensure compliance
with published crossing restrictions during simultaneous operations.
Arrival Procedures5−4−8
AIM2/20/258/7/25 AIM
4. When parallel approach courses are less than 2500 feet apart and reduced in-trail spacing is authorized for simultaneous
dependent operations, a chart note will indicate that simultaneous operations require use of vertical guidance and that the
pilot should maintain last assigned altitude until established on glide slope. These approaches procedurally require
utilization of the ILS glide slope for wake turbulence mitigation. Pilots should not confuse these simultaneous dependent
operations with (SOIA) simultaneous close parallel PRM approaches, where PRM appears in the approach title.
5. Altitude restrictions depicted at stepdown fixes within the final approach segment are applicable only
when flying a Non−Precision Approach to a straight−in or circling line of minima identified as an MDA (H).
These altitude restrictions may be annotated with a note “LOC only” or “LNA V only.” Stepdown fix altitude
restrictions within the final approach segment do not apply to pilots using Precision Approach (ILS) or Approach
with Vertical Guidance (LPV , LNA V/VNA V) lines of minima identified as a DA(H), since obstacle clearance
on these approaches is based on the aircraft following the applicable vertical guidance. Pilots are responsible for
adherence to stepdown fix altitude restrictions when outside the final approach segment (i.e., initial or
intermediate segment), regardless of which type of procedure the pilot is flying. (See FIG 5−4−1.)
c. The Minimum Safe Altitudes (MSA) is published for emergency use on IAP or departure procedure (DP)
graphic charts. MSAs provide 1,000 feet of clearance over all obstacles, but do not necessarily assure acceptable
navigation signal coverage. The MSA depiction on the plan view of an approach chart or on a DP graphic chart
contains the identifier of the center point of the MSA, the applicable radius of the MSA, a depiction of the
sector(s), and the minimum altitudes above mean sea level which provide obstacle clearance. For conventional
navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP or DP
graphic chart is predicated, but may be based on the airport reference point (ARP) if no suitable facility is
available. For RNA V approaches or DP graphic charts, the MSA is based on an RNA V waypoint. MSAs normally
have a 25 NM radius; however, for conventional navigation systems, this radius may be expanded to 30 NM if
necessary to encompass the airport landing surfaces. A single sector altitude is normally established, however
when the MSA is based on a facility and it is necessary to obtain relief from obstacles, an MSA with up to four
sectors may be established.
Arrival Procedures 5−4−9
AIM 2/20/25
FIG 5−4−1
Instrument Approach Procedure Stepdown Fixes
d. Terminal Arrival Area (TAA)
1. The TAA provides a transition from the en route structure to the terminal environment with little required
pilot/air traffic control interface for aircraft equipped with Area Navigation (RNA V) systems. A TAA provides
minimum altitudes with standard obstacle clearance when operating within the TAA boundaries. TAAs are
primarily used on RNA V approaches but may be used on an ILS approach when RNA V is the sole means for
navigation to the IF; however, they are not normally used in areas of heavy concentration of air traffic.
2. The basic design of the RNAV procedure underlying the TAA is normally the “T” design (also called the
“Basic T”). The “T” design incorporates two IAFs plus a dual purpose IF/IAF that functions as both an
intermediate fix and an initial approach fix. The T configuration continues from the IF/IAF to the final approach
fix (FAF) and then to the missed approach point (MAP). The two base leg IAFs are typically aligned in a
straight-line perpendicular to the intermediate course connecting at the IF/IAF. A Hold-in-Lieu-of Procedure
Turn (HILPT) is anchored at the IF/IAF and depicted on U.S. Government publications using the “hold−in−lieu
−of−PT” holding pattern symbol. When the HILPT is necessary for course alignment and/or descent, the dual
purpose IF/IAF serves as an IAF during the entry into the pattern. Following entry into the HILPT pattern and
when flying a route or sector labeled “NoPT,” the dual-purpose fix serves as an IF, marking the beginning of the
Intermediate Segment. See FIG 5−4−2 and FIG 5−4−3 for the Basic “T” TAA configuration.
Arrival Procedures5−4−10
2/20/25 AIM
FIG 5−4−2
Basic “T” Design
FIG 5−4−3
Basic “T” Design
3. The standard TAA based on the “T” design consists of three areas defined by the Initial Approach Fix
(IAF) legs and the intermediate segment course beginning at the IF/IAF. These areas are called the straight−in,
Arrival Procedures 5−4−11
AIM 2/20/25
left−base, and right−base areas. (See FIG 5−4−4). 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 RNA V
distances from the IF/IAF. (See FIG 5−4−5). The right/left−base areas can only be subdivided using arcs based
on RNA V distances from the IAFs for those areas.
FIG 5−4−4
TAA Area
4. Entry from the terminal area onto the procedure is normally accomplished via a no procedure turn (NoPT)
routing or via a course reversal maneuver. The published procedure will be annotated “NoPT” to indicate when
the course reversal is not authorized when flying within a particular TAA sector. 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 receive clearance from air traffic control before
beginning the procedure.
(a) ATC should not clear an aircraft to the left base leg or right base leg IAF within a TAA at an intercept
angle exceeding 90 degrees. Pilots must not execute the HILPT course reversal when the sector or procedure
segment is labeled “NoPT.”
(b) ATC may clear aircraft direct to the fix labeled IF/IAF if the course to the IF/IAF is within the
straight-in sector labeled “NoPT” and the intercept angle does not exceed 90 degrees. Pilots are expected to
proceed direct to the IF/IAF and accomplish a straight-in approach. Do not execute HILPT course reversal. Pilots
are also expected to fly the straight−in approach when ATC provides radar vectors and monitoring to the IF/IAF
and issues a “straight-in” approach clearance; otherwise, the pilot is expected to execute the HILPT course
reversal.
REFERENCE−
AIM, Para 5−4−6, Approach Clearance.
(c) On rare occasions, ATC may clear the aircraft for an approach at the airport without specifying the
approach procedure by name or by a specific approach (for example, “cleared RNA V Runway 34 approach”)
without specifying a particular IAF. In either case, the pilot should proceed direct to the IAF or to the IF/IAF
Arrival Procedures5−4−12
2/20/25 AIM
associated with the sector that the aircraft will enter the TAA and join the approach course from that point and
if required by that sector (i.e., sector is not labeled “NoPT), complete the HILPT course reversal.
NOTE−
If approaching with a TO bearing that is on a sector boundary, the pilot is expected to proceed in accordance with a “NoPT”
routing unless otherwise instructed by ATC.
5. Altitudes published within the TAA replace the MSA altitude. However, unlike MSA altitudes the TAA
altitudes are operationally usable altitudes. These altitudes provide at least 1,000 feet of obstacle clearance, more
in mountainous areas. It is important that the pilot knows which area of the TAA the aircraft will enter in order
to comply with the minimum altitude requirements. The pilot can determine which area of the TAA the aircraft
will enter by determining the magnetic bearing of the aircraft TO the fix labeled IF/IAF. The bearing should then
be compared to the published lateral boundary bearings that define the TAA areas. Do not use magnetic bearing
to the right-base or left-base IAFs to determine position.
(a) An A TC clearance direct to an IAF or to the IF/IAF without an approach clearance 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 from ATC. Pilots not sure of the clearance should confirm their clearance with ATC 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.
(b) Once cleared for the approach, pilots may descend in the TAA sector to the minimum altitude depicted
within the defined area/subdivision, unless instructed otherwise by air traffic control. Pilots should plan their
descent within the TAA to permit a normal descent from the IF/IAF to the FAF. In FIG 5−4−5, 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 crossing the IF/IAF.
FIG 5−4−5
Sectored TAA Areas
6. U.S. Government charts depict TAAs using icons located in the plan view outside the depiction of the
actual approach procedure. (See FIG 5−4−6). Use of icons is necessary to avoid obscuring any portion of the “T”
Arrival Procedures 5−4−13
AIM 2/20/25
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. 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.
Arrival Procedures5−4−14
2/20/25 AIM
FIG 5−4−6
RNA V (GPS) Approach Chart
SW−1, 27 JAN 2022 to 24 FEB 2022
SW−1, 27 JAN 2022 to 24 FEB 2022
Arrival Procedures 5−4−15
AIM 2/20/25
7. TAAs may be modified from the standard size and shape to accommodate operational or ATC
requirements. Some areas may be eliminated, while the other areas are expanded. The “T” design may be
modified by the procedure designers where required by terrain or ATC considerations. For instance, the “T”
design may appear more like a regularly or irregularly shaped “Y ,” upside down “L,” or an “I.”
(a) FIG 5−4−7 depicts a TAA without a left base leg and right base leg. In this generalized example, pilots
approaching on a bearing TO the IF/IAF from 271 clockwise to 089 are expected to execute a course reversal
because the amount of turn required at the IF/IAF exceeds 90 degrees. The term “NoPT” will be annotated on
the boundary of the TAA icon for the other portion of the TAA.
FIG 5−4−7
TAA with Left and Right Base Areas Eliminated
(b) FIG 5−4−8 depicts another TAA modification that pilots may encounter. In this generalized example,
the left base area and part of the straight-in area have been eliminated. Pilots operating within the TAA between
210 clockwise to 360 bearing TO the IF/IAF are expected to proceed direct to the IF/IAF and then execute the
course reversal in order to properly align the aircraft for entry onto the intermediate segment or to avoid an
excessive descent rate. Aircraft operating in areas from 001 clockwise to 090 bearing TO the IF/IAF are expected
to proceed direct to the right base IAF and not execute course reversal maneuver. Aircraft cleared direct the
IF/IAF by ATC in this sector will be expected to accomplish HILTP. Aircraft operating in areas 091 clockwise
to 209 bearing TO the IF/IAF are expected to proceed direct to the IF/IAF and not execute the course reversal.
These two areas are annotated “NoPT” at the TAA boundary of the icon in these areas when displayed on the
approach chart’s plan view.
Arrival Procedures5−4−16
2/20/25 AIM
FIG 5−4−8
TAA with Left Base and Part of Straight−In Area Eliminated
(c) FIG 5−4−9 depicts a TAA with right base leg and part of the straight-in area eliminated.
FIG 5−4−9
TAA with Right Base Eliminated
Arrival Procedures 5−4−17
AIM 2/20/25
8. When an airway does not cross the lateral TAA boundaries, a feeder route will be established from an
airway fix or NA VAID to the TAA boundary 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 for the
approach by ATC. (See FIG 5−4−10).
FIG 5−4−10
Examples of a TAA with Feeders from an Airway
9. Each waypoint on the “T” is assigned a pronounceable 5 −letter name, except the missed approach
waypoint. These names are used for ATC communications, RNA V databases, and aeronautical navigation
products. The missed approach waypoint is assigned a pronounceable name when it is not located at the runway
threshold.
Arrival Procedures5−4−18
2/20/25 AIM
FIG 5−4−11
Minimum Vectoring Altitude Charts
N
013348
057
289
277
1500
2000
3000
3000
3000
3500
2500
5000
5500
5
10
15
20
25
30
102
250
160
e. Minimum Vectoring Altitudes (MV As) are established for use by ATC when radar ATC is exercised.
MV A charts are prepared by air traffic facilities at locations where there are numerous different minimum IFR
altitudes. Each MV A chart has sectors large enough to accommodate vectoring of aircraft within the sector at
the MV A. Each sector boundary is at least 3 miles from the obstruction determining the MV A. To avoid a large
sector with an excessively high MV A 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 5−4−11.)
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
MV As 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 ATC surveillance. The
minimum vectoring altitude will provide at least 300 feet above the floor of controlled airspace.
NOTE−
OROCA is a published altitude which provides 1,000 feet of terrain and obstruction clearance in the U.S. (2,000 feet of
clearance in designated mountainous areas). These altitudes are not assessed for NAVAID signal coverage, air traffic
control surveillance, or communications coverage, and are published for general situational awareness, flight planning and
in−flight contingency use.
2. Because of differences in the areas considered for MV A, and those applied to other minimum altitudes,
and the ability to isolate specific obstacles, some MV As 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
MV A.
3. The MV A/MIA may be lower than the TAA minimum altitude. If ATC has assigned an altitude to an
aircraft that is below the TAA minimum altitude, the aircraft will either be assigned an altitude to maintain until
established on a segment of a published route or instrument approach procedure, or climbed to the TAA altitude.
f. Circling. Circling minimums charted on an RNA V (GPS) approach chart may be lower than the
LNA V/VNA V line of minima, but never lower than the LNA V line of minima (straight-in approach). Pilots may
Arrival Procedures 5−4−19
AIM 2/20/25
safely perform the circling maneuver at the circling published line of minima if the approach and circling
maneuver is properly performed according to aircraft category and operational limitations.
FIG 5−4−12
Example of LNA V and Circling Minima Lower Than LNA V/VNA V DA.
Harrisburg International RNA V (GPS) RWY 13
CATEGORY A B C D
LPV DA 558/24 250 (300 − ½)
LNA V/
VNA V DA 1572 − 5 1264 (1300 − 5)
LNA V MDA 1180 / 24
872 (900 − ½)
1180 / 40
872 (900 − ¾)
1180 / 2
872 (900 − 2)
1180 / 2 ¼
872 (900 − 2 ¼)
CIRCLING 1180 − 1
870 (900 − 1)
1180 − 1 ¼
870 (900 − 1 ¼)
1180 − 2 ½
870 (900 − 2 ½)
1180 − 2 ¾
870 (900 − 2 ¾)
FIG 5−4−13
Explanation of LNA V and/or Circling Minima Lower than LNA V/VNA V DA
g. FIG 5−4−13 provides a visual representation of an obstacle evaluation and calculation of LNA V MDA,
Circling MDA, LNA V/VNA V DA.
1. No vertical guidance (LNA V). A line is drawn horizontal at obstacle height and 250 feet added for
Required Obstacle Clearance (ROC). The controlling obstacle used to determine LNAV MDA can be different
than the controlling obstacle used in determining ROC for circling MDA. Other factors may force a number
larger than 250 ft to be added to the LNA V OCS. The number is rounded up to the next higher 20 foot increment.
2. Circling MDA. The circling MDA will provide 300 foot obstacle clearance within the area considered
for obstacle clearance and may be lower than the LNAV/VNA V DA, but never lower than the straight in LNA V
MDA. This may occur when different controlling obstacles are used or when other controlling factors force the
LNA V MDA to be higher than 250 feet above the LNA V OCS. In FIG 5−4−12, the required obstacle clearance
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for both the LNA V and Circle resulted in the same MDA, but lower than the LNA V/VNA V DA. FIG 5−4−13
provides an illustration of this type of situation.
3. Vertical guidance (LNA V/VNA V). A line is drawn horizontal at obstacle height until reaching the
obstacle clearance surface (OCS). At the OCS, a vertical line is drawn until reaching the glide path. This is the
DA for the approach. This method places the offending obstacle in front of the LNA V/VNA V DA so it can be
seen and avoided. In some situations, this may result in the LNAV/VNA V DA being higher than the LNA V and/or
Circling MDA.
h. The Visual Descent Point (VDP), identified by the symbol (V), is a defined point on the final approach
course of a nonprecision straight−in approach procedure from which a stabilized visual descent from the MDA
to the runway touchdown point may be commenced. The pilot should not descend below the MDA prior to
reaching the VDP. The VDP will be identified by DME or RNA V along−track distance to the MAP. The VDP
distance is based on the lowest MDA published on the IAP and harmonized with the angle of the visual glide
slope indicator (VGSI) (if installed) or the procedure VDA (if no VGSI is installed). A VDP may not be published
under certain circumstances which may result in a destabilized descent between the MDA and the runway
touchdown point. Such circumstances include an obstacle penetrating the visual surface between the MDA and
runway threshold, lack of distance measuring capability, or the procedure design prevents a VDP to be identified.
1. VGSI systems may be used as a visual aid to the pilot to determine if the aircraft is in a position to make
a stabilized descent from the MDA. When the visibility is close to minimums, the VGSI may not be visible at
the VDP due to its location beyond the MAP.
2. Pilots not equipped to receive the VDP should fly the approach procedure as though no VDP had been
provided.
3. On a straight-in nonprecision IAP, descent below the MDA between the VDP and the MAP may be
inadvisable or impossible. 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 safe descent and landing
can be accomplished.
i. A visual segment obstruction evaluation is accomplished during procedure design on all IAPs. Obstacles
(both lighted and unlighted ) are allowed to penetrat e the visual segment obst acle identification surfaces.
Identified obstacle penetrations may cause restrictions to instrument approach operations which may include an
increased approach visibility requirement, not publishing a VDP, and/or prohibiting night instrument operations
to the runway. There is no implicit obstacle protection from the MDA/DA to the touchdown point. Accordingly,
it is the responsibility of the pilot to visually acquire and avoid obstacles below the MDA/DA during transition
to landing.
1. Unlighted obstacle penetrations may result in prohibiting night instrument operations to the runway. A
chart note will be published in the pilot briefing strip “Procedure NA at Night.”
2. Use of a VGSI may be approved in lieu of obstruction lighting to restore night instrument operations to
the runway. A chart note will be published in the pilot briefing strip “ Straight-in Rwy XX at Night, operational
VGSI required, remain on or above VGSI glidepath until threshold.”
j. The highest obstacle (man-made, terrain, or vegetation) will be charted on the planview of an IAP. Other
obstacles may be charted in either the planview or the airport sketch based on distance from the runway and
available chart space. The elevation of the charted obstacle will be shown to the nearest foot above mean sea level.
Obstacles without a verified accuracy are indicated by a ± symbol following the elevation value.
k. Vertical Descent Angle (VDA). FAA policy is to publish a VDA/TCH on all nonprecision approaches
except those published in conjunction with vertically guided minimums (i.e., ILS or LOC RWY XX) or no-FAF
procedures without a step-down fix (i.e., on −airport VOR or NDB). A VDA does not guarantee obstacle
protection below the MDA in the visual segment. The presence of a VDA does not change any nonprecision
approach requirements.
1. Obstacles may penetrate the obstacle identification surface below the MDA in the visual segment of an
IAP that has a published VDA/TCH. When the VDA/TCH is not authorized due to an obstacle penetration that
Arrival Procedures 5−4−21
AIM 2/20/25
would require a pilot to deviate from the VDA between MDA and touchdown, the VDA/TCH will be replaced
with the note “Visual Segment- Obstacles” in the profile view of the IAP (See FIG 5−4−14). Accordingly, pilots
are advised to carefully review approach procedures to identify where the optimum stabilized descent to landing
can be initiated. Pilots that follow the previously published descent angle, provided by the RNA V system, below
the MDA on procedures with this note may encounter obstacles in the visual segment. Pilots must visually avoid
any obstacles below the MDA.
(a) VDA/TCH data is furnished by FAA on the official source document for publication on IAP charts
and for coding in the navigation database unless, as noted previously, replaced by the note “Visual Segment –
Obstacles.”
(b) Commercial chart providers and navigation systems may publish or calculate a VDA/TCH even when
the FAA does not provide such data. Pilots are cautioned that they are responsible for obstacle avoidance in the
visual segment regardless of the presence or absence of a VDA/TCH and associated navigation system advisory
vertical guidance.
2. The threshold crossing height (TCH) used to compute the descent angle is published with the VDA. The
VDA and TCH information are charted on the profile view of the IAP following the fix (FAF/stepdown) used
to compute the VDA. If no PA/APV IAP is established to the same runway, the VDA will be equal to or higher
than the glide path angle of the VGSI installed on the same runway provided it is within instrument procedure
criteria. A chart note will indicate if the VGSI is not coincident with the VDA. Pilots must be aware that the
published VDA is for advisory information only and not to be considered instrument procedure derived vertical
guidance. The VDA solely offers an aid to help pilots establish a continuous, stabilized descent during final
approach.
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.
FIG 5−4−14
Example of a Chart Note
4. A straight−in aligned procedure may be restricted to circling only minimums when an excessive descent
gradient necessitates. The descent angle between the FAF/stepdown fix and the Circling MDA must not exceed
the maximum descent angle allowed by TERPS criteria. A published VDA on these procedures does not imply
that landing straight ahead is recommended or even possible. The descent rate based on the VDA may exceed
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2/20/25 AIM
the capabilities of the aircraft and the pilot must determine how to best maneuver the aircraft within the circling
area in order to land safely.
l. In isolated cases, an IAP may contain a published visual flight path. These procedures are annotated “Fly
Visual to Airport” or “Fly Visual.” A dashed arrow indicating the visual flight path will be included in the profile
and plan views with a defined flightpath or approximate heading and distance to the end of the runway.
1. The depicted ground track or flightpath associated with the “Fly Visual to Airport” segment should be
flown with flight instrumentation (when advisory lateral and vertical guidance is provided) and/or pilotage or
dead reckoning navigation techniques. When executing the “Fly Visual to Airport” segment, the flight visibility
must not be less than that prescribed in the IAP; the pilot must remain clear of clouds and proceed to the airport
maintaining visual contact with the ground. Altitude on the visual flight path is at the discretion of the pilot, and
recommended altitudes may be shown, but it is the responsibility of the pilot to visually acquire and avoid
obstacles in the “Fly Visual to Airport” segment.
2. Missed approach obstacle clearance is assured only if the missed approach is commenced at or above the
MDA/DA and flown from the published MAP. Before initiating an IAP that contains a “Fly Visual to Airport”
segment, the pilot should have preplanned climb out options based on aircraft performance and terrain features.
Obstacle clearance is the responsibility of the pilot when the missed approach maneuver is initiated below the
MDA/DA or when the approach is continued beyond the MAP.
NOTE−
The FAA Administrator retains the authority to approve instrument approach procedures where the pilot, on arrival at the
MDA/DA on the prescribed flightpath, may not necessarily have one of the visual references specified in 14 CFR § 91.175
and related rules. While it is not a function of procedure design to ensure compliance with § 91.175, the pilot is always
required to assess prevailing flight visibility against the published minima. When published on the procedure, the annotation
“Fly Visual to Airport” provides specific relief only from §91.175 (c)(3)(i) through (x) requirements that the pilot have
distinctly visible and identifiable visual references prior to descent below MDA/DA.
m. Area Navigation (RNA V) Instrument Approach Charts. Reliance on RNA V 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 RNA V
procedures into the National Airspace System (NAS), the FAA developed a new charting format for IAPs (See
FIG 5−4−6). 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 is the addition of WAAS based minima to the approach chart. The
reformatted approach chart is titled “RNA V (GPS) RWY XX.” Up to four lines of minima are included on these
charts. Ground Based Augmentation System (GBAS) Landing System (GLS) 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 RNA V (GPS)
charts. LNA V/VNA V (lateral navigation/vertical navigation) was added to support both WAAS electronic
vertical guidance and Barometric VNA V . LPV and LNA V/VNA V 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 LNA V
(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/VNA V
minima will be published. GBAS procedures are published on a separate chart and the GLS minima line is to
be used only for GBAS. ATC clearance for the RNA V procedure authorizes a properly certified pilot to utilize
any minimums for which the aircraft is certified (for example, a WAAS equipped aircraft utilizes the LPV or LP
minima but a GPS only aircraft may not). The RNA V 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:
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AIM 2/20/25
(a) GLS. “GLS” is the acronym for GBAS Landing System. The U.S. version of GBAS has traditionally
been referred to as LAAS. The worldwide community has adopted GBAS as the official term for this type of
navigation system. To coincide with international terminology, the FAA is also adopting the term GBAS to be
consistent with the international community. 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 GBAS and WAAS
procedure publication have evolved, GLS will now be used only for GBAS minima, which will be on a separate
approach chart. Most RNA V(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. RNA V (GPS)
approaches to LPV lines of minima take advantage of the improved accuracy of WAAS lateral and vertical
guidance to provide an approach that is very similar to a Category I Instrument Landing System (ILS). The
approach to LPV line of minima is designed for angular guidance with increasing sensitivity as the aircraft gets
closer to the runway. The sensitivities are nearly identical to those of the ILS at similar distances. This was done
intentionally to allow the skills required to proficiently fly an ILS to readily transfer to flying RNA V (GPS)
approaches to the LPV line of minima. Just as with an ILS, the LPV has vertical guidance and is flown to a DA.
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 GPS/WAAS equipment.
(c) LNA V/VNA V . LNA V/VNA V identifies APV minimums developed to accommodate an RNA V IAP
with vertical guidance, usually provided by approach certified Baro−VNA V, but with lateral and vertical integrity
limits larger than a precision approach or LPV . LNA V stands for Lateral Navigation; VNA V stands for V ertical
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 VNA V, or if the aircraft
has been demonstrated to support LNA V/VNA V approaches. This includes Class 2, 3 and 4 TSO −C146
GPS/WAAS equipment. Aircraft using LNA V/VNA V minimums will descend to landing via an internally
generated descent path based on satellite or other approach approved VNA V 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. Approaches to LP lines of minima take advantage
of the improved accuracy of WAAS to provide approaches, with lateral guidance and angular guidance. Angular
guidance does not refer to a glideslope angle but rather to the increased lateral sensitivity as the aircraft gets closer
to the runway, similar to localizer approaches. However, the LP line of minima is a Minimum Descent Altitude
(MDA) rather than a DA (H). Procedures with LP lines of minima will not be published with another approach
that contains approved vertical guidance (LNAV/VNA V or LPV). It is possible to have LP and LNAV published
on the same approach chart but LP will only be published if it provides lower minima than an LNA V line of
minima. LP is not a fail−down mode for LPV . LP will only be published if terrain, obstructions, or some other
reason prevent publishing a vertically guided procedure. WAAS avionics may provide GNSS−based advisory
vertical guidance during an approach to an LP line of minima. Barometric altimeter information remains the
primary altitude reference for complying with any altitude restrictions. WAAS equipment may not support LP,
even if it supports LPV , if it was approved before TSO−C145b and TSO−C146b. 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.
(e) LNA V . This minima is for lateral navigation only, and the approach minimum altitude will be
published as a minimum descent altitude (MDA). LNA V provides the same level of service as the present GPS
stand alone approaches. LNA V 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.
NOTE−
GPS receivers approved for approach operations in accordance with: AC 20−138, Airworthiness Approval of Positioning
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2/20/25 AIM
and Navigation Systems, 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 20−138.
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. Operational approval must also be obtained for Baro−VNA V systems to
operate to the LNA V/VNAV minimums. Baro−VNA V may not be authorized on some approaches due to other
factors, such as no local altimeter source being available. Baro−VNA V 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 must include the waypoints,
altitudes, and vertical data for the procedure to be flown. The system must be able to retrieve the procedure by name from
the aircraft navigation database, not just as a manually entered series of waypoints.
3. ILS or RNA V (GPS) charts.
(a) Some RNA V (GPS) charts will also contain an ILS line of minima to make use of the ILS precision
final in conjunction with the RNA V 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 PF AF
(PF AF 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.
(b) Charting. There are charting differences between ILS, RNA V (GPS), and GLS approaches.
(1) The LAAS procedure is titled “GLS RWY XX” on the approach chart.
(2) The VDB provides information to the airborne receiver where the guidance is synthesized.
(3) The LAAS procedure is identified by a four alpha−numeric character field referred to as the RPI
or approach ID and is similar to the IDENT feature of the ILS.
(4) The RPI is charted.
(5) Most RNA V(GPS) approach charts have had the GLS (NA) minima line replaced by an LPV line
of minima.
(6) Since 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.
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 RNA V chart published with LNA V/VNA V
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
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AIM 2/20/25
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 LNA V 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 LNA V/VNA V minimums and RNA V 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 RNA V IAP is titled to reflect the level of service available; e.g., GLS, LPV ,
LNA V/VNA V , LP, and LNA V . 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 LNA V/VNA V .
(2) MDA will be published as the minima line on approaches with lateral guidance only, LNA V , or LP .
Descent below the MDA must meet the conditions stated in 14 CFR section 91.175.
(3) Where two or more systems, such as LPV and LNAV/VNA V , 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 RNA V 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
RNA V 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 LNA V/VNA V systems; or for LNA V−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 RNA V IAPs. VDPs apply only to
aircraft utilizing LP or LNA V minima, not LPV or LNA V/VNA V 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
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2/20/25 AIM
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 5−4−6).
(d) Waypoints. All RNA V 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 RNA V
chart depicts the TAA areas through the use of “icons” representing each TAA area associated with the RNA V
procedure (See FIG 5−4−6). 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 RNA V procedures because of airspace congestion or other reasons.
(f) Published Temperature Limitations. There are currently two temperature limitations that may be
published in the notes box of the middle briefing strip on an instrument approach procedure (IAP). The two
published temperature limitations are:
(1) A temperature range limitation associated with the use of baro−VNA V that may be published on
a United States PBN IAP titled RNA V (GPS) or RNA V (RNP); and/or
(2) A Cold Temperature Airport (CTA) limitation designated by a snowflake ICON and temperature
in Celsius (C) that is published on every IAP for the airfield.
REFERENCE−
AIM, Chapter 7, Section 3, Cold Temperature Barometric Altimeter Errors, Setting Procedures and Cold Temperature Airports (CTA).
(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 W AAS 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 RNA V (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
LNA V/VNA V or LPV vertical service. Use LNA V or circling 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 LNA V/VNA V 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 LNA V minima
may be required. As the WAAS coverage is expanded, the
will be removed.
NOTE−
Properly trained and approved, as required, TSO-C145() and TSO-C146() equipped users (WAAS users) with and using
Arrival Procedures 5−4−27
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
approved baro-VNAV equipment may plan for LNAV/VNAV DA at an alternate airport. Specifically authorized WAAS users
with and using approved baro-VNAV equipment may also plan for RNP 0.3 DA at the alternate airport as long as the pilot
has verified RNP availability through an approved prediction program.
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 P ART 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, except
when the title of the published approach procedures otherwise allows; for example, ILS Rwy 05 or LOC Rwy
05.
e. At times A TC may not specify a particular approach procedure in the clearance, but will state “CLEARED
APPROACH.”
1. This clearance indicates the pilot may execute any one of the authorized IAPs for that airport.
2. The clearance may be issued in conjunction with the route to or over an IAF or feeder fix.
3. This clearance does not constitute approval for the pilot to execute a contact approach or a visual
approach to the airport or runway.
f. Except when being vectored to the final approach course, pilots cleared for an IAP are expected to execute
the entire procedure commencing at an IAF or an associated feeder fix as described on the IAP chart. Pilots are
not required to execute the entire procedure if:
1. An appropriate new or revised ATC clearance is received, or
2. The IFR flight plan is canceled.
g. STAR to Approach Connectivity. A STAR may terminate at a fix that is also the IAF or IF for an approach.
When the arrival route instructions as published on the STAR state the pilot can expect the instrument approach
from the STAR terminus fix or approach IAF or IF, pilots are expected to ensure that the RNA V system is loaded
with the approach beginning at that IAF or IF so that the STAR and approach are connected. ATC will clear the
aircraft for the instrument approach by stating the IAF fix/waypoint by name with the approach clearance. This
procedure also applies to aircraft arriving to an airport via other air traffic services (ATS) routes.
EXAMPLE−
“At RDFSH, Cleared ILS Runway 27 Approach”
NOTE−
The fix “RDFSH” is the STAR terminus fix and an IAF for the ILS runway 27 approach at KIAH. Pilots are expected to ensure
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that the ILS Runway 27 approach is loaded in the RNAV system with the RDFSH IAF selected. Pilots are not to select vectors
or vectors to final option when loading the ILS runway 27 approach.
h. The following applies to aircraft on radar vectors and/or cleared “direct to” in conjunction with an approach
clearance:
1. Maintain the last altitude assigned by ATC until the aircraft is established on a published segment of a
transition route, or approach procedure segment, or other published route, for which a lower altitude is published
on the chart. If already on an established route, or approach or arrival segment, you may descend to whatever
minimum altitude is listed for that route or segment.
2. Continue on the vector heading until intercepting the next published ground track applicable to the
approach clearance.
3. Once reaching the final approach fix via the published segments, the pilot may continue on approach to
a landing.
4. If proceeding to an IAF with a published course reversal (procedure turn or hold-in-lieu of PT pattern),
except when cleared for a straight in approach by ATC, the pilot must execute the procedure turn/hold-in-lieu
of PT, and complete the approach.
5. If cleared to an IAF/IF via a NoPT route, or no procedure turn/hold-in-lieu of PT is published, continue
with the published approach.
6. In addition to the above, RNA V aircraft may be issued a clearance direct to the IAF/IF at intercept angles
not greater than 90 degrees for both conventional and RNA V instrument approaches. Controllers may issue a
heading or a course direct to a fix between the IF and FAF at intercept angles not greater than 30 degrees for both
conventional and RNA V instrument approaches. In all cases, controllers will assign altitudes that ensure obstacle
clearance and will permit a normal descent to the FAF. When clearing aircraft direct to the IF, ATC will radar
monitor the aircraft until the IF and will advise the pilot to expect clearance direct to the IF at least 5 miles from
the fix. ATC must issue a straight-in approach clearance when clearing an aircraft direct to an IAF/IF with a
procedure turn or hold−in−lieu of a procedure turn, and ATC does not want the aircraft to execute the course
reversal.
NOTE−
Refer to 14 CFR 91.175 (i).
7. RNA V aircraft may be issued a clearance direct to the FAF that is also charted as an IAF, in which case
the pilot is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn. ATC will not issue
a straight-in approach clearance. If the pilot desires a straight-in approach, they must request vectors to the final
approach course outside of the FAF or fly a published “NoPT” route. When visual approaches are in use, ATC
may clear an aircraft direct to the FAF.
NOTE−
1. In anticipation of a clearance by ATC to any fix published on an instrument approach procedure, pilots of RNAV aircraft
are advised to select an appropriate IAF or feeder fix when loading an instrument approach procedure into the RNAV system.
2. Selection of “Vectors-to-Final” or “Vectors” option for an instrument approach may prevent approach fixes located
outside of the F AF from being loaded into an RNAV system. Therefore, the selection of these options is discouraged due to
increased workload for pilots to reprogram the navigation system.
8. Arrival Holding. Some approach charts have an arrival holding pattern depicted at an IAF or at a feeder
fix located along an airway. The arrival hold is depicted using a “thin line” since it is not always a mandatory
part of the instrument procedure.
(a) Arrival holding is charted where holding is fr equently 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 ATC. Holding at the same fix may also be depicted on the en route chart.
(b) Arrival holding is also charted where it is necessary to use a holding pattern to align the aircraft for
procedure entry from an airway due to turn angle limitations imposed by procedure design standards. When the
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AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
turn angle from an airway into the approach procedure exceeds the permissible limits, an arrival holding pattern
may be published along with a note on the procedure specifying the fix, the airway, and arrival direction where
use of the arrival hold is required for procedure entry. Unlike a hold−in−lieu of procedure turn, use of the arrival
holding pattern is not authorized until assigned by ATC. If A TC does not assign the arrival hold before reaching
the holding fix, the pilot should request the hold for procedure entry. Once established on the inbound holding
course and an approach clearance has been received, the published procedure can commence. Alternatively, if
using the holding pattern for procedure entry is not desired, the pilot may ask ATC for maneuvering airspace to
align the aircraft with the feeder course.
EXAMPLE−
Planview Chart Note: “Proc NA via V343 northeast bound without holding at JOXIT. ATC CLNC REQD.”
i. An RF leg is defined as a constant radius circular path around a defined turn center that starts and terminates
at a fix. An RF leg may be published as part of a procedure. Since not all aircraft have the capability to fly these
leg types, pilots are responsible for knowing if they can conduct an RNA V approach with an RF leg.
Requirements for RF legs will be indicated on the approach chart in the notes section or at the applicable initial
approach fix. Controllers will clear RNAV-equipped aircraft for instrument approach procedures containing RF
legs:
1. Via published transitions, or
2. In accordance with paragraph e6 above, and
3. ATC will not clear aircraft direct to any waypoint beginning or within an RF leg, and will not assign
fix/waypoint crossing speeds in excess of charted speed restrictions.
EXAMPLE−
Controllers will not clear aircraft direct to THIRD because that waypoint begins the RF leg, and aircraft cannot be vectored
or cleared to TURNN or vectored to intercept the approach segment at any point between THIRD and FORTH because this
is the RF leg. (See FIG 5−4−15.)
j. When necessary to cancel a previously issued approach clearance, the controller will advise the pilot
“Cancel Approach Clearance” followed by any additional instructions when applicable.
5−4−7. Instrument Approach Procedures
a. Aircraft approach category means a grouping of aircraft based on a speed of VREF at the maximum certified
landing weight, if specified, or if VREF is not specified, 1.3VSO 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 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.
b. 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.
c. 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:
1. 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
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AIM2/20/258/7/25 AIM
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.
2. 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.
3. 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.
4. 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.
d. 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.”
e. 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.
f. 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−
1. The altitude assigned will assure IFR obstruction clearance from the point at which the approach clearance is issued until
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AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
established on a segment of a published route or IAP . If uncertain of the meaning of the clearance, immediately request
clarification from ATC.
2. 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.
g. 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.
h. 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.
i. 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.
j. 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.
k. 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.
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 (TERP), 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. FDC NOTAMs for Specials, FDC T-NOTAMs, may also be used to promulgate
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AIM2/20/258/7/25 AIM
safety-of-flight information relating to Specials provided the location has a valid landing area identifier and is
serviced by the United States NOTAM system. Pilots may access NOTAMs online or through an FAA Flight
Service Station (FSS). FSS specialists will not automatically provide NOTAM information to pilots for special
IAPs during telephone pre−flight briefings. Pilots who are authorized by the FAA to use special IAPs must
specifically request FDC NOTAM information for the particular special IAP they plan to use.
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, unless cleared by ATC for a straight −in approach.
Additionally, the procedure turn or hold−in−lieu−of−PT is not permitted when the symbol “No PT” is depicted
on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when
conducting a timed approach from a holding fix. The altitude prescribed for the procedure turn is a minimum
altitude until the aircraft is established on the inbound course. The maneuver must be completed within the
distance specified in the profile view. For a hold−in−lieu−of−PT, the holding pattern direction must be flown as
depicted and the specified leg length/timing must not be exceeded.
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. 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 must immediately request clarification from ATC (14 CFR
section 91.123).
1. On U.S. Government charts, a barbed arrow indicates the maneuvering side of the outbound course on
which the procedure turn is made. Headings are provided for course reversal using the 45 degree type procedure
turn. However, the point at which the turn may be commenced and the type and rate of turn is left to the discretion
of the pilot (limited by the charted remain within xx NM distance). Some of the options are the 45 degree
procedure turn, the racetrack pattern, the teardrop procedure turn, or the 80 degree 260 degree course reversal.
Racetrack entries should be conducted on the maneuvering side where the majority of protected airspace resides.
If an entry places the pilot on the non−maneuvering side of the PT, correction to intercept the outbound course
ensures remaining within protected airspace. Some procedure turns are specified by procedural track. These
turns must be flown exactly as depicted.
2. Descent to the procedure turn (PT) completion altitude from the PT fix altitude (when one has been
published or assigned by ATC) must not begin until crossing over the PT fix or abeam and proceeding outbound.
Some procedures contain a note in the chart profile view that says “Maintain (altitude) or above until established
outbound for procedure turn” (See FIG 5−4−16). Newer procedures will simply depict an “at or above” altitude
at the PT fix without a chart note (See FIG 5−4−17). Both are there to ensure required obstacle clearance is
provided in the procedure turn entry zone (See FIG 5−4−18). Absence of a chart note or specified minimum
altitude adjacent to the PT fix is an indication that descent to the procedure turn altitude can commence
immediately upon crossing over the PT fix, regardless of the direction of flight. This is because the minimum
altitudes in the PT entry zone and the PT maneuvering zone are the same.
Arrival Procedures 5−4−33
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
FIG 5−4−15
Example of an RNA V Approach with RF Leg
FIG 5−4−16
FIG 5−4−17
Arrival Procedures5−4−34
2/20/25 AIM
FIG 5−4−18
3. When the approach procedure involves a procedure turn, a maximum speed of not greater than 200 knots
(IAS) should be observed from first overheading the course reversal IAF through the procedure turn maneuver
to ensure containment within the obstruction clearance area. Pilots should begin the outbound turn immediately
after passing the procedure turn fix. The procedure turn maneuver must be executed within the distance specified
in the profile view. The normal procedure turn distance is 10 miles. This may be reduced to a minimum of 5 miles
where only Category A or helicopter aircraft are to be operated or increased to as much as 15 miles to
accommodate high performance aircraft.
4. A teardrop procedure or penetration turn may be specified in some procedures for a required course
reversal. The teardrop procedure consists of departure from an initial approach fix on an outbound course
followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its
purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited
airspace. Where no fix is available to mark the beginning of the intermediate segment, it must 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.
Arrival Procedures 5−4−35
AIM 2/20/25
5. A holding pattern in lieu of procedure turn may be specified for course reversal in some procedures. In
such cases, the holding pattern is established over an intermediate fix or a final approach fix. The holding pattern
distance or time specified in the profile view must be observed. For a hold−in−lieu−of−PT, the holding pattern
direction must be flown as depicted and the specified leg length/timing must not be exceeded. 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.
6. A procedure turn is not required when an approach can be made directly from a specified intermediate
fix to the final approach fix. In such cases, the term “NoPT” is used with the appropriate course and altitude to
denote that the procedure turn is not required. If a procedure turn is desired, and when cleared to do so by ATC,
descent below the procedure turn altitude should not be made until the aircraft is established on the inbound
course, since some NoPT altitudes may be lower than the procedure turn altitudes.
b. Limitations on Procedure Turns
1. In the case of a radar initial approach to a final approach fix or position, or a timed approach from a
holding fix, or where the procedure specifies NoPT, no pilot may make a procedure turn unless, when final
approach clearance is received, the pilot so advises ATC and a clearance is received to execute a procedure turn.
2. When a teardrop procedure turn is depicted and a course reversal is required, this type turn must be
executed.
3. When a holding pattern replaces a procedure turn, the holding pattern must be followed, except when
RADAR VECTORING is provided or when NoPT is shown on the approach course. The recommended entry
procedures will ensure the aircraft remains within the holding pattern’s protected airspace. As in the procedure
turn, the descent from the minimum holding pattern altitude to the final approach fix altitude (when lower) may
not commence until the aircraft is established on the inbound course. Where a holding pattern is established
in−lieu−of a procedure turn, the maximum holding pattern airspeeds apply.
REFERENCE−
AIM, Para 5−3−8j2, Holding.
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 must not execute a procedure turn. (14 CFR section 91.175.)
b. Although the controller will not specifically state that “timed approaches are in use,” 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
Arrival Procedures5−4−36
2/20/25 AIM
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 ensure 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 5−4−19.)
FIG 5−4−19
Timed Approaches from a Holding Fix
ONE MINUTE
FLYING TIME
APPROXIMATELY 5 MILES
12:03 CLEARANCE RECEIVED
:04 INITIAL TIME
OVER FIX
1000 FT.
1000 FT.
1000 FT.
1000 FT.
:06 1/2
:07 REPORT
LEAVING FINAL
APPROACH TIME
:05 1/2
:05
30 SEC.
REPORT LEAVING
PREVIOUS ALTITUDE FOR
NEW ASSIGNED ALTITUDE
LMMLOM
AIRPORT
Arrival Procedures 5−4−37
AIM 2/20/253/15/077110.65R CHG 2AIM 7/9/26
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. Precision Approach (PAR). A 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
Altitude (DA) 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 to the pilot until the aircraft reaches the published
DA. 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. Surveillance Approach (ASR). An 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
Arrival Procedures5−4−38
2/20/25 AIM
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−
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.
3. NO−GYRO Approach. This 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 A TC 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 P AR 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. 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 P AR glidepath.
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.
Arrival Procedures 5−4−39
AIM 2/20/253/15/077110.65R CHG 2AIM 8/7/25
d. Radar service is automatically terminated upon completion of the approach.
5−4−13. Simultaneous Approaches to Parallel Runways
FIG 5−4−20
Simultaneous Approaches
(Approach Courses Parallel and Offset between 2.5 and 3.0 degrees)
a. ATC procedures permit ILS/RNA V/GLS instrument approach operations to dual or triple parallel runway
configurations. ILS/RNA V/GLS approaches to parallel runways are grouped into three classes: Simultaneous
Dependent Approaches; Simultaneous Independent Approaches; and Simultaneous Close Parallel PRM
Approaches. RNA V approach procedures that are approved for simultaneous operations require GPS as the
sensor for position updating. VOR/DME, DME/DM E and IRU RNA V updating is not authorized. The
classification of a parallel runway approach procedure is dependent on adjacent parallel runway centerline
separation, A TC procedures, and airport ATC final approach radar monitoring and communications capabilities.
At some airports, one or more approach courses may be offset up to 3 degrees. ILS approaches with offset
localizer configurations result in loss of Category II/III capabilities and an increase in decision altitude/height
(50’).
Arrival Procedures5−4−40
AIM2/20/258/7/25 AIM
b. Depending on weather conditions, traffic volume, and the specific combination of runways being utilized
for arrival operations, a runway may be used for different types of simultaneous operations, including closely
spaced dependent or independent approaches. Pilots should ensure that they understand the type of operation that
is being conducted, and ask ATC for clarification if necessary.
c. Parallel approach operations demand heightened pilot situational awareness. Once cleared for an approach
procedure, each pilot must maintain the lateral and vertical path of the procedure unless otherwise instructed by
ATC. Instrument approach procedures using a curved or straight path to transition to the final segment may be
used in conjunction with simultaneous operations. Pilots may notice nearby aircraft on adjacent approaches. As
each aircraft nears the final approach fix, it may appear to the pilots involved that these aircraft are on converging
or intercepting flight tracks. The procedures provide safe separation between aircraft. Each pilot should maintain
close adherence to the approach procedure. Each pilot should be prepared to take appropriate action should
adjacent aircraft deviate in a manner that creates a collision hazard to their aircraft and notify ATC. Pilots are
informed by ATC or through the ATIS that simultaneous approaches are in use.
d. The close proximity of adjacent aircraft conducting simultaneous independent approaches, especially
simultaneous close parallel 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
approaches require pilot knowledge of procedures necessary to comply with ATC instructions. Simultaneous
independent approaches, particularly simultaneous close parallel PRM approaches necessitate precise approach
course 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.
e. Strict radio discipline is mandatory during simultaneous independent and simultaneous close parallel PRM
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 on
the tower frequency by the final monitor controller during simultaneous independent and simultaneous close
parallel PRM approaches. In the case of PRM approaches, the use of a second frequency by the monitor controller
mitigates the “stuck mike” or other blockage on the tower frequency.
REFERENCE−
AIM, Chapter 4, Section 2, Radio Communications Phraseology and Techniques, gives additional communications information.
f. 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.
Arrival Procedures 5−4−41
AIM 2/20/25
5−4−14. Simultaneous Dependent Approaches
FIG 5−4−21
Simultaneous Approaches
(Parallel Runways and Approach Courses)
a. Simultaneous dependent approaches are an ATC procedure permitting approaches to airports having
parallel runway centerlines separated by at least 2,500 feet up to 9,000 feet. Integral parts of a total system are
ILS or other system providing approach navigation, radar, communications, ATC procedures, and required
airborne equipment. RNA V equipment in the aircraft or GLS equipment on the ground and in the aircraft may
replace the required airborne and ground based ILS equipment. Although non −precision minimums may be
published, pilots must only use those procedures specifically authorized by chart note. For example, the chart
note “LNA V NA during simultaneous operations,” requires vertical guidance. When given a choice, pilots
should always fly a precision approach whenever possible.
b. A simultaneous dependent approach differs from a simultaneous independent approach in that, the
minimum distance between parallel runway centerlines may be reduced; there is no requirement for radar
monitoring or advisories; and a staggered separation of aircraft on the adjacent final course is required.
Arrival Procedures5−4−42
AIM2/20/251/22/26 AIM
c. A minimum of 1.0 NM radar separation (diagonal) is required between successive aircraft on the adjacent
final approach course when runway centerlines are at least 2,500 feet but no more than 3,600 feet apart. A
minimum of 1.5 NM radar separation (diagonal) is required between successive aircraft on the adjacent final
approach course when runway centerlines are more than 3,600 feet but no more than 8,300 feet apart. When
runway centerlines are more than 8,300 feet but no more than 9,000 feet apart a minimum of 2 NM diagonal radar
separation is provided. Aircraft on the same final approach course within 10 NM of the runway end are provided
a minimum of 3 NM radar separation, reduced to 2.5 NM in certain circumstances. 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 approaches are in use, pilots are informed by ATC or via the ATIS that approaches to
both runways are in use. The charted IAP also notes which runways may be used simultaneously. 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.
NOTE−
ATC will not specifically identify these operations as being dependent when advertised on the ATIS.
EXAMPLE−
Simultaneous ILS Runway 19 right and ILS Runway 19 left in use.
e. At certain airports, simultaneous dependent approaches are permitted to runways spaced less than 2,500
feet apart. In this case, ATC will provide no less than the minimum authorized diagonal separation with the leader
always arriving on the same runway. The trailing aircraft is permitted reduced diagonal separation, instead of
the single runway separation normally utilized for runways spaced less than 2,500 feet apart. For wake turbulence
mitigation reasons:
1. Reduced diagonal spacing is only permitted when certain aircraft wake category pairings exist; typically
when the leader is either in the large or small wake turbulence category, and
2. All aircraft must descend on the glideslope from the altitude at which they were cleared for the approach
during these operations.
When reduced separation is authorized, the IAP briefing strip indicates that simultaneous operations require the
use of vertical guidance and that the pilot should maintain last assigned altitude until intercepting the glideslope.
No special pilot training is required to participate in these operations.
REFERENCE−
AIM, Para 5−4−16, Simultaneous Close Parallel PRM Approaches and Simultaneous Offset Instrument Approaches (SOIA).
Arrival Procedures 5−4−43
AIM 2/20/25
5−4−15. Simultaneous Independent ILS/RNAV/GLS Approaches
FIG 5−4−22
Simultaneous Independent ILS/RNA V/GLS Approaches
a. System. An approach system permitting simultaneous approaches to parallel runways with centerlines
separated by at least 4,300 feet. Separation between 4,300 and 9,000 feet (9,200’ for airports above 5,000’)
utilizing NTZ final monitor controllers. Simultaneous independent approaches require NTZ 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 final
approach course. Staggered radar separation procedures are not utilized. Integral parts of a total system are radar,
communications, A TC procedures, and ILS or other required airborne equipment. A chart note identifies that the
approach is authorized for simultaneous use.
When simultaneous operations are in use, it will be advertised on the ATIS. When advised that simultaneous
approaches are in use, pilots must advise approach control immediately of malfunctioning or inoperative
receivers, or if a simultaneous approach is not desired. Although non−precision minimums may be published,
pilots must only use those procedures specifically authorized by chart note. For example, the chart note “LNA V
NA during simultaneous operations,” requires vertical guidance. When given a choice, pilots should always fly
a precision approach whenever possible.
NOTE−
ATC does not use the word independent or parallel when advertising these operations on the ATIS.
EXAMPLE−
Simultaneous ILS Runway 24 left and ILS Runway 24 right approaches in use.
b. Radar Services. These services are provided for each simultaneous independent approach.
Arrival Procedures5−4−44
2/20/25 AIM
1. During turn on to parallel final approach, aircraft are normally provided 3 miles radar separation or a
minimum of 1,000 feet vertical separation. The assigned altitude must be maintained until intercepting the
glidepath, unless cleared otherwise by ATC. Aircraft will not be vectored to intercept the final approach course
at an angle greater than thirty degrees.
NOTE−
Some simultaneous operations permit the aircraft to track an RNAV course beginning on downwind and continuing in a turn
to intercept the final approach course. In this case, separation with the aircraft on the adjacent final approach course is
provided by the monitor controller with reference to an NTZ.
2. The final monitor controller will have the capability of overriding the tower controller on the tower
frequency.
3. Pilots will be instructed to contact the tower frequency prior to the point where NTZ monitoring begins.
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 cancel
the approach clearance, and issue missed approach or other instructions to the deviating aircraft.
PHRASEOLOGY−
“(Aircraft call sign) YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO THE FINAL APPROACH COURSE,”
or
“(aircraft call sign) TURN (left/right) AND RETURN TO THE FINAL APPROACH 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 (if threatened), will be issued a breakout instruction.
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 NM or less from the runway threshold. Final monitor
controllers will not advise pilots when radar monitoring is terminated.
NOTE−
Simultaneous independent approaches conducted to runways spaced greater than 9,000 feet (or 9,200’ at airports above
5,000’) do not require an NTZ. However, from a pilot’ s perspective, the same alerts relative to deviating aircraft will be
provided by ATC as are provided when an NTZ is being monitored. Pilots may not be aware as to whether or not an NTZ
is being monitored.
Arrival Procedures 5−4−45
AIM 2/20/25
5−4−16. Simultaneous Close Parallel PRM Approaches and Simultaneous Offset Instrument
Approaches (SOIA)
FIG 5−4−23
PRM Approaches
Simultaneous Close Parallel
a. System.
1. PRM is an acronym for the high update rate Precision Runway Monitor surveillance system which is
required to monitor the No Transgression Zone (NTZ) for specific parallel runway separations used to conduct
simultaneous close parallel approaches. PRM is also published in the title as part of the approach name for IAPs
used to conduct Simultaneous Close Parallel approaches. “PRM” alerts pilots that specific airborne equipment,
training, and procedures are applicable.
Because Simultaneous Close Parallel PRM approaches are independent, the NTZ and normal operating zone
(NOZ) airspace between the final approach courses is monitored by two monitor controllers, one for each
approach course. The NTZ monitoring system (final monitor aid) consists of a high resolution ATC radar display
with automated tracking software which provides monitor controllers with aircraft identification, position,
speed, and a ten−second projected position, as well as visual and aural NTZ penetration alerts. A PRM high
update rate surveillance sensor is a component of this system only for specific runway spacing. Additional
procedures for simultaneous independent approaches are described in paragraph 5−4−15, Simultaneous
Independent ILS/RNA V/GLS Approaches.
2. Simultaneous Close Parallel PRM approaches, whether conducted utilizing a high update rate PRM
surveillance sensor or not, must meet all of the following requirements: pilot training,PRM in the approach
title,NTZ monitoring utilizing a final monitor aid, radar display, publication of an AAUP, and use of a secondary
PRM communications frequency. PRM approaches are depicted on a separate IAP titled (Procedure type) PRM
Rwy XXX (Simultaneous Close Parallel or Close Parallel).
Arrival Procedures5−4−46
2/20/25 AIM
NOTE−
ATC does not use the word “independent” when advertising these operations on the ATIS.
EXAMPLE−
Simultaneous ILS PRM Runway 33 left and ILS PRM Runway 33 right approaches in use.
(a) The pilot may request to conduct a different type of PRM approach to the same runway other than
the one that is presently being used; for example, RNA V instead of ILS. However, pilots must always obtain ATC
approval to conduct a different type of approach. Also, in the event of the loss of ground−based NA V AIDS, the
ATIS may advertise other types of PRM approaches to the affected runway or runways.
(b) The Attention All Users Page (AAUP) will address procedures for conducting PRM approaches.
b. Requirements and Procedures. Besides system requirements and pilot procedures as identified in
subparagraph a1 above, all pilots must have completed special training before accepting a clearance to conduct
a PRM approach.
1. Pilot Training Requirement. Pilots must complete special pilot training, as outlined below, before
accepting a clearance for a simultaneous close parallel 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 includes the requirement for pilots
to view the FAA training slide presentation, “Precision Runway Monitor (PRM) Pilot Procedures.” Refer to
https://www.faa.gov/training_testing/training/prm/ or search key words “FAA PRM” for additional information
and to view or download the slide presentation.
(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 AIM. In addition, pilots operating transport category aircraft must view the slide presentation,
“Precision Runway Monitor (PRM) Pilot Procedures.” Refer to https://www.faa.gov/training_testing/training/
prm/ or search key words “FAA PRM” for additional information and to view or download the slide presentation.
(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 training slide presentation, “Precision Runway Monitor (PRM) Pilot
Procedures.” Refer to https://www.faa.gov/training_testing/training/prm/ or search key words “FAA PRM” for
additional information and to view or download the slide presentation.
NOTE−
Depending on weather conditions, traffic volume, and the specific combination of runways being utilized for arrival
operations, a runway may be used for different types of simultaneous operations, including closely spaced dependent or
independent approaches. Use PRM procedures only when the ATIS advertises their use. For other types of simultaneous
approaches, see paragraphs 5−4−14 and 5−4−15.
c. ATC Directed Breakout. An A TC directed “breakout” is defined as a vector off the final approach course
of a threatened aircraft in response to another aircraft penetrating the NTZ.
d. Dual Communications. The aircraft flying the PRM approach must have the capability of enabling the
pilot/s to listen to two communications frequencies simultaneously. To avoid blocked transmissions, each
runway will have two frequencies, a primary and a PRM 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. Select the PRM monitor
frequency audio only 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 the PRM frequency if the tower 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.
e. Radar Services.
1. During turn on to parallel final approach, aircraft will be provided 3 miles radar separation or a minimum
of 1,000 feet vertical separation. The assigned altitude must be maintained until intercepting the
Arrival Procedures 5−4−47
AIM 2/20/25
glideslope/glidepath, 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 as well as transmitting on the PRM frequency.
3. Pilots will be instructed to contact the tower frequency prior to the point where NTZ monitoring begins.
Pilots will begin monitoring the secondary PRM frequency at that time (see Dual VHF Communications
Required below).
4. To ensure separation is maintained, and in order to avoid an imminent situation during PRM approaches,
pilots must immediately comply with monitor controller instructions.
5. Aircraft observed to overshoot the turn 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 cancel
the approach clearance, and issue missed approach or other instructions to the deviating aircraft.
PHRASEOLOGY−
“(Aircraft call sign) YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO THE FINAL APPROACH COURSE,”
or
“(Aircraft call sign) TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.”
6. If a deviating aircraft fails to respond to such instructions or is observed penetrating the NTZ, the aircraft
on the adjacent final approach course (if threatened) will be issued a breakout instruction.
PHRASEOLOGY−
“TRAFFIC ALERT (aircraft call sign) TURN (left/right) IMMEDIATELY HEADING (degrees), (climb/descend) AND
MAINTAIN (altitude).”
7. Radar monitoring will automatically be terminated when visual separation is applied, or the aircraft
reports the approach lights or runway in sight or within 1 NM of the runway threshold. Final monitor controllers
will not advise pilots when radar monitoring is terminated.
f. Attention All Users Page (AAUP). At airports that conduct PRM operations, the AAUP informs pilots
under the “General” section of information relative to all the PRM approaches published at a specific airport,
and this section must be briefed in its entirety. Under the “Runway Specific” section, only items relative to the
runway to be used for landing need be briefed. (See FIG 5−4−24.) A single AAUP is utilized for multiple PRM
approach charts at the same airport, which are listed on the AAUP. The requirement for informing ATC if the
pilot is unable to accept a PRM clearance is also presented. The “General” section of AAUP addresses the
following:
1. Review of the procedure for executing a climbing or descending breakout;
2. Breakout phraseology beginning with the words, “Traffic Alert;”
3. Descending on the glideslope/glidepath meets all crossing restrictions;
4. Briefing the PRM approach also satisfies the non−PRM approach briefing of the same type of approach
to the same runway; and
5. Description of the dual communications procedure.
The “Runway Specific” section of the AAUP addresses those issues which only apply to certain runway ends
that utilize PRM approaches. There may be no Runway Specific procedures, a single item applicable to only one
runway end, or multiple items for a single or multiple runway end/s. Examples of SOIA runway specific
procedures are as follows:
Arrival Procedures5−4−48
2/20/25 AIM
FIG 5−4−24
PRM Attention All Users Page (AAUP)
g. Simultaneous Offset Instrument Approach (SOIA).
1. SOIA is 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 a straight−in PRM approach to one runway, and a PRM
offset approach with glideslope/glidepath to the adjacent runway. In SOIA operations, aircraft are paired, with
the aircraft conducting the straight−in PRM approach always positioned slightly ahead of the aircraft conducting
the offset PRM approach.
2. The straight−in PRM approach plates used in SOIA operations are identical to other straight−in PRM
approach plates, with an additional note, which provides the separation between the two runways used for
Arrival Procedures 5−4−49
AIM 2/20/25
simultaneous SOIA approaches. The offset PRM approach plate displays the required notations for closely
spaced approaches as well as depicts the visual segment of the approach.
3. Controllers monitor the SOIA PRM approaches in exactly the same manner as is done for other PRM
approaches. The procedures and system requirements for SOIA PRM approaches are identical with those used
for simultaneous close parallel PRM approaches until near the offset PRM approach missed approach point
(MAP), where visual acquisition of the straight−in aircraft by the aircraft conducting the offset PRM approach
occurs. Since SOIA PRM approaches are identical to other PRM approaches (except for the visual segment in
the offset approach), an understanding of the procedures for conducting PRM approaches is essential before
conducting a SOIA PRM operation.
4. In SOIA, the approach course separation (instead of the runway separation) meets established close
parallel approach criteria. (See FIG 5−4−25 for the generic SOIA approach geometry.) A visual segment of the
offset PRM approach is established between the offset MAP and the runway threshold. Aircraft transition in
visual conditions from the offset course, beginning at the offset MAP, to align with the runway and can be
stabilized by 500 feet above ground level (AGL) on the extended runway centerline. A cloud ceiling for the
approach is established so that the aircraft conducting the offset approach has nominally at least 30 seconds or
more to acquire the leading straight −in aircraft prior to reaching the offset MAP. If visual acquisition is not
accomplished prior to crossing the offset MAP, a missed approach must be executed.
5. Flight Management System (FMS) coding of the offset RNA V PRM and GLS PRM approaches in a
SOIA operation is different than other RNA V and GLS approach coding in that it does not match the initial missed
approach procedure published on the charted IAP. In the SOIA design of the offset approach, lateral course
guidance terminates at the fictitious threshold point (FTP), which is an extension of the final approach course
beyond the offset MAP to a point near the runway threshold. The FTP is designated in the approach coding as
the MAP so that vertical guidance is available to the pilot to the runway threshold, just as vertical guidance is
provided by the offset LDA glideslope. No matter what type of offset approach is being conducted, reliance on
lateral guidance is discontinued at the charted MAP and replaced by visual maneuvering to accomplish runway
alignment.
(a) As a result of this approach coding, when executing a missed approach at and after passing the charted
offset MAP, a heading must initially be flown (either hand−flown or using autopilot “heading mode”) before
engaging LNA V . If the pilot engages LNA V immediately, the aircraft may continue to track toward the FTP
instead of commencing a turn toward the missed approach holding fix. Notes on the charted IAP and in the AAUP
make specific reference to this procedure.
(b) Some FMSs do not code waypoints inside of the FAF as part of the approach. Therefore, the depicted
MAP on the charted IAP may not be included in the offset approach coding. Pilots utilizing those FMSs may
identify the location of the waypoint by noting its distance from the FTP as published on the charted IAP . In those
same FMSs, the straight−in SOIA approach will not display a waypoint inside the PFAF. The same procedures
may be utilized to identify an uncoded waypoint. In this case, the location is determined by noting its distance
from the runway waypoint or using an authorized distance as published on the charted IAP.
(c) Because the FTP is coded as the MAP, the FMS map display will depict the initial missed approach
course as beginning at the FTP. This depiction does not match the charted initial missed approach procedure on
the IAP. Pilots are reminded that charted IAP guidance is to be followed, not the map display. Once the aircraft
completes the initial turn when commencing a missed approach, the remainder of the procedure coding is
standard and can be utilized as with any other IAP.
Arrival Procedures5−4−50
2/20/25 AIM
FIG 5−4−25
SOIA Approach Geometry
NOTE−
SAP The stabilized approach point is a design point along the extended centerline of the intended land-
ing runway on the glide slope/glide path at 500 feet above the runway threshold elevation. It is
used to verify a sufficient distance is provided for the visual maneuver after the offset course ap-
proach DA to permit the pilots to conform to approved, stabilized approach criteria. The SAP is
not published on the IAP .
Offset The point along the LDA, or other offset course, where the course separation with the adjacent
Course DA ILS, or other straight-in course, reaches the minimum distance permitted to conduct closely
spaced approaches. Typically that minimum distance will be 3,000 feet without the use of high
update radar; with high update radar, course separation of less than 3,000 ft may be used when
validated by a safety study. The altitude of the glide slope/glide path at that point determines the
offset course approach decision altitude and is where the NTZ terminates. Maneuvering inside
the DA is done in visual conditions.
Visual Angle, as determined by the SOIA design tool, formed by the extension of the straight segment
Segment of the calculated flight track (between the offset course MAP/DA and the SAP) and the extended
Angle runway centerline. The size of the angle is dependent on the aircraft approach categories (Cat-
egory D or only selected categories/speeds) that are authorized to use the offset course approach
and the spacing between the runways.
Visibility Distance from the offset course approach DA to runway threshold in statute mile.
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Procedure The aircraft on the offset course approach must see the runway-landing environment and, if ATC
has advised that traffic on the straight-in approach is a factor, the offset course approach aircraft
must visually acquire the straight-in approach aircraft and report it in sight to ATC prior to reach-
ing the DA for the offset course approach.
CC The Clear of Clouds point is the position on the offset final approach course where aircraft
first operate in visual meteorological conditions below the ceiling, when the actual weather
conditions are at, or near, the minimum ceiling for SOIA operations. Ceiling is defined by the
Aeronautical Information Manual.
6. SOIA PRM approaches utilize the same dual communications procedures as do other PRM approaches.
(a) SOIA utilizes the same AAUP format as do other PRM approaches. The minimum weather conditions
that are required are listed. Because of the more complex nature of instructions for conducting SOIA approaches,
the “Runway Specific” items are more numerous and lengthy.
(b) Examples of SOIA offset runway specific notes:
(1) Aircraft must remain on the offset course until passing the offset MAP prior to maneuvering to align
with the centerline of the offset approach runway.
(2) Pilots are authorized to continue past the offset MAP to align with runway centerline when:
[a] the straight−in approach traffic is in sight and is expected to remain in sight,
[b] ATC has been advised that “traffic is in sight.” (ATC is not required to acknowledge this
transmission),
[c] the runway environment is in sight. Otherwise, a missed approach must be executed. Between
the offset MAP and the runway threshold, pilots conducting the offset PRM approach must not pass the
straight−in aircraft and are responsible for separating themselves visually from traffic conducting the straight−in
PRM approach to the adjacent runway, which means maneuvering the aircraft as necessary to avoid that traffic
until landing, and providing wake turbulence avoidance, if applicable. Pilots maintaining visual separation
should advise ATC, as soon as practical, if visual contact with the aircraft conducting the straight −in PRM
approach is lost and execute a missed approach unless otherwise instructed by ATC.
(c) Examples of SOIA straight−in runway specific notes:
(1) To facilitate the offset aircraft in providing wake mitigation, pilots should descend on, not above,
the glideslope/glidepath.
(2) Conducting the straight−in approach, pilots should be aware that the aircraft conducting the offset
approach will be approaching from the right/left rear and will be operating in close proximity to the straight−in
aircraft.
7. Recap.
The following are differences between widely spaced simultaneous approaches (at least 4,300 feet between the
runway centerlines) and Simultaneous PRM close parallel approaches which are of importance to the pilot:
(a) Runway Spacing. Prior to PRM simultaneous close parallel 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 closely spaced
approaches, two aircraft could be alongside each other, navigating on courses that are separated by less than 4,300
feet and as close as 3,000 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
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breakout instructions, the assumption is made 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 (breakout) instruction and maneuver (as instructed by ATC) away from a blundering aircraft.
(b) Communications. Dual VHF communications procedures should be carefully followed. One of the
assumptions made that permits the safe conduct of PR M approaches is that there will be no blocked
communications.
(c) Hand−flown Breakouts. The use of the autopilot is encouraged while flying a 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.
(d) 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 must
advise A TC 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.
5−4−17. 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. These approaches can be identified by the letter “V” in the title; for
example, “ILS V Rwy 17 (CONVERGING)”. 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 approach
capability for 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 use, 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 AR (Authorization Required) Instrument Procedures
a. RNP AR procedures require authorization analogous to the special authorization required for Category II
or III ILS procedures. All operators require specific authorization from the FAA to fly any RNP AR approach
or departure procedure. The FAA issues RNP AR authorization via operations specification (OpSpec),
management specification (MSpec), or letter of authorization (LOA). There are no exceptions. Operators can
find comprehensive information on RNP AR aircraft eligibility, operating procedures, and training requirements
in AC 90−101, Approval Guidance for RNP Procedures with AR.
b. Unique characteristics of RNP AR Operations Approach title. The FAA titles all RNP AR instrument
approach procedures (IAP) as “RNA V (RNP) RWY XX.” Internationally, operators may find RNP AR IAPs
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titled “RNP RWY XX (AR).” All RNP AR procedures will clearly state “Authorization Required” on the
procedure chart.
c. RNP value. RNP AR procedures are characterized by use of a lateral Obstacle Evaluation Area (OEA) equal
to two times the RNP value (2 x RNP) in nautical miles. No secondary lateral OEA or additional buffers are used.
RNP AR procedures require a minimum lateral accuracy value of RNP 0.30. Each published line of minima in
an RNP AR procedure has an associated RNP value that defines the procedure’s lateral performance requirement
in the Final Approach Segment. Each approved RNP AR operator’s FAA−issued authorization will identify a
minimum authorized RNP approach value. This value may vary depending on aircraft configuration or
operational procedures (e.g., use of flight director or autopilot).
d. Radius−to−fix (RF) legs. Many RNP AR IFPs contain RF legs. Aircraft eligibility for RF legs is required
in any authorization for RNP AR operations.
e. Missed Approach RNP value less than 1.00 NM. Some RNP AR IFPs require an RNP lateral accuracy value
of less than 1.00 NM in the missed approach segment. The operator’s FAA−issued RNP AR authorization will
specify whether the operator may fly a missed approach procedure requiring a lateral accuracy value less than
1.00 NM. AC 90−101 identifies specific operating procedures and training requirements applicable to this aspect
of RNP AR procedures.
f. Non−standard speeds or climb gradients. RNP AR approaches may require non−standard approach speeds
and/or missed approach climb gradients. RNP AR approach charts will reflect any non−standard requirements
and pilots must confirm they can meet those requirements before commencing the approach.
g. RNP AR Departure Procedures (RNP AR DP). RNP AR approach authorization is a mandatory prerequisite
for an operator to be eligible to perform RNP AR DPs. RNP AR DPs can utilize a minimum RNP value of RNP
0.30, may include higher than standard climb gradients, and may include RF turns. Close in RF turns associated
with RNP AR DPs may begin as soon as the departure end of the runway (DER). For specific eligibility guidance,
operators should refer to AC 90−101.
FIG 5−4−26
Example of an RNP AR DP
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5−4−19. Side− step Maneuver
a. ATC may authorize a standard instrument approach procedure which serves either one of parallel runways
that are separated by 1,200 feet or less followed by a straight−in landing on the adjacent runway.
b. Aircraft that will execute a side−step maneuver will be cleared for a specified approach procedure and
landing on the adjacent parallel runway. Example, “cleared ILS runway 7 left approach, side−step to runway 7
right.” Pilots are expected to commence the side−step maneuver as soon as possible after the runway or runway
environment is in sight. Compliance with minimum altitudes associated with stepdown fixes is expected even
after the side−step maneuver is initiated.
NOTE−
Side−step minima are flown to a Minimum Descent Altitude (MDA) regardless of the approach authorized.
c. Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than
the precision minimums to the primary runway, but will normally be lower than the published circling
minimums.
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.
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.
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
1. Circling approach protected areas are defined by the tangential connection of arcs drawn from each
runway end (see FIG 5−4−27). Circling approach protected areas developed prior to late 2012 used fixed radius
distances, dependent on aircraft approach category, as shown in the table on page B2 of the U.S. TPP. The
approaches using standard circling approach areas can be identified by the absence of the “negative C” symbol
on the circling line of minima. Circling approach protected areas developed after late 2012 use the radius distance
shown in the table on page B2 of the U.S. TPP, dependent on aircraft approach category, and the altitude of the
circling MDA, which accounts for true airspeed increase with altitude. The approaches using expanded circling
approach areas can be identified by the presence of the “negative C” symbol on the circling line of minima (see
FIG 5−4−28). Because of obstacles near the airport, a portion of the circling area may be restricted by a
procedural note; for example, “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.
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FIG 5−4−27
Final Approach Obstacle Clearance
NOTE−
Circling approach area radii vary according to approach category and MSL circling altitude due to TAS
changes—see FIG 5−4−28.
FIG 5−4−28
Standard and Expanded Circling Approach Radii in the U.S. TPP
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 official weather observation is a ceiling 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
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AIM2/20/251/22/26 AIM
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 5−4−29
Precision Obstacle Free Zone (POFZ)
c. Straight−in Minimums are shown on the IAP when the final approach course is within 30 degrees of the
runway alignment 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 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 in −depth 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 guidance applies to the circling maneuver:
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1. A portion of the circling area may be restricted. The restriction will be described by a chart note with
reference to a direction relative to a runway or runways, and no circling maneuvers may be made in that restricted
area. The restrictions may be applicable only to certain aircraft approach categories, and circling restrictions may
differ between day and night. Pilots must carefully review and comply with circling restrictions during all
circling operations.
2. At towered airports, follow speci fic instruction from the controller during the circling maneuver;
however, an ATC clearance does not negate published circling area restrictions.
3. At non−towered airports, pilots must utilize the turn direction specified by 14 CFR § 91.126(b) unless
a published circling area restriction requires the pilot to make turns in the opposite direction. It may be desirable
to fly over the airport to observe wind and turn indicators and other traffic that may be on the runway or flying
in the vicinity of the airport.
4. Remain vigilant for other traffic and remain within the circling approach maneuvering airspace radius
distance as shown in the table on page B2 of the U.S. TPP. Maneuver to a base or downwind leg, as appropriate,
considering existing weather conditions, VFR traffic flow, altitude to be lost while using normal descent
rates/maneuvers, and any circling restrictions.
REFERENCE−
AC 90−66, Non−Towered Airport Flight Operations.
5. The missed approach point (MAP) varies depending upon the approach flown. For vertically guided
approaches, the MAP is at the decision altitude/decision height. Non−vertically guided and circling procedures
share the same MAP, and the pilot determines this MAP by timing from the final approach fix, by a fix, a
NA V AID, or a waypoint. Circling from a GLS, an ILS without a localizer line of minima, or an RNA V (GPS)
approach without an LNA V line of minima is prohibited.
g. Instrument Approach at a Military Field. When instrument approaches are conducted by civil aircraft
at military airports, they must 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/decision height (DA/DH) 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
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AIM2/20/251/22/26 AIM
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 5−4−30.)
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 5−4−31.)
e. Some locations may have a preplanned alternate missed approach procedure for use in the event the primary
NA V AID 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 NA V AIDs 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 NA V AID 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.
h. A clearance for an instrument approach procedure includes a clearance to fly the published missed
approach procedure, unless otherwise instructed by ATC. The published missed approach procedure provides
obstacle clearance only when the missed approach is conducted on the missed approach segment from or above
the missed approach point, and assumes a climb rate of 200 feet/NM or higher, as published. If the aircraft
initiates a missed approach at a point other than the missed approach point (see paragraph 5−4−5b), from below
MDA or DA (H), or on a circling approach, obstacle clearance is not necessarily provided by following the
published missed approach procedure, nor is separation assured from other air traffic in the vicinity.
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FIG 5−4−30
Circling and Missed Approach Obstruction Clearance Areas
X
X
CLIMBING TURN
CLIMBING TURN
DECISION TO MISS
HERE
DECISION
TO MISS HERE
VOR
VOR
CIRCLING
MANEUVER
(WHEN
CLEARED IN
RIGHT HAND
TRAFFIC
PATTERN)
FIG 5−4−31
Missed Approach
x
CHANUTE
109.2 CNU
090°
1450 1265
1581
1180
1172
Portion of a Published Procedure
Remain within
10 NM
VOR
MISSED APPROACH
Climbing right turn to
2600 direct to VOR2600
236°
056°
2500
5.7 NM
R236
056°
011°191°
In the event a balked (rejected) landing occurs at a position other than the published missed approach point, the
pilot should contact ATC as soon as possible to obtain an amended clearance. If unable to contact ATC for any
reason, the pilot should attempt to re−intercept a published segment of the missed approach and comply with
route and altitude instructions. If unable to contact ATC, and in the pilot’s judgment it is no longer appropriate
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AIM2/20/251/22/26 AIM
to fly the published missed approach procedure, then consider either maintaining visual conditions if practicable
and reattempt a landing, or a circle−climb over the airport. Should a missed approach become necessary when
operating to an airport that is not served by an operating control tower, continuous contact with an air traffic
facility may not be possible. In this case, the pilot should execute the appropriate go−around/missed approach
procedure without delay and contact ATC when able to do so.
Prior to initiating an instrument approach procedure, the pilot should assess the actions to be taken in the event
of a balked (rejected) landing beyond the missed approach point or below the MDA or DA (H) considering the
anticipated weather conditions and available aircraft performance. 14 CFR 91.175(e) authorizes the pilot to fly
an appropriate missed approach procedure that ensures obstruction clearance, but it does not necessarily consider
separation from other air traffic. The pilot must consider other factors such as the aircraft’s geographical location
with respect to the prescribed missed approach point, direction of flight, and/or minimum turning altitudes in
the prescribed missed approach procedure. The pilot must also consider aircraft performance, visual climb
restrictions, charted obstacles, published obstacle departure procedure, takeoff visual climb requirements as
expressed by nonstandard takeoff minima, other traffic expected to be in the vicinity, or other factors not
specifically expressed by the approach procedures.
5−4−22. Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches
a. Introduction. During an instrument approach, an EFVS can enable a pilot to see the approach lights, visual
references associated with the runway environment, and other objects or features that might not be visible using
natural vision alone. An EFVS uses a head−up display (HUD), or an equivalent display that is a head −up
presentation, to combine flight information, flight symbology, navigation guidance, and a real−time image of
the external scene to the pilot. Combining the flight information, navigation guidance, and sensor imagery on
a HUD (or equivalent display) allows the pilot to continue looking forward along the flightpath throughout the
entire approach, landing, and rollout.
An EFVS operation is an operation in which visibility conditions require an EFVS to be used in lieu of natural
vision to perform an approach or landing, determine enhanced flight visibility, identify required visual
references, or conduct a rollout. There are two types of EFVS operations:
1. EFVS operations to touchdown and rollout.
2. EFVS operations to 100 feet above the touchdown zone elevation (TDZE).
b. EFVS Operations to Touchdown and Rollout. An EFVS operation to touchdown and rollout is an
operation in which the pilot uses the enhanced vision imagery provided by an EFVS in lieu of natural vision to
descend below DA or DH to touchdown and rollout. (See FIG 5−4−32.) These operations may be conducted only
on Standard Instrument Approach Procedures (SIAP) or special IAPs that have a DA or DH (for example,
precision or APV approach). An EFVS operation to touchdown and rollout may not be conducted on an approach
that has circling minimums. The regulations for EFVS operations to touchdown and rollout can be found in
14 CFR § 91.176(a).
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FIG 5−4−32
EFVS Operation to Touchdown and Rollout
c. EFVS Operations to 100 Feet Above the TDZE. An EFVS operation to 100 feet above the TDZE is an
operation in which the pilot uses the enhanced vision imagery provided by an EFVS in lieu of natural vision to
descend below DA/DH or MDA down to 100 feet above the TDZE. (See FIG 5−4−33.) To continue the approach
below 100 feet above the TDZE, a pilot must have sufficient flight visibility to identify the required visual
references using natural vision and must continue to use the EFVS to ensure the enhanced flight visibility meets
the visibility requirements of the IAP being flown. These operations may be conducted on SIAPs or special IAPs
that have a DA/DH or MDA. An EFVS operation to 100 feet above the TDZE may not be conducted on an
approach that has circling minimums. The regulations for EFVS operations to 100 feet above the TDZE can be
found in 14 CFR § 91.176(b).
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FIG 5−4−33
EFVS Operation to 100 ft Above the TDZE
d. EFVS Equipment Requirements. An EFVS that is installed on a U.S.−registered aircraft and is used to
conduct EFVS operations must conform to an FAA−type design approval (i.e., a type certificate (TC), amended
TC, or supplemental type certificate (STC)). A foreign−registered aircraft used to conduct EFVS operations that
does not have an FAA−type design approval must be equipped with an EFVS that has been approved by either
the State of the Operator or the State of Registry to meet the requirements of ICAO Annex 6. Equipment
requirements for an EFVS operation to touchdown and rollout can be found in 14 CFR § 91.176(a)(1), and the
equipment requirements for an EFVS operation to 100 feet above the TDZE can be found in
14 CFR § 91.176(b)(1). An operator can determine the eligibility of their aircraft to conduct EFVS operations
by referring to the Airplane Flight Manual, Airplane Flight Manual Supplement, Rotorcraft Flight Manual, or
Rotorcraft Flight Manual Supplement as applicable.
e. Operating Requirements. Any operator who conducts EFVS operations to touchdown and rollout
(14 CFR § 91.176(a)) must have an OpSpec, MSpec, or LOA that specifically authorizes those operations. Parts
91K, 121, 125, 129, and 135 operators who conduct EFVS operations to 100 feet above the TDZE
(14 CFR § 91.176(b))must have an OpSpec, MSpec, or LOA that specifically authorizes the operation. Part 91
operators (other than 91K operators) are not required to have an LOA to conduct EFVS operations to 100 feet
above the TDZE in the United States. However, an optional LOA is available to facilitate operational approval
from foreign Civil Aviation Authorities (CAA). To conduct an EFVS operation to touchdown and rollout during
an authorized Category II or III operation, the operator must have:
1. An OpSpec, MSpec, or LOA authorizing EFVS operations to touchdown and rollout
(14 CFR § 91.176(a)); and
2. An OpSpec, MSpec, or LOA authorizing Category II or Category III operations.
f. EFVS Operations in Rotorcraft. Currently, EFVS operations in rotorcraft can only be conducted on IAPs
that are flown to a runway. Instrument approach criteria, procedures, and appropriate visual references have not
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yet been developed for straight −in landing operations below DA/DH or MDA under IFR to heliports or
platforms. An EFVS cannot be used in lieu of natural vision to descend below published minimums on copter
approaches to a point in space (PinS) followed by a “proceed visual flight rules (VFR)” visual segment, or on
approaches designed to a specific landing site using a “proceed visually” visual segment.
g. EFVS Pilot Requirements. A pilot who conducts EFVS operations must receive ground and flight training
specific to the EFVS operation to be conducted. The training must be obtained from an authorized training
provider under a training program approved by the FAA. Additionally, recent flight experience and proficiency
or competency check requirements apply to EFVS operations. These requirements are addressed in 14 CFR
§§ 61.66, 91.1065, 121.441, Appendix F to part 121, 125.287, and 135.293.
h. Enhanced Flight Visibility and Visual Reference Requirements. To descend below DA/DH or MDA
during EFVS operations under 14 CFR § 91.176(a) or (b), a pilot must make a determination that the enhanced
flight visibility observed by using an EFVS is not less than what is prescribed by the IAP being flown. In addition,
the visual references required in 14 CFR § 91.176(a) or (b) must be distinctly visible and identifiable to the pilot
using the EFVS. The determination of enhanced flight visibility is a separate action from that of identifying
required visual references, and is different from ground−reported visibility. Even though the reported visibility
or the visibility observed using natural vision may be less, as long as the EFVS provides the required enhanced
flight visibility and a pilot meets all of the other requirements, the pilot can continue descending below DA/DH
or MDA using the EFVS. Suitable enhanced flight visibility is necessary to ensure the aircraft is in a position
to continue the approach and land. It is important to understand that using an EFVS does not result in obtaining
lower minima with respect to the visibility or the DA/DH or MDA specified in the IAP. An EFVS simply provides
another means of operating in the visual segment of an IAP. The DA/DH or MDA and the visibility value
specified in the IAP to be flown do not change.
i. Flight Planning and Beginning or Continuing an Approach Under IFR. A part 121, 125, or 135
operator’s OpSpec or LOA for EFVS operations may authorize an EFVS operational credit dispatching or
releasing a flight and for beginning or continuing an instrument approach procedure. When a pilot reaches
DA/DH or MDA, the pilot conducts the EFVS operation in accordance with 14 CFR § 91.176(a) or (b) and their
authorization to conduct EFVS operations.
j. Missed Approach Considerations. In order to conduct an EFVS operation, the EFVS must be operable.
In the event of a failure of any required component of an EFVS at any point in the approach to touchdown, a
missed approach is required. However, this provision does not preclude a pilot’s authority to continue an
approach if continuation of an approach is considered by the pilot to be a safer course of action.
k. Light Emitting Diode (LED) Airport Lighting Impact on EFVS Operations. Incandescent lamps are
being replaced with LEDs at some airports in threshold lights, taxiway edge lights, taxiway centerline lights, low
intensity runway edge lights, wind cone lights, beacons, and some obstruction lighting. Additionally, there are
plans to replace incandescent lamps with LEDs in approach lighting systems. Pilots should be aware that LED
lights cannot be sensed by infrared−based EFVSs. Airports with LED approach lights will be identified in the
Airport Remarks paragraph of the Charting Supplement with the remarks: “Pilots conducting EFVS ops; be
aware LED ALS in use.” More information may be found at the FAA Flight Standards EFVS webpage at
https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/efvs.
l. Other Vision Systems. Unlike an EFVS that meets the equipment requirements of 14 CFR § 91.176, a
Synthetic Vision System (SVS) or Synthetic Vision Guidance System (SVGS) does not provide a real −time
sensor image of the outside scene and also does not meet the equipment requirements for EFVS operations. A
pilot cannot use a synthetic vision image on a head−up or a head−down display in lieu of natural vision to descend
below DA/DH or MDA. An EFVS can, however, be integrated with an SVS, also known as a Combined Vision
System (CVS). A CVS can be used to conduct EFVS operations if all of the requirements for an EFVS are
satisfied and the SVS image does not interfere with the pilot’s ability to see the external scene, to identify the
required visual references, or to see the sensor image.
m. Additional Information. Operational criteria for EFVS can be found in Advisory Circular (AC) 90−106,
Enhanced Flight Vision System Operations, and airworthiness criteria for EFVS can be found in AC 20−167,
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Airworthiness Approval of Enhanced Vision System, Synthetic Vision System, Combined Vision System, and
Enhanced Flight Vision System Equipment.
5−4−23. 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 of 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. When conducting visual approaches, pilots are
encouraged to use other available navigational aids to assist in positive lateral and vertical alignment with the
runway.
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. A TC 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.
1. When operating to parallel runways separated by less than 2,500 feet, ATC will ensure approved
separation is provided unless the succeeding aircraft reports sighting the preceding aircraft to the adjacent
parallel and visual separation is applied.
2. When operating to parallel runways separated by at least 2,500 feet but less than 4,300 feet, ATC will
ensure approved separation is provided until the aircraft are issued an approach clearance and one pilot has
acknowledged receipt of a visual approach clearance, and the other pilot has acknowledged receipt of a visual
or instrument approach clearance, and aircraft are established on a heading or established on a direct course to
a fix or cleared on an RNA V/instrument approach procedure which will intercept the extended centerline of the
runway at an angle not greater than 30 degrees.
3. When operating to parallel runways separated by 4,300 feet or more, ATC will ensure approved
separation is provided until one of the aircraft has been issued and the pilot has acknowledged receipt of the visual
approach clearance, and each aircraft is assigned a heading, or established on a direct course to a fix, or cleared
on an RNA V/instrument approach procedure which will allow the aircraft to intercept the extended centerline
of the runway at an angle not greater than 30 degrees.
NOTE−
The intent 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.
d. Clearance for Visual Approach. At locations with an operating control tower, ATC will issue approach
clearances that will include an assigned runway. At locations without an operating control tower or where a
part−time tower is closed, ATC will issue a visual approach clearance to the airport only.
e. 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.
f. 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 clearance or instruction by
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the tower to enter the traffic pattern for landing or proceed as otherwise instructed. In either case, the pilot is
responsible to maintain terrain and obstruction avoidance until reaching an ATC assigned altitude if issued, and
ATC will provide approved separation or visual separation from other IFR aircraft. 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.
g. 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.
h. Authorization to conduct a visual approach is an IFR authorization and does not alter IFR flight plan
cancellation responsibility.
REFERENCE−
AIM, Para 5−1−15, Canceling IFR Flight Plan.
i. Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to
change to advisory frequency.
5−4−24. 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 NA V AID 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.
l. When conducting visual approaches, pilots are encouraged to use other available navigational aids to assist
in positive lateral and vertical alignment with the assigned runway.
5−4−25. 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.
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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.
5−4−26. Landing Priority
A clearance for a specific type of approach (ILS, RNA V , GLS, ADF, VOR or Visual 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.
5−4−27. 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 canceled when the aircraft reaches the initial point on the initial approach portion of the maneuver. (See
FIG 5−4−34.) 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−
P ATTERN ALTITUDE (altitude). RIGHT TURNS.
2. Request for a report on initial approach.
PHRASEOLOGY−
REPORT INITIAL.
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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.
FIG 5−4−34
Overhead Maneuver
INITIAL APPROACHINITIAL APPROACH
3 - 5 NM180° TURN
X
X
ROLL OUTROLL OUT
BREAK POINTBREAK POINT
180° TURN
X
INITIAL POINTINITIAL POINT
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