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to make. Flight crews must have an approved
method of complying with the approach and landing
performance criteria in the applicable regulations
prior to departing for their intended destination.
The primary source of information for performance
calculations for all operators, including Part 91, is the
approved Aircraft Flight Manual (AFM) or Pilot’s
Operating Handbook (POH) for the make and model
of aircraft that is being operated. It is required to
contain the manufacturer determined performance
capabilities of the aircraft at each weight, altitude,
and ambient temperature that are within the airplane’s listed limitations. Typically, the AFM
for a large turbine powered airplane should contain
information that allows flight crews to determine
that the airplane will be capable of performing
the following actions, considering the airplane’s
landing weight and other pertinent environmental
factors:
• Land within the distance required by the regulations.
• Climb from the missed approach point (MAP)
and maintain a specified climb gradient with one
engine inoperative.
• Perform a go-around from the final stage of
landing and maintain a specified climb gradient with all engines operating and the airplane
in the landing configuration.
Many airplanes have more than one allowable flap
configuration for normal landing. Often, a reduced
flap setting for landing will allow the airplane to
operate at a higher landing weight into a field that
has restrictive obstacles in the missed approach or
rejected landing climb path. On these occasions, the
full-flap landing speed may not allow the airplane
enough energy to successfully complete a go-around
and avoid any high terrain that might exist on the
climb out. Therefore, all-engine and engine-out
missed approaches, as well as rejected landings,
must be taken into consideration in compliance with
the regulations. [Figure 5-2]
Flaps 30° Approach
Flaps 17° Approach
Climb Performance not Adequate
for Terrain
Missed approach with full landing flaps,
lowest approach speed, but poor
performance in missed approach climb.
Missed approach with lower flap setting,
higher approach speed, and improved
climb performance.
Figure 5-2. Reduced Flap Settings Effect on Go-Around.
5-7
APPROACH SPEED AND CATEGORY
Two other critical performance factors that should be
considered during the planning phase of an instrument
approach are aircraft approach category and planned
approach speed. According to the December 26, 2002
amendment of Part 97.3 (b), aircraft approach category means a grouping of aircraft based on reference
landing speed (V REF ), if specified, or if V REF is not
specified, 1.3 V S0 (the stalling speed or minimum
steady flight speed in the landing configuration) at the
maximum certificated landing weight. V REF refers to
the speed used in establishing the approved landing distance under the airworthiness regulations constituting
the type certification basis of the airplane, regardless of
whether that speed for a particular airplane is 1.3 V SO ,
1.23 V SR , or some higher speed required for airplane
controllability such as when operating with a failed
engine. The categories are as follows:
• Category A: Speed less than 91 knots.
• Category B: Speed 91 knots or more but less than
121 knots.
• Category C: Speed 121 knots or more but less
than 141 knots.
• Category D: Speed 141 knots or more but less
than 166 knots.
• Category E: Speed 166 knots or more.
• NOTE: Helicopter pilots may use the Category A
line of minimums provided the helicopter is operated at Category A airspeeds.
An airplane is certified in only one approach category, and
although a faster approach may require higher category
minimums to be used, an airplane cannot be flown to the
minimums of a slower approach category. The certified
approach category is permanent, and independent of the
changing conditions of day-to-day operations. From a
TERPS viewpoint, the importance of a pilot not operating
an airplane at a category line of minimums lower than the
airplane is certified for is primarily the margin of protection provided for containment of the airplane within the
procedure design for a slower airplane. This includes
height loss at the decision altitude, missed approach climb
surface, and turn containment in the missed approach at
the higher category speeds. Pilots are responsible for
determining if a higher approach category applies. If a
faster approach speed is used that places the aircraft in a
　
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