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approach. The symbol indicates that NOTAMs or
Air Traffic advisories are not provided for outages
which occur in the WAAS LNAV/VNAV or LPV
vertical service. Use LNAV minima for flight
planning at these locations, whether as a destination
or alternate. For flight operations at these locations,
when the WAAS avionics indicate that LNAV/VNAV
or LPV service is available, then vertical guidance
may be used to complete the approach using the
displayed level of service. Should an outage occur
during the procedure, reversion to LNAV minima
may be required. As the WAAS coverage is
expanded, the will be removed.
8/5/04 AIM
Arrival Procedures 5−4−23
5−4−6. Approach Clearance
a. An aircraft which has been cleared to a holding
fix and subsequently “cleared . . . approach” has not
received new routing. Even though clearance for the
approach may have been issued prior to the aircraft
reaching the holding fix, ATC would expect the pilot
to proceed via the holding fix (his/her last assigned
route), and the feeder route associated with that fix (if
a feeder route is published on the approach chart) to
the initial approach fix (IAF) to commence the
approach. WHEN CLEARED FOR THE APPROACH,
THE PUBLISHED OFF AIRWAY (FEEDER)
ROUTES THAT LEAD FROM THE EN ROUTE
STRUCTURE TO THE IAF ARE PART OF THE
APPROACH CLEARANCE.
b. If a feeder route to an IAF begins at a fix located
along the route of flight prior to reaching the holding
fix, and clearance for an approach is issued, a pilot
should commence the approach via the published
feeder route; i.e., the aircraft would not be expected
to overfly the feeder route and return to it. The pilot
is expected to commence the approach in a similar
manner at the IAF, if the IAF for the procedure is
located along the route of flight to the holding fix.
c. If a route of flight directly to the initial approach
fix is desired, it should be so stated by the controller
with phraseology to include the words “direct . . . ,”
“proceed direct” or a similar phrase which the pilot
can interpret without question. When uncertain of the
clearance, immediately query ATC as to what route of
flight is desired.
d. The name of an instrument approach, as
published, is used to identify the approach, even
though a component of the approach aid, such as the
glideslope on an Instrument Landing System, is
inoperative or unreliable. The controller will use the
name of the approach as published, but must advise
the aircraft at the time an approach clearance is issued
that the inoperative or unreliable approach aid
component is unusable.
5−4−7. Instrument Approach Procedures
a. Aircraft approach category means a grouping of
aircraft based on a speed of VREF, if specified, or if
VREF not specified, 1.3 VSO at the maximum
certificated landing weight. VREF, VSO, and the
maximum certificated landing weight are those
values as established for the aircraft by the
certification authority of the country of registry.
Helicopters are Category A aircraft. An aircraft shall
fit in only one category. However, 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 category for that speed shall be used. For
example, an airplane which fits into Category B, but
is circling to land at a speed of 145 knots, shall 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
shall use the approach Category C minimums. See the
following category limits:
1. Category A: Speed less than 91 knots.
2. Category B: Speed 91 knots or more but less
than 121 knots.
3. Category C: Speed 121 knots or more but
less than 141 knots.
4. Category D: Speed 141 knots or more but
less than 166 knots.
5. Category E: Speed 166 knots or more.
NOTE−
VREF is the reference landing approach speed, usually
about 1.3 times VSO plus 50 percent of the wind gust speed
in excess of the mean wind speed (See 14 CFR
Section 23.73). VSO is the stalling speed or the minimum
steady flight speed in the landing configuration at
maximum weight (See 14 CFR Section 23.49).
b. When operating on an unpublished route or
while being radar vectored, the pilot, when an
approach clearance is received, shall, in addition to
complying with the minimum altitudes for IFR
operations (14 CFR Section 91.177), maintain the
　
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