FIG ENR 1.5.10
9.2.3 RNP Parallel Approach Runway Transi-tions (RPAT) Operations. RPAT approaches begin as a parallel IFR approach operation using simultaneous independent or dependent procedures. (See FIG ENR 1.5.11). Visual separation standards are used in the final segment of the approach after the final approach fix, to permit the RPAT aircraft to transition in visual conditions along a predefined lateral and vertical path to align with the runway centerline.
FIG ENR 1.5.11
9.2.4 RNP Converging Runway Operations. At airports where runways converge, but may or may not intersect, an RNP SAAAR approach can provide a precise curved missed approach path that conforms to aircraft separation minimums for simultaneous operations (See FIG ENR 1.5.12). By flying this curved missed approach path with high accuracy and containment provided by RNP, dual runway operations may continue to be used to lower ceiling and visibility values than currently available. This type of operation allows greater capacity at airports where it can be applied.
FIG ENR 1.5.12
10. Side.step Maneuver
10.1 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.
10.2 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.stepminima are flown to a Minimum Descent Altitude (MDA) regardless of the approach authorized.
Federal Aviation Administration Twentieth Edition
10.3
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.
11.
Approach and Landing Minimums
11.1 Landing Minimums. The rules applicable to landing minimums are contained in 14 CFR Section 91.175. TBL ENR 1.5.2 may be used to convert RVR to ground or flight visibility. For converting RVR values that fall between listed values, use the next higher RVR value; do not interpolate. For example, when converting 1800 RVR, use 2400 RVR with the resultant visibility of 1/2 mile.
TBL ENR 1.5.2
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
11.1.1 Aircraft approach category means a grouping of aircraft based on a speed of VREF, if specified, or if VREF is not specified, 1.3 VSO at the maximum certified landing weight. VREF, VSO, and the maximum certified landing weight are those values as established for the aircraft by the certification authority of the country of registry. A pilot must use the minima corresponding to the category determined during certification or higher. Helicopters may use Category A minima. If it is necessary to operate at a speed in excess of the upper limit of the speed range for an aircraft’s category, the minimums for the higher category must be used. For example, an airplane which fits into Category B, but is circling to land at a speed of 145 knots, must use the approach Category D minimums. As an additional example, a Category A airplane (or helicopter) which is operating at 130 knots on a straight.in approach must use the approach Category C minimums. See the following category limits:
11.1.1.1 Category A: Speed less than 91 knots.
11.1.1.2 Category B: Speed 91 knots or more but less than 121 knots.
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