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less than 141 knots.
11.1.1.4 Category D: Speed 141 knots or more but
less than 166 knots.
11.1.1.5 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.
11.2 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.
ENR 1.5−16 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.5−10
Final Approach Obstacle Clearance
CIRCLING APPROACH AREA RADII
CIRCLING APPROACH AREA
RADI (r) DEFINING SIZE
OF AREAS, VARY WITH THE
APPROACH CATEGORY
r
r
r
r
r
ABCDE
1.3
1.5
1.7
2.3
4.5
Approach Category Radius (Miles)
11.3 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.
11.3.1 Circling approach protected areas are defined
by the tangential connection of arcs drawn from each
runway end. The arc radii distance differs by aircraft
approach category (see FIG ENR 1.5−10). Because
of obstacles near the airport, a portion of the circling
area may be restricted by a procedural note: e.g.,
“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 26, Missed
Approach, for additional considerations when
starting a missed approach at other than the MAP.
31 JULY 08
AIP ENR 1.5−17
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5−11
Precision Obstacle Free Zone (POFZ)
NOTE−
The target date for mandatory POFZ compliance from every airport nationally is January 1, 2007.
11.3.2Precision 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 reported ceiling
is 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 clear, the MINIMUM authorized height
above touchdown (HAT) and visibility is 250feet 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.
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