7110.65R

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 FAF 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 frequently 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 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 ATC 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."

f. 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 RNAV approach
with an RF leg. Requirements for RF legs will be

5-4-28

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.)

g. 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 minimssociated 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

Arrival Procedures