operating at 130 knots on a straight-in approach
should use the approach Category C minimums.
c. A pilot who chooses an alternative method
when it is necessary to maneuver at a speed that
exceeds the category speed limit (for example, where
higher category minimums are not published) should
consider the following factors that can significantly
affect the actual ground track flown:
1. Bank angle. For example, at 165 knots
groundspeed, the radius of turn increases from
4,194 feet using 30 degrees of bank to 6,654 feet
when using 20 degrees of bank. When using a
shallower bank angle, it may be necessary to modify
the flightpath or indicated airspeed to remain within
the circling approach protected area. Pilots should be
aware that excessive bank angle can lead to a loss of
aircraft control.
2. Indicated airspeed. Procedure design criteria
typically utilize the highest speed for a particular
category. If a pilot chooses to operate at a higher
speed, other factors should be modified to ensure that
the aircraft remains within the circling approach
protected area.
3. Wind speed and direction. For example, it is
not uncommon to maneuver the aircraft to a
downwind leg where the groundspeed will be
considerably higher than the indicated airspeed.
Pilots must carefully plan the initiation of all turns to
ensure that the aircraft remains within the circling
approach protected area.
4. Pilot technique. Pilots frequently have many
options with regard to flightpath when conducting
circling approaches. Sound planning and judgment
are vital to proper execution. The lateral and vertical
path to be flown should be carefully considered using
current weather and terrain information to ensure that
the aircraft remains within the circling approach
protected area.
d. It is important to remember that 14 CFR
Section 91.175(c) requires that "where a DA/DH or
MDA is applicable, no pilot may operate an aircraft
below the authorized MDA or continue an approach
below the authorized DA/DH unless the aircraft is
continuously in a position from which a descent to a
landing on the intended runway can be made at a
normal rate of descent using normal maneuvers, and
for operations conducted under Part 121 or Part 135
unless that descent rate will allow touchdown to

Arrival Procedures

occur within the touchdown zone of the runway of
intended landing."
e. 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 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.

f. When operating on an unpublished route or
while being radar vectored, the pilot, when an
approach clearance is received, must, in addition to
complying with the minimum altitudes for IFR
operations (14 CFR Section 91.177), maintain the
last assigned altitude unless a different altitude is
assigned by ATC, or until the aircraft is established on
a segment of a published route or IAP. After the
aircraft is so established, published altitudes apply to
descent within each succeeding route or approach
segment unless a different altitude is assigned by
ATC. Notwithstanding this pilot responsibility, for
aircraft operating on unpublished routes or while
being radar vectored, ATC will, except when
conducting a radar approach, issue an IFR approach
clearance only after the aircraft is established on a
segment of a published route or IAP, or assign an
altitude to maintain until the aircraft is established on
a segment of a published route or instrument
approach procedure. For this purpose, the procedure
turn of a published IAP must not be considered a
segment of that IAP until the aircraft reaches the
initial fix or navigation facility upon which the
procedure turn is predicated.
EXAMPLE-
Cross Redding VOR at or above five thousand, cleared
VOR runway three four approach.
or

5-4-29