Aeronautical Information Manual (AIM)

AIM

4/3/14

5−4−51

Arrival Procedures

−

19. Side

−

step Maneuver

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.

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

−step minima are flown to a Minimum Descent

Altitude (MDA) regardless of the approach authorized.

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.

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20. Approach and Landing Minimums

a. Landing Minimums.

The rules applicable to

landing minimums are contained in 14 CFR

Section 91.175. TBL 5−4−1 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

mile.

b. 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.

TBL 5

−4−1

RVR Value Conversions

RVR

Visibility

(statute miles)

1600

2400

3200

4000

4500

5000

6000

Circling approach protected areas are defined

by the tangential connection of arcs drawn from each

runway end (see FIG 5−4−27). Circling approach

protected areas developed prior to late 2012 used

fixed radius distances, dependent on aircraft

approach category, as shown in the table on page B2

of the U.S. TPP. The approaches using standard

circling approach areas can be identified by the

absence of the “negative C” symbol on the circling

line of minima. Circling approach protected areas

developed after late 2012 use the radius distance

shown in the table on page B2 of the U.S. TPP,

dependent on aircraft approach category, and the

altitude of the circling MDA, which accounts for true

airspeed increase with altitude. The approaches using

expanded circling approach areas can be identified by

the presence of the “negative C” symbol on the

circling line of minima (see FIG 5−4−28). Because of

obstacles near the airport, a portion of the circling

area may be restricted by a procedural note; for

example, “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 5−4−21, Missed Approach, for

additional considerations when starting a missed

approach at other than the MAP.