top of page

Approach Categories: The Speed Rules That Quietly Set Your IFR Minima

On every instrument approach plate, there’s a tiny line of text that has a big say in how your approach should be flown: aircraft approach category.


Approach categories aren’t about how “big” your airplane is. They’re about how fast you’re expected to be at the threshold—and that speed drives everything from minimums to circling protected airspace to how much room you have to maneuver if you’re not lined up perfectly.


If you’ve ever wondered why one category gets significantly higher circling minima than another, or whether you “become” a higher category on a gusty day, this is for you.



Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >


What an approach category is

An aircraft’s approach category is based on VREF—the reference landing speed—defined as:

  • VREF = 1.3 × VS0 (stall speed in the landing configuration)(or the manufacturer’s published VREF if provided).


Then you’re grouped into a category based on that speed.


Here are the standard category ranges:

  • Category A: less than 91 knots

  • Category B: 91–120 knots

  • Category C: 121–140 knots

  • Category D: 141–165 knots

  • Category E: 166 knots or more


That’s it: speed at the threshold is the core idea.


Where categories show up on an approach plate

You’ll run into categories in a few common places:


1) Minimums lines

Most plates list minimums by category (A/B/C/D, sometimes E). Example: circling minima might be different for A vs B, even on the same approach.


2) Circling approach guidance

Circling protected airspace gets larger as category increases, which usually means higher minima and different distance/radius assumptions.


3) Straight-in landing minima

Even straight-in minima can differ by category on some procedures, but the most noticeable differences are usually in circling and vis requirements.


The key practical question: Which category do you use today?

It’s tempting to think, “My airplane is a Category A airplane.” Sometimes that’s true, but the correct approach is:


Your category is based on your planned VREF (threshold speed) for that approach.

That means your category can change if:

  • You’re heavier

  • You’re carrying ice

  • You’re flying a no-flap landing

  • You need an abnormal configuration that increases stall speed

  • Your published/manufacturer VREF is higher than usual


In normal ops, many trainers are solidly A. A lot of common GA singles and some light twins drift into B depending on weight and configuration.


“But I’m fast today”: when speed pushes you into the next category

A big real-world confusion: gust factors and speed additives.


If you fly the approach at VREF+10 for gusts, did you just “become” the next category?


Here’s the practical way to think about it:

  • Categories are based on VREF, not the temporary additive you carry for gusts.

  • But… the procedure’s maneuvering assumptions (especially circling) are based on typical speeds for that category.

  • If you’re consistently flying the approach and maneuvering at speeds more typical of a higher category, you should use the higher category minimums and protected area assumptions.


A good pilot rule:

  • If your stabilized target speed on final (or your circling speed) is pushing into the next category’s range, treat the flight like that higher category for minimums—especially for circling.


This is most relevant for:

  • Circling approaches

  • Tight maneuvering near terrain/obstacles

  • Strong/gusty winds where you’ll be fast and wide


Why categories matter most for circling

Straight-in approaches are typically aligned and “railroad track” predictable. Circling is where categories really earn their paycheck.


Circling protected airspace

Circling minima assume you might:

  • Break out, remain clear of clouds

  • Maneuver visually to align with another runway

  • Stay within a protected area designed around your category’s speed and turn performance


Higher category = higher expected speed = wider turns = bigger protected area.

That’s why Category B circling minima can be noticeably higher than Category A, and Category C/D can jump a lot.


Practical cockpit takeaway

If you’re circling and it feels tight—even if the weather is legal—go missed early. Approach category rules are built around assumptions, not guarantees, and real-world winds/visibility/lighting can make “legal” feel very not-okay.


Categories also affect visibility minimums

Often you’ll see:

  • Cat A might get 1 mile

  • Cat B might get 1 1/2

  • Cat C might get 2

  • etc.


That’s not random. It’s tied to:

  • How quickly you cover ground

  • How much time you have to identify runway environment, align, descend, and land

  • The maneuvering room you need to stay safe


More speed = less time = more visibility required.


Common pilot mistakes with approach categories

Mistake #1: Treating category like a fixed airplane label

It’s usually fixed, until it isn’t. Abnormals (no flaps, ice, heavy weight) can legitimately push you up.


Mistake #2: Circling at “whatever feels good”

Circling should be flown at a deliberate, briefed speed. If you circle fast, you widen the pattern and can exceed what the protected area assumes.


Mistake #3: Forgetting that faster = higher workload

Being a category higher doesn’t just change minimums—it changes how tight your margins are in visibility, winds, and maneuvering.


Mistake #4: Planning Cat A mins, then flying Cat B speeds

This is especially common in faster singles: you brief Cat A circling, then stay a bit hot, overshoot, widen, and suddenly the approach feels “sketchy.”


A simple way to brief categories like a pro

Try adding one line to your approach brief:

  1. “We’re flying this as Category ___ based on planned VREF.”

  2. “If we end up fast (gusts/no-flap/ice), we’ll bump to Category ___ minimums.”

  3. “If circling, we’ll cap speed at ___ and keep the pattern tight/inside.”


That 10-second habit prevents most category-related surprises.


Bottom line

Approach categories are the quiet framework behind instrument approach plates:

  • They set your minimums (especially circling)

  • They shape assumptions about maneuvering space

  • They force you to be honest about speed control and stability


If you treat category selection as part of your approach planning—not just a line on the chart—you’ll make better go/no-go decisions and you’ll feel less “behind” the airplane when conditions are near minimums.



Study Full Aviation Courses:

wifiCFI's full suite of aviation courses has everything you need to go from brand new to flight instructor and airline pilot! Check out any of the courses below for free:


Study Courses:


Checkride Lesson Plans:


Teaching Courses:



 
 
bottom of page