Aircraft approach categories A–E explained: see their speed bands, which ILS minima apply, and why they do not set your final approach speed.
Aircraft approach categories A–E group aeroplanes by a certified reference approach speed at maximum certificated landing weight. They do not prescribe the speed flown on an ILS. Instead, the category determines procedure design and the charted minima and protection to use; actual ILS speed comes from VREF or VAPP, configuration, weight and wind additives.
In Aviation & Real-World Flying, the key distinction is between an aeroplane’s certified category and its target speed on a particular approach. The category protects the procedure; it is not an instruction to fly the localiser at the top or bottom of a speed band.
What are aircraft approach categories A–E?
Aircraft approach categories are speed-based procedure-design groups, not labels for light aircraft, turboprops or jets. Under FAA rules, the category is based on VREF, when specified, or 1.3 VSO at maximum certificated landing weight.
| Category | Reference approach speed |
|---|---|
| A | Less than 91 kt |
| B | 91 kt to less than 121 kt |
| C | 121 kt to less than 141 kt |
| D | 141 kt to less than 166 kt |
| E | 166 kt or more |
ICAO uses the term Vat, derived from the landing-configuration reference or stall speed at maximum certificated landing mass. Its A–E bands are broadly aligned with those above, although ICAO procedure criteria also specify category-dependent maximum speeds for individual approach segments; Category E design tables normally extend to 210 kt.
Use the category stated or derived from the approved flight manual, POH or operator documentation. Do not use GPS groundspeed, and do not downgrade the aeroplane merely because its actual landing weight produces a lower speed that day.
Does the category set the speed flown on an ILS?
No. An ILS supplies lateral and vertical guidance but does not command a category-specific airspeed.
The crew selects approach speed from the aeroplane’s approved data. VREF is the landing reference speed, while VAPP is the planned approach target and commonly includes a wind additive or operator adjustment. Flap setting, landing mass, icing procedures, failures and ATC speed restrictions can all affect the speeds used before or during final approach.
For example, a Category C aeroplane does not have to fly every ILS between 121 and 140 kt. If its actual VAPP is 118 kt at a lighter landing mass, it remains Category C and cannot claim Category B minima solely because it is lighter. Our practical guidance on VREF, VAPP and stabilised approach speed explains how the flown target is established.
Which category minima should you use?
Use no lower than the aeroplane’s certified approach category, then check whether planned manoeuvring speeds or chart restrictions require a higher category.
- Confirm the baseline category. Obtain it from approved aircraft or operator data rather than guessing from aircraft type.
- Find the matching chart column or row. Use that category’s DA/H, visibility or RVR and any associated notes.
- Check the planned segment speeds. Under FAA guidance, if it is necessary to operate above the upper speed limit of the certified category, use the applicable higher-category minima. This is especially relevant during circling or other manoeuvring.
- Apply chart-specific restrictions. A maximum speed, unavailable category or NA marking overrides any general assumption about the category.
ICAO-designed procedures use phase-specific design speeds which may exceed the upper Vat boundary for that category. Follow the State’s chart, operating rules and company procedures rather than assuming that briefly crossing a Vat boundary always reclassifies the whole approach. See our detailed category-minima selection guidance for the chart-reading decision.
Why can ILS minima differ by aircraft category?
Faster aeroplanes cover more distance during turns, course corrections and the missed approach, so procedure designers may need larger protected areas and different visibility requirements.
On many straight-in ILS charts, DA/H is identical across several categories while visibility or RVR differs. Circling minima usually show larger category differences because turn radius and distance from the runway matter more. If no minima are published for the required category, that does not authorise use of a lower column.
Are aircraft categories the same as ILS CAT I, II and III?
No. Aircraft Categories A–E classify approach speed; ILS Categories I, II and III describe the operation’s decision height, visibility or RVR, ground equipment, airborne equipment and approval requirements.
A Category C aeroplane can conduct a CAT I, CAT II or CAT III ILS if the aircraft, crew and aerodrome are appropriately equipped and authorised. Autoland capability does not change Category C into Category D. Our breakdown of CAT I, II and III requirements covers that separate classification.
What mistakes cause the wrong category to be used?
Most errors come from treating the category as a live speed indication rather than a certified procedure classification.
- Using today’s lighter weight to select a lower category: retain the certified baseline category.
- Treating the category band as a target speed: fly the calculated VAPP and meet the stabilised-approach criteria.
- Comparing the band with groundspeed: use approved aircraft airspeed data, not wind-affected groundspeed.
- Ignoring a faster manoeuvring speed: check whether the governing rules require higher-category minima.
- Confusing Category C with CAT III: one concerns aircraft speed; the other concerns low-visibility ILS capability.