Doc 8168 OPS/611
Procedures for Air Navigation Services
Aircraft Operations Volume I Flight Procedures
This edition incorporates all amendments approved by the Council prior to 3 October 2006 and supersedes, on 23 November 2006, all previous editions of Doc 8168, Volume I.
Fifth edition – 2006
International Civil Aviation Organization
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Catalogue of ICAO Publications and Audio-visual Training Aids Issued annually, the Catalogue lists all publications and audio-visual training aids currently available. Supplements to the Catalogue announce new publications and audio-visual training aids, amendments, supplements, reprints, etc. Available free from the Document Sales Unit, ICAO.
Doc 8168 OPS/611
Procedures for Air Navigation Services
Aircraft Operations Volume I Flight Procedures
This edition incorporates all amendments approved by the Council prior to 3 October 2006 and supersedes, on 23 November 2006, all previous editions of Doc 8168, Volume I.
Fifth edition – 2006
International Civil Aviation Organization
AMENDMENTS The issue of amendments is announced regularly in the ICAO Journal and in the supplements to the Catalogue of ICAO Publications and Audio-visual Training Aids, which holders of this publication should consult. The space below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA AMENDMENTS No.
Date
CORRIGENDA
Entered by
No.
(ii)
Date
Entered by
TABLE OF CONTENTS
Page FOREWORD....................................................................... PART I.
FLIGHT PROCEDURES — GENERAL.......................................
Section 1.
Definitions, abbreviations and acronyms ...................................
(xiii) I-(i) I-1-(i)
Chapter 1.
Definitions.........................................................
I-1-1-1
Chapter 2.
Abbreviations and acronyms ...........................................
I-1-2-1
General Principles .....................................................
I-2-(i)
Section 2.
Chapter 1.
General information .................................................
I-2-1-1
General............................................................. Obstacle clearance..................................................... Areas ............................................................... Use of flight management system (FMS)/area navigation (RNAV) equipment ......
I-2-1-1 I-2-1-1 I-2-1-2 I-2-1-2
Accuracy of fixes ...................................................
I-2-2-1
General............................................................. Fix formed by intersection .............................................. Fix tolerance factors................................................... Fix tolerance for other types of navigation systems........................... Area splay ...........................................................
I-2-2-1 I-2-2-1 I-2-2-1 I-2-2-1 I-2-2-2
Turn area construction................................................
I-2-3-1
General............................................................. Turn parameters ...................................................... Protection area for turns ................................................
I-2-3-1 I-2-3-1 I-2-3-1
Departure procedures ..................................................
I-3-(i)
1.1 1.2 1.3 1.4 Chapter 2. 2.1 2.2 2.3 2.4 2.5 Chapter 3. 3.1 3.2 3.3 Section 3.
Chapter 1. 1.1
General criteria for departure procedures.................................
I-3-1-1
Introduction..........................................................
I-3-1-1
(iii)
23/11/06
(iv)
Procedures — Aircraft Operations — Volume I Page 1.2 1.3 1.4 1.5 1.6 1.7
Operator’s responsibility................................................ Instrument departure procedure .......................................... Obstacle clearance..................................................... Procedure design gradient (PDG) ......................................... Fixes as an aid in obstacle avoidance...................................... Radar vectors ........................................................
I-3-1-1 I-3-1-2 I-3-1-3 I-3-1-3 I-3-1-3 I-3-1-4
Standard instrument departures .........................................
I-3-2-1
General............................................................. Straight departures .................................................... Turning departures ....................................................
I-3-2-1 I-3-2-1 I-3-2-2
Omnidirectional departures ............................................
I-3-3-1
3.1 General............................................................. 3.2 Beginning of departure................................................. 3.3. Procedure design gradient (PDG) .........................................
I-3-3-1 I-3-3-1 I-3-3-1
Chapter 2. 2.1 2.2 2.3 Chapter 3.
Chapter 4.
Published information for departures ....................................
I-3-4-1
General............................................................. Standard instrument departures (SIDs) ..................................... Omnidirectional departures..............................................
I-3-4-1 I-3-4-2 I-3-4-2
Arrival and approach procedures .........................................
I-4-(i)
4.1 4.2 4.3 Section 4.
Chapter 1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 Chapter 2. 2.1 2.2 2.3 2.4 Chapter 3. 3.1 3.2 3.3
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General criteria for arrival and approach procedures ........................
I-4-1-1
Introduction.......................................................... Instrument approach procedure........................................... Categories of aircraft................................................... Obstacle clearance..................................................... Obstacle clearance altitude/height (OCA/H)................................. Factors affecting operational minima...................................... Descent gradient......................................................
I-4-1-1 I-4-1-1 I-4-1-2 I-4-1-3 I-4-1-3 I-4-1-4 I-4-1-5
Arrival segment.....................................................
I-4-2-1
Purpose............................................................. Protection of the arrival segment ......................................... Minimum sector altitudes (MSA)/terminal arrival altitudes (TAA) ............... Terminal area radar (TAR)..............................................
I-4-2-1 I-4-2-1 I-4-2-1 I-4-2-1
Initial approach segment ..............................................
I-4-3-1
General............................................................. Types of manoeuvres .................................................. Flight procedures for racetrack and reversal procedures........................
I-4-3-1 I-4-3-1 I-4-3-3
Table of Contents
(v) Page
Chapter 4.
Intermediate approach segment.........................................
I-4-4-1
General.............................................................
I-4-4-1
Final approach segment...............................................
I-4-5-1
General............................................................. NPA with FAF ....................................................... NPA without FAF ..................................................... Precision approach .................................................... Determination of decision altitude (DA) or decision height (DH)................
I-4-5-1 I-4-5-1 I-4-5-3 I-4-5-3 I-4-5-4
Missed approach segment .............................................
I-4-6-1
General............................................................. Initial phase.......................................................... Intermediate phase .................................................... Final phase ..........................................................
I-4-6-1 I-4-6-2 I-4-6-2 I-4-6-2
Visual manoeuvring (Circling) area .....................................
I-4-7-1
Purpose............................................................. Visual flight manoeuvre................................................ Protection ........................................................... Missed approach procedure while circling.................................. Visual manoeuvring using prescribed track .................................
I-4-7-1 I-4-7-1 I-4-7-1 I-4-7-2 I-4-7-3
Charting/aeronautical information publication (AIP)........................
I-4-8-1
General............................................................. Charted altitudes/flight levels ............................................ Arrival .............................................................. Approach............................................................ Procedure naming for arrival and approach charts............................
I-4-8-1 I-4-8-1 I-4-8-1 I-4-8-1 I-4-8-4
En-route criteria .......................................................
I-5-(i)
4.1 Chapter 5. 5.1 5.2 5.3 5.4 5.5 Chapter 6. 6.1 6.2 6.3 6.4 Chapter 7. 7.1 7.2 7.3 7.4 7.5 Chapter 8. 8.1 8.2 8.3 8.4 8.5 Section 5.
Chapter 1. 1.1 1.2 1.3 1.4 1.5
En-route criteria ....................................................
I-5-1-1
General............................................................. Obstacle clearance areas ................................................ Charting accuracies .................................................... Obstacle clearance..................................................... Turns ...............................................................
I-5-1-1 I-5-1-1 I-5-1-2 I-5-1-2 I-5-1-2
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(vi)
Procedures — Aircraft Operations — Volume I Page Section 6.
Holding procedures ....................................................
Chapter 1.
Holding criteria .....................................................
I-6-1-1
General............................................................. Shape and terminology associated with holding pattern ........................ Speeds, rate of turn, timing, distance and limiting radial....................... Entry............................................................... Holding .............................................................
I-6-1-1 I-6-1-1 I-6-1-1 I-6-1-2 I-6-1-5
Obstacle clearance...................................................
I-6-2-1
Holding area......................................................... Buffer area .......................................................... Minimum holding level.................................................
I-6-2-1 I-6-2-1 I-6-2-1
Noise abatement procedures.............................................
I-7-(i)
1.1 1.2 1.3 1.4 1.5 Chapter 2. 2.1 2.2 2.3 Section 7.
Chapter 1.
General noise abatement information....................................
I-7-1-1
Chapter 2.
Noise preferential runways and routes ...................................
I-7-2-1
Noise preferential runways .............................................. Noise preferential routes ................................................
I-7-2-1 I-7-2-1
Aeroplane operating procedures........................................
I-7-3-1
Introduction.......................................................... Operational limitations................................................. Development of procedures ............................................. Aeroplane operating procedures — Approach............................... Aeroplane operating procedures — Landing ................................ Displaced thresholds ................................................... Configuration and speed changes......................................... Upper limit .......................................................... Communications ......................................................
I-7-3-1 I-7-3-1 I-7-3-3 I-7-3-3 I-7-3-4 I-7-3-4 I-7-3-4 I-7-3-4 I-7-3-5
2.1 2.2 Chapter 3. 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9
Appendix to Chapter 3. Section 8.
Noise abatement departure climb guidance .....................
I-7-3-App-1
Procedures for use by helicopters .........................................
I-8-(i)
Chapter 1.
Introduction ........................................................
I-8-1-1
Chapter 2.
Joint helicopter/aeroplane procedures ....................................
I-8-2-1
General............................................................. Departure criteria ..................................................... Instrument approach criteria .............................................
I-8-2-1 I-8-2-1 I-8-2-1
2.1 2.2 2.3
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I-6-(i)
Table of Contents
(vii) Page
Chapter 3.
Procedures specified for use by helicopters only ...........................
I-8-3-1
General.............................................................
I-8-3-1
Section 9. Procedures for the establishment of aerodrome operating minima .............. (To be developed)
I-9-(i)
3.1
PART II.
FLIGHT PROCEDURES — RNAV AND SATELLITE-BASED..................
Section 1.
General ..............................................................
II-(i) II-1-(i)
Chapter 1.
General information for RNAV systems..................................
II-1-1-1
Chapter 2.
Terminal arrival altitude (TAA) ........................................
II-1-2-1
General............................................................. Flight procedures ..................................................... Non-standard TAA....................................................
II-1-2-1 II-1-2-2 II-1-2-3
General information for basic GNSS ....................................
II-1-3-1
Basic GNSS receiver specifications.......................................
II-1-3-1
Chapter 4. General information for satellite-based augmentation system (SBAS)........... (To be developed)
II-1-4-1
Chapter 5.
General information for ground-based augmentation system (GBAS) ...........
II-1-5-1
General criteria.......................................................
II-1-5-1
Departure procedures ..................................................
II-2-(i)
Chapter 1. Area navigation (RNAV) departure procedures for navigation systems using basic GNSS receivers......................................................
II-2-1-1
2.1 2.2 2.3 Chapter 3. 3.1
5.1 Section 2.
1.1 1.2 1.3 1.4
Background .......................................................... General............................................................. Pre-flight ............................................................ Departure............................................................
II-2-1-1 II-2-1-2 II-2-1-4 II-2-1-4
Chapter 2. Area navigation (RNAV) departure procedures for satellite-based augmentation system (SBAS) ....................................................
II-2-2-1
2.1 2.2
General criteria....................................................... Departure............................................................
II-2-2-1 II-2-2-1
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(viii)
Procedures — Aircraft Operations — Volume I Page Chapter 3. Area navigation (RNAV) departure procedures for ground-based augmentation system (GBAS)............................................................... 3.1
Departure operations ...................................................
II-2-3-1
Chapter 4. Area navigation (RNAV) departure procedures and RNP-based departure procedures...........................................................
II-2-4-1
Section 3.
Arrival and non-precision approach procedures.............................
II-3-(i)
Chapter 1. Area navigation (RNAV) arrival and approach procedures for navigation systems using basic GNSS receivers ...............................................
II-3-1-1
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8
Background .......................................................... General............................................................. Pre-flight ............................................................ GNSS approach procedures ............................................. Initial approach segment ................................................ Intermediate approach segment........................................... Final approach segment ................................................ Missed approach segment ...............................................
II-3-1-1 II-3-1-2 II-3-1-4 II-3-1-5 II-3-1-7 II-3-1-8 II-3-1-8 II-3-1-9
Chapter 2.
Area navigation (RNAV) arrival and approach procedures based on DME/DME ..
II-3-2-1
Chapter 3.
Area navigation (RNAV) arrival and approach procedures based on VOR/DME ..
II-3-3-1
Chapter 4. Area navigation (RNAV) arrival and approach procedures based on SBAS ...... (To be developed)
II-3-4-1
Chapter 5.
Area navigation (RNAV) arrival and approach procedures based on GBAS......
II-3-5-1
Chapter 6. Area navigation (RNAV) arrival and approach procedures based on RNP........ (To be developed)
II-3-6-1
Section 4.
Approach procedures with vertical guidance................................
Chapter 1.
II-4-(i)
APV/Baro-VNAV approach procedures ..................................
II-4-1-1
General............................................................. System performance................................................... Equipment requirements ................................................ Operational constraints .................................................
II-4-1-1 II-4-1-1 II-4-1-2 II-4-1-3
Chapter 2. APV I and II ....................................................... (To be developed)
II-4-2-1
1.1 1.2 1.3 1.4
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II-2-3-1
Table of Contents
(ix) Page
Section 5.
Precision approach procedures ...........................................
Chapter 1.
GBAS precision approach procedures ...................................
II-5-1-1
Approach conduct ..................................................... GBAS approach display criteria.......................................... GBAS channel selection ................................................
II-5-1-1 II-5-1-1 II-5-1-1
RNAV holding.........................................................
II-6-(i)
1.1 1.2 1.3 Section 6.
II-5-(i)
Chapter 1.
General ...........................................................
II-6-1-1
Chapter 2.
Holding patterns ....................................................
II-6-2-1
Chapter 3.
Holding entry ......................................................
II-6-3-1
Chapter 4.
Alternative RNAV holding entries for reduced holding entry areas .............
II-6-4-1
En route ..............................................................
II-7-(i)
Section 7.
Chapter 1.
Area navigation (RNAV) and RNP-based en-route procedures................
II-7-1-1
Standard conditions.................................................... Definition of turns.....................................................
II-7-1-1 II-7-1-1
AIRCRAFT OPERATING PROCEDURES...................................
III-(i)
1.1 1.2
PART III.
Section 1.
Altimeter setting procedures .............................................
III-1-(i)
Chapter 1.
Introduction to altimeter setting procedures...............................
III-1-1-1
Chapter 2.
Basic altimeter setting requirements .....................................
III-1-2-1
General............................................................. Take-off and climb.................................................... En route............................................................. Approach and landing .................................................. Missed approach ......................................................
III-1-2-1 III-1-2-2 III-1-2-3 III-1-2-3 III-1-2-3
Procedures for operators and pilots ......................................
III-1-3-1
Flight planning ....................................................... Pre-flight operational test............................................... Take-off and climb.................................................... En route............................................................. Approach and landing ..................................................
III-1-3-1 III-1-3-1 III-1-3-2 III-1-3-3 III-1-3-3
2.1 2.2 2.3 2.4 2.5 Chapter 3. 3.1 3.2 3.3 3.4 3.5
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(x)
Procedures — Aircraft Operations — Volume I Page Chapter 4.
Altimeter corrections.................................................
III-1-4-1
Responsibility ........................................................ Pressure correction.................................................... Temperature correction ................................................. Mountainous areas — En route........................................... Mountainous terrain — Terminal areas ....................................
III-1-4-1 III-1-4-2 III-1-4-2 III-1-4-4 III-1-4-5
Simultaneous operations on parallel or near-parallel instrument runways.......
III-2-(i)
4.1 4.2 4.3 4.4 4.5 Section 2.
Chapter 1.
Modes of operation ..................................................
III-2-1-1
Introduction.......................................................... Modes of operation .................................................... Equipment requirements ................................................ Airport services and facilities............................................ Vectoring to the ILS localizer course or MLS final approach track ............... Termination of radar monitoring.......................................... Track divergence...................................................... Suspension of independent parallel approaches to closely spaced parallel runways ..
III-2-1-1 III-2-1-1 III-2-1-3 III-2-1-3 III-2-1-4 III-2-1-6 III-2-1-6 III-2-1-6
Secondary surveillance radar (SSR) transponder operating procedures .........
III-3-(i)
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 Section 3.
Chapter 1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 Chapter 2. 2.1 2.2 Chapter 3. 3.1 3.2
Operation of transponders .............................................
III-3-1-1
General............................................................. Use of Mode C ....................................................... Use of Mode S ....................................................... Emergency procedures ................................................. Communication failure procedures ........................................ Unlawful interference with aircraft in flight ................................. Transponder failure procedures when the carriage of a functioning transponder is mandatory......................................
III-3-1-1 III-3-1-1 III-3-1-2 III-3-1-2 III-3-1-2 III-3-1-2
Phraseology........................................................
III-3-2-1
Phraseology used by ATS ............................................... Phraseology used by pilots..............................................
III-3-2-1 III-3-2-1
Operation of airborne collision avoidance system (ACAS) equipment ..........
III-3-3-1
General............................................................. Use of ACAS indicators................................................
III-3-3-1 III-3-3-1
Attachment to Part III, Section 3, Chapter 3.
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ACAS II training guidelines for pilots ........
III-3-1-2
III-3-3-Att-1
Table of Contents
(xi) Page
Section 4.
Operational flight information ...........................................
III-4-(i)
Chapter 1.
Aerodrome surface operations..........................................
III-4-1-1
Chapter 2.
Read-back of clearances and safety-related information......................
III-4-2-1
Chapter 3.
Stabilized approach procedure .........................................
III-4-3-1
General............................................................. Parameters for the stabilized approach..................................... Elements of the stabilized approach....................................... Go-around policy .....................................................
III-4-3-1 III-4-3-1 III-4-3-1 III-4-3-2
Standard operating procedures (SOPs) and checklists ........................
III-5-(i)
3.1 3.2 3.3 3.4 Section 5.
Chapter 1.
Standard operating procedures (SOPs)...................................
III-5-1-1
General............................................................. SOPs objectives ...................................................... SOPs design ......................................................... SOPs implementation and use............................................
III-5-1-1 III-5-1-1 III-5-1-1 III-5-1-2
Checklists .........................................................
III-5-2-1
General............................................................. Checklist objectives ................................................... Checklist design ......................................................
III-5-2-1 III-5-2-1 III-5-2-1
Crew briefings......................................................
III-5-3-1
General............................................................. Objectives ........................................................... Principles............................................................ Application.......................................................... Scope...............................................................
III-5-3-1 III-5-3-1 III-5-3-1 III-5-3-2 III-5-3-2
Section 6. Voice communication procedures and controller-pilot data link communications procedures ....................................................... (To be developed)
III-6-(i)
1.1 1.2 1.3 1.4 Chapter 2. 2.1 2.2 2.3 Chapter 3. 3.1 3.2 3.3 3.4 3.5
___________________
23/11/06
FOREWORD 1.
INTRODUCTION
1.1 The Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS) consists of two volumes as follows: Volume I — Flight Procedures Volume II — Construction of Visual and Instrument Flight Procedures The division of the PANS-OPS into the two volumes was accomplished in 1979 as a result of an extensive amendment to the obstacle clearance criteria and the construction of approach-to-land procedures. Prior to 1979, all PANS-OPS material was contained in a single document. Table A shows the origin of amendments together with a list of the principal subjects involved and the dates on which the PANS-OPS and the amendments were approved by the Council and when they became applicable. 1.2 Volume I — Flight Procedures describes operational procedures recommended for the guidance of flight operations personnel and flight crew. It also outlines the various parameters on which the criteria in Volume II are based so as to illustrate the need to adhere strictly to the published procedures in order to achieve and maintain an acceptable level of safety in operations. 1.3 Volume II — Construction of Visual and Instrument Flight Procedures is intended for the guidance of procedures specialists and describes the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. It provides the basic guidelines to States, and those operators and organizations producing instrument flight charts that will result in uniform practices at all aerodromes where instrument flight procedures are carried out. 1.4 Both volumes present coverage of operational practices that are beyond the scope of Standards and Recommended Practices (SARPs) but with respect to which a measure of international uniformity is desirable. 1.5 The design of procedures in accordance with PANS-OPS criteria assumes normal operations. It is the responsibility of the operator to provide contingency procedures for abnormal and emergency operations.
2.
2.1 2.1.1
COMMENTARY ON THE MATERIAL CONTAINED IN VOLUME I Part I — Flight Procedures — General
Section 1 — Definitions, abbreviations and acronyms
This section contains a description of the terminology to assist in the interpretation of terms which are used in the procedures and have a particular technical meaning. In some cases, the terms are defined in other ICAO documents. A list of abbreviations and acronyms is also provided. (xiii)
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(xiv) 2.1.2
Procedures — Aircraft Operations — Volume I Section 2 — General principles
Section 2 provides general principles to flight procedures such as accuracy to fixes and turn area construction. 2.1.3
Section 3 — Departure procedures
2.1.3.1 The specifications concerning instrument departure procedures were developed by the Obstacle Clearance Panel (OCP) in 1983. The material contained in Volume I was developed from criteria contained in Volume II and prepared for the use of flight operations personnel and flight crew. 2.1.3.2 The procedures include areas and obstacle clearance criteria for the instrument departure phase of flight covering the airborne portion of the take-off and climb to a point where obstacle clearance criteria associated with the next phase of flight are applicable. Minimum flight altitudes for each ATS route are determined and promulgated by each Contracting State in accordance with Annex 11, Chapter 2, 2.21. 2.1.3.3 Contingency procedures are required to provide for any situation in which the aeroplane is unable to utilize these instrument departure procedures. It is the responsibility of the operator to ensure that the performance requirements of Annex 6 are met by the provision of contingency procedures. 2.1.4
Section 4 — Arrival and approach procedures
These procedures were first developed by the Operations Division in 1949 and were approved by the Council for inclusion in the PANS-OPS in 1951 and have since been amended a number of times. In 1966, the Obstacle Clearance Panel (OCP) was created to update these procedures for application to all types of aeroplanes taking into account requirements for subsonic multi-jet aeroplanes and technical developments with respect to standard radio navigation aids. As a result of this work, instrument approach procedures were completely revised. The new procedures were incorporated in 1980 in the First Edition of Volume I of PANS-OPS (Amendment 14). 2.1.5
Section 5 — En-route criteria
En-route obstacle clearance criteria were added to the document on 7 November 1996 as a result of the tenth meeting of the Obstacle Clearance Panel. The criteria were amended in 2004 to include simplified en-route criteria. 2.1.6
Section 6 — Holding procedures
The specifications concerning holding procedures were first developed by the Operations Division in 1949 and were approved by the Council for inclusion in the PANS-OPS in 1951. A major revision of this matter was accomplished in 1965 as a result of the work of the Holding Procedures Panel (HOP). The material developed by the HOP was subsequently divided in 1979 and that part of the material concerning flight operations was incorporated in PANS-OPS, Volume I, and the material covering the construction of holding procedures incorporated in Volume II. In 1982, as a result of the work of the Obstacle Clearance Panel, new material and changes to the old material were introduced concerning VOR/DME holding, use of holding procedures by helicopters, buffer areas and entry procedures. In 1986, changes were introduced concerning the VOR TO/FROM indication error zone, and holding speeds, particularly above 4 250 m (14 000 ft).
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Section 7 — Noise abatement procedures
2.1.7.1 Noise abatement procedures were developed by the Operations Panel (OPSP) and approved by the Council for inclusion in the PANS-OPS in 1983. These procedures were amended in 2001 by the Committee of Aviation Environmental Protection (CAEP). 2.1.7.2 2.1.8
For related provisions, see Annex 16, Volume I, and Annex 6, Part I.
Section 8 — Procedures for use by helicopters
Conditions under which the criteria in Part I may be applied to helicopters are specified in this section, which was revised at the third meeting of the HELIOPS Panel to include provisions on operational constraints on helicopter descent gradient and minimum final approach airspeeds. As a result of the fourth meeting of the HELIOPS Panel, specifications concerning flight procedures and the obstacle clearance criteria for use by helicopters only are included in this section. 2.1.9
Section 9 — Procedures for the establishment of aerodrome operating minima
Note.— This material is under development and no text is presently available. For related material, see Annex 6. 2.2 2.2.1
Part II — Flight Procedures — RNAV and Satellite-based
Section 1— General
This section contains general information on area navigation (RNAV) and satellite-based flight procedures. Material on TAA, SBAS and GBAS were added as a result of the thirteenth meeting of the Obstacle Clearance Panel (Amendment 13). 2.2.2
Section 2 — Departure procedures
Area navigation (RNAV) departure material regarding VOR/DME and DME/DME was included in 1995 (Amendment 9). Material on basic GNSS and RNP was added in 2001 (Amendment 11), and SBAS and GBAS in 2004 (Amendment 12). 2.2.3
Section 3 — Arrival and non-precision approach procedures
Area navigation (RNAV) approach material regarding VOR/DME and DME material was included in 1993 (Amendment 7). Material on basic GNSS and RNP was added in 2001 (Amendment 11), and GBAS in 2004 (Amendment 13). 2.2.4
Section 4 — Approach procedures with vertical guidance
Material on barometric vertical navigation (baro-VNAV) was added in 2001 (Amendment 11).
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Material on GBAS Category I was added in 2004 (Amendment 13). 2.2.6
Section 6 — RNAV holding
Area navigation (RNAV) holding procedures based on VOR/DME were included as a result of the ninth meeting of the Obstacle Clearance Panel, to become applicable in 1993 (Amendment 7). 2.2.7
Section 7 — En route
Material on RNAV and RNP routes was added in 1998 (Amendment 11). 2.3 2.3.1
Part III — Aircraft Operating Procedures
Section 1 — Altimeter setting procedures
The altimeter setting procedures were developed from the basic principles established by the third session of the Operations Division in 1949 and are the result of evolution through the recommendations of a number of Regional Air Navigation Meetings. They formerly appeared as Part 1 of the Regional Supplementary Procedures (Doc 7030) and had previously been approved by the Council for use in the majority of ICAO regions as supplementary procedures. Part 1 of Doc 7030 now contains only regional procedures which are supplementary to the procedures contained in this document. The incorporation of these procedures in the PANS-OPS was approved by the Council in 1961 on the understanding that this action was not to be construed as a decision of principle on the question of flight levels or on the relative merits of metres or feet for altimetry purposes. Subsequently the Council approved the definitions of flight level and transition altitude. To comply with Amendment 13 to Annex 5, the primary unit of atmospheric pressure was changed to hectopascal (hPa) in 1979. 2.3.2
Section 2 — Simultaneous operations on parallel or near-parallel instrument runways
In 1990 as a result of the work of an air navigation study group, new material was included concerning specifications, procedures and guidance material relating to simultaneous operations on parallel or near-parallel instrument runways, including the minimum distances between runways. 2.3.3
Section 3 — Secondary surveillance radar (SSR) transponder operating procedures
These procedures were originally developed at the Sixth Air Navigation Conference in 1969. The operating procedures are intended to provide international standardization for the safe and efficient use of SSR and to minimize the workload and voice procedures for pilots and controllers. 2.3.4
Section 4 — Operational flight information
Material related to Operational Flight Information was added to the PANS-OPS as a result of conclusion 9/30 of ASIA/PAC Air Navigation Planning and Implementation Regional Group.
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Section 5 — Standard operating procedures (SOPs) and checklists
Material related to standard operating procedures was added to the PANS-OPS as result of conclusion 9/30 of ASIA/PAC Air Navigation Planning and Implementation Regional Group. 2.3.6
Section 6 — Voice communication procedures and controller-pilot data link communications procedures
Note.— This material is under development and while no text is presently available in this document, provisions and procedures relevant to aircraft operations have been combined with those concerning the provision of air traffic services in Annex 10, Volume II, and the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM) (Doc 4444).
3.
STATUS
Procedures for Air Navigation Services (PANS) do not have the same status as SARPs. While the latter are adopted by the Council in pursuance of Article 37 of the Convention and are subject to the full procedure of Article 90, PANS are approved by the Council and are recommended to Contracting States for worldwide application.
4.
IMPLEMENTATION
The implementation of procedures is the responsibility of Contracting States; they are applied in actual operations only after, and in so far as States have enforced them. However, with a view to facilitating their processing towards implementation by States, they have been prepared in a language which will permit direct use by operations personnel. While uniform application of the basic procedures in this document is very desirable, latitude is permitted for the development of detailed procedures which may be needed to satisfy local conditions.
5.
PUBLICATION OF DIFFERENCES
5.1 The PANS do not carry the status afforded to Standards adopted by the Council as Annexes to the Convention and, therefore, do not come within the obligation imposed by Article 38 of the Convention to notify differences in the event of non-implementation. 5.2 However, attention of States is drawn to the provision of Annex 15 related to the publication in their Aeronautical Information Publications of lists of significant differences between their procedures and the related ICAO procedures.
6.
PROMULGATION OF INFORMATION
The establishment and withdrawal of and changes to facilities, services and procedures affecting aircraft operations provided in accordance with the procedures specified in this document should be notified and take effect in accordance with the provisions of Annex 15.
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UNITS OF MEASUREMENT
Units of measurement are given in accordance with the provisions contained in Annex 5, Fourth Edition. In those cases where the use of an alternative non-SI unit is permitted, the non-SI unit is shown in brackets immediately following the primary SI unit. In all cases the value of the non-SI unit is considered to be operationally equivalent to the primary SI unit in the context in which it is applied. Unless otherwise indicated, the allowable tolerances (accuracy) are indicated by the number of significant figures given and, in this regard, it is to be understood in this document that all zero digits, either to the right or left of the decimal marker, are significant figures.
Table A. Amendments to the PANS-OPS
Amendment (1st Edition)
Source(s)
Subject(s)
Approved Applicable
Council action
Previous operations procedures brought together into a single document.
26 June 1961 1 October 1961
1
Internal ICAO action to resolve inconsistencies
Alignment of the definition of “Final approach” and provisions relating to intermediate and final approach procedures.
27 June 1962 1 July 1962
2
AIS/MAP Divisional Meeting (1959)
Minimum sector altitudes.
14 December 1962 1 November 1963
3
Second Meeting of Holding Procedures Panel (1964)
Updating of holding procedures.
5 April 1965 5 May 1966
4
Meteorology and Operations Divisional Meeting (1964)
Addition of meteorological information for flight operations.
7 June 1965 (advisory material)
5 (2nd Edition)
Fourth Air Navigation Conference (1965) and Amendment 8 to Annex 2
ILS Category I procedures, radar approach procedures, introduction of ILS Category II procedures, altimeter setting procedures.
12 December 1966 24 August 1967
6
Fifth Air Navigation Conference (1967), First Meeting of Obstacle Clearance Panel (1968) and Air Navigation Commission
QNH altimeter setting procedures for take-off and landing, new advisory material relating to instrument approach procedures for offset facilities and editorial changes.
23 January 1969 18 September 1969
7
Sixth Air Navigation Conference (1969)
Operating procedures for the use of secondary surveillance radar (SSR) transponders.
15 May 1970 4 February 1971
8
Second Meeting of the Obstacle Clearance Panel (1970)
New profile diagrams and editorial changes.
19 March 1971 6 January 1972
9
Third Meeting of the Obstacle Clearance Panel (1971)
Editorial changes relating to special procedures, areas and obstacle clearances — Precision Aids — ILS with glide path inoperative.
15 November 1972 16 August 1973
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Amendment
(xix)
Source(s)
Subject(s)
Approved Applicable
10
Council action in pursuance of Assembly Resolutions A17-10 and A18-10
Practices to be followed in the event of unlawful interference.
7 December 1973 23 May 1974
11
Air Navigation Commission study
Practices to be followed in the event of unlawful interference.
12 December 1973 12 August 1976
12
Ninth Air Navigation Conference (1976)
Definitions of flight level and transition altitude, operational use of transponders, advisory material on ground exchange operational meteorological information.
9 December 1977 10 August 1978
13 (Volume II, 1st Edition)
Sixth Meeting of the Obstacle Clearance Panel (1978)
Complete revision of material related to procedure construction and obstacle clearance criteria for instrument approach procedures. First part of editorial rearrangement of the PANS-OPS into two volumes.
29 June 1979 25 November 1982
14 (Volume I, 1st Edition)
Sixth Meeting of the Obstacle Clearance Panel (1978)
Second and final part of editorial rearrangement of the PANS-OPS into two volumes.
17 March 1980 25 November 1982
1 (Volume I, 2nd Edition)
Seventh Meeting of the Obstacle Clearance Panel (1981)
Consequential changes to Part III resulting from Amendment No. 1 to the PANS-OPS, Volume II, and alignment of presentation of units with Annex 5, Fourth Edition.
8 February 1982 25 November 1982
2
Seventh Meeting of the Obstacle Clearance Panel (1981), Third and Fourth Meetings of the Operations Panel (1980 and 1981)
Changes to the holding criteria, e.g. introduction of VOR/DME holding criteria. Introduction of new Part V— Noise Abatement Procedures. Introduction of new Part X for helicopter-only procedures.
30 March 1983 24 November 1983
3
Seventh Meeting of the Obstacle Clearance Panel (1981)
Introduction of departure procedures and editorial amendments.
25 November 1983 22 November 1984
4
Council, Air Navigation Commission
Secondary surveillance radar (SSR) transponder operating procedures.
14 March 1986 20 November 1986
Eighth Meeting of the Obstacle Clearance Panel (1984)
Deletion, in the missed approach segment, of the turn point defined by a distance (timing); change in VOR TO/FROM indication error zone; new holding speeds; editorial amendments.
7 May 1986 20 November 1986
Obstacle Clearance Panel, Third and Fourth Meetings of the HELIOPS Panel, Council, Air Navigation Commission
Introduction of new Part VII — Simultaneous operations on parallel or near-parallel instrument runways. Introduction in Part X (now renumbered as Part XI) of new and revised provisions related to procedures specified for use by helicopters only, and joint helicopter/aeroplane procedures. Editorial amendments.
23 March 1990 15 November 1990
Ninth Meeting of the Obstacle Clearance Panel (1990), Fifth
Amendment of the definitions of decision altitude/height (DA/H), minimum descent altitude/height (MDA/H), obstacle clearance
3 March 1993 11 November 1993
5 (Volume I, 3rd Edition) 6
7 (Volume I, 4th Edition)
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Amendment
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Source(s)
Subject(s)
Approved Applicable
Meeting of the Operations Panel (1989), Fourth Meeting of the Secondary Surveillance Radar Improvements and Collision Avoidance Systems Panel (1989) and Amendment 69 to Annex 10
altitude/height (OCA/H) and minimum sector altitude and inclusion of the definitions of area navigation (RNAV), waypoint and airborne collision avoidance system (ACAS). Amendment of Part II related to departure procedures to include secondary areas, clarify the application of the gradient criteria, include the concept of close-in obstacles and deletion of the acceleration segment. Amendment of Part III, Chapter 4, to include criteria on visual manoeuvring using a prescribed track. Introduction of Part III, Chapter 5, related to RNAV approach procedures based on VOR/DME. Deletion of Attachment A to Part III. Introduction in Part IV, Chapter 1, of RNAV holding procedures based on VOR/DME. Amendment of Part IV, Chapter 1, related to VOR/DME entry procedures. Amendment of Part V, Chapter 1, related to noise abatement procedures. Introduction of a new Part VIII, Chapter 3, concerning operation of ACAS equipment. Amendment of the DME fix tolerances to reflect current DME/N accuracy characteristics.
8
Air Navigation Commission
Simultaneous operations on parallel or near-parallel instrument runways.
13 March 1995 9 November 1995
9
Tenth Meeting of the Obstacle Clearance Panel (1994), Fourth and Fifth Meetings of the Secondary Surveillance Radar Improvements and Collision Avoidance Systems Panel (1989 and 1993 respectively)
Introduction of new definitions and abbreviations in Part I, Chapter 1. Modification of the provisions concerning departure procedures in Part II, Chapter 2. Revision of the departure procedures published information in Part II, Chapter 4. Inclusion of a new Part II, Chapter 5, on area navigation (RNAV) departures based on VOR/DME. Inclusion of a new Part II, Chapter 6, on the use of FMS/RNAV equipment to follow conventional departure procedures. Modification of existing provisions and introduction of new provisions in Part III, Chapter 3, concerning criteria for arrival and reversal procedures. Modification of the RNAV approach procedures based on VOR/DME in Part III, Chapter 5. Inclusion of a new Part III, Chapter 6, on the use of FMS/RNAV equipment to follow conventional non-precision approach procedures. Modification of the holding procedures in Part IV. Amendment to Part VIII, Chapter 1, to reflect current technology in the area of secondary surveillance radar transponders, taking into account the use of MODE S transponders in addition to MODE A/C transponders and introduction of transponder failure procedures when the carriage of a functioning transponder is mandatory. Introduction of new requirements in Part VIII, Chapter 3, for the operation of ACAS equipment. Introduction of a new Part XII concerning en-route obstacle clearance criteria.
4 March 1996 7 November 1996
10
Eleventh Meeting of the Obstacle Clearance Panel, Amendment 51 to Annex 4 and Amendment 38 to Annex 11
Introduction of new and amended definitions in Part I. Modification of the turning departures in Part II, Chapter 2. Amendment of the factors affecting operational minima in Part III, Chapter 1. Modification of the final approach alignment and descent gradients in Part III, Chapter 2. Introduction of new material related
1 May 1998 5 November 1998
Foreword
Amendment
(xxi)
Source(s)
Subject(s)
Approved Applicable
to steep angle approaches in Part III, Chapter 3. Modification of the area navigation (RNAV) approach procedures based on VOR/DME in Part III, Chapter 5. Introduction of a new Part III, Chapter 7, on RNAV approach procedures for basic GNSS receivers. Introduction of a new Chapter 8 on RNAV approach procedures based on DME/DME. Updating of RNAV holding procedures in Part IV, Chapter 1. Introduction of material related to RNAV/RNP routes in Part XII, Chapter 1. Editorial amendments. 11
Eleventh Meeting of the Obstacle Clearance Panel, Twelfth Meeting of the Obstacle Clearance Panel, Fifth Meeting of the Automatic Dependent Surveillance Panel, Conclusion 9/30 of ASIA/PAC Air Navigation Planning and Implementation Regional Group, Air Navigation Commission studies, Fifth Meeting of the Committee on Aviation Environmental Protection
Amendment of the Foreword to notify operational requirements and procedures for air traffic service (ATS) data link applications in Part XIV. Introduction of new definitions in Part I. Introduction in Parts II and III of required navigation performance (RNP) procedures for departure, arrival and approach procedures, including criteria for fixed radius turns, and basic GNSS departure and arrival procedures. Introduction in Part III of a specification of maximum descent rate for the final approach segment for nonprecision approach (NPA) procedures, barometric vertical navigation (baro-VNAV) criteria and RNAV database path terminator concept. Amendment of Part III regarding basic GNSS approach procedures and DME/DME procedures to account for reversion. Introduction of new Part VI, Chapter 3, regarding altimeter corrections. Deletion of material with regard to the global exchange of operational meteorological (OPMET) information in Part IX. Addition of Human Factors-related provisions in Parts IX and XIII. Integration of helicopter criteria throughout the document. Introduction of new noise abatement procedures.
29 June 2001 1 November 2001
12
Air Navigation Commission study concerning the operation of airborne collision avoidance system (ACAS) equipment, review by the Surveillance and Conflict Resolution Systems Panel (SCRSP) of ACAS II training guidelines for pilots
Revised provisions in Part VIII, Chapter 3, to improve the clarity of the text and to strengthen the provisions to prevent a manoeuvre in the opposite sense to a resolution advisory. Introduction of a new Attachment A to Part VIII — ACAS II Training Guidelines for Pilots.
30 June 2003 27 November 2003
13
Thirteenth Meeting of the Obstacle Clearance Panel (2003)
Foreword — introduction of a phrase to amplify the notion that PANS-OPS applies to normal operations; Part I — introduction of new definitions and abbreviations; Part II — amendment to GNSS area navigation (RNAV) departure procedures to account for multi-sensor RNAV systems, introduction of altitude depiction requirements, SBAS and GBAS departure procedures; Part III — amendment to the basis of categorization of aircraft, introduction of helicopter
27 April 2004 25 November 2004
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Amendment
Procedures — Aircraft Operations — Volume I
Source(s)
Subject(s)
Approved Applicable
point-in-space procedures, introduction of the procedure altitude concept to address CFIT, introduction of altitude depiction requirements, amendment to GNSS RNAV approach procedures to account for multi-sensor RNAV systems, amendment to the standard aircraft dimensions for determination of DA/H, introduction of procedures for SBAS and GBAS, introduction of the TAA concept; Part XI — amendment to procedures specified for use by helicopters; Part XII — amendment to en-route criteria to include a simplified method; Part XIII — amendment to parameters for stabilized approach to include cold temperature correction. 14 (Volume I, 5th Edition)
Eleventh meeting of the Obstacle Clearance Panel (OCP/11)
Editorial amendment to provide a more logical layout and improve the consistency and clarity of the document in order to: a) facilitate correct implementation; and b) provide a better framework for future development.
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Procedures for Air Navigation Services AIRCRAFT OPERATIONS
Part I FLIGHT PROCEDURES — GENERAL
I-(i)
Section 1 DEFINITIONS, ABBREVIATIONS AND ACRONYMS
I-1-(i)
Chapter 1 DEFINITIONS
When the following terms are used in this document, they have the following meanings: Aerodrome elevation. The elevation of the highest point of the landing area. Airborne collision avoidance system (ACAS). An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Altitude. The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. Base turn. A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Note.— Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure. Circling approach. An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing. Controlled airspace. An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. Note.— Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E as described in Annex 11, 2.6. Dead reckoning (DR) navigation. The estimating or determining of position by advancing an earlier known position by the application of direction, time and speed data. Decision altitude (DA) or decision height (DH). A specified altitude or height in the precision approach or approach with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note 1.— Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation. Note 2.— The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change I-1-1-1
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of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation. Note 3.— For convenience where both expressions are used they may be written in the form “decision altitude/height” and abbreviated “DA/H”. Dependent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed. Descent fix. A fix established in a precision approach at the FAP to eliminate certain obstacles before the FAP, which would otherwise have to be considered for obstacle clearance purposes. DME distance. The line of sight distance (slant range) from the source of a DME signal to the receiving antenna. Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level. Final approach and take-off area (FATO). A defined area over which the final phase of the approach manoeuvre to hover or landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be used by performance Class 1 helicopters, the defined area includes the rejected take-off area available. Final approach segment (FAS). That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. Flight level (FL). A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1.— A pressure type altimeter calibrated in accordance with the Standard Atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; and c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels. Note 2.— The terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather than geometric heights and altitudes. Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid). Height. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. Holding procedure. A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance. Independent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are not prescribed. Independent parallel departures. Simultaneous departures from parallel or near-parallel instrument runways. Initial approach fix (IAF). A fix that marks the beginning of the initial segment and the end of the arrival segment, if applicable. In RNAV applications this fix is normally defined by a fly-by waypoint. 23/11/06
Part I — Section 1, Chapter 1
I-1-1-3
Initial approach segment. That segment of an instrument approach procedure between the initial approach fix and the intermediate fix or, where applicable, the final approach fix or point. Instrument approach procedure (IAP). A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach procedures are classified as follows: Non-precision approach (NPA) procedure. An instrument approach procedure which utilizes lateral guidance but does not utilize vertical guidance. Approach procedure with vertical guidance (APV). An instrument approach procedure which utilizes lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations. Precision approach (PA) procedure. An instrument approach procedure using precision lateral and vertical guidance with minima as determined by the category of operation. Note.— Lateral and vertical guidance refers to the guidance provided either by: a) a ground-based navigation aid; or b) computer-generated navigation data. Intermediate approach segment. That segment of an instrument approach procedure between either the intermediate fix and the final approach fix or point, or between the end of a reversal, racetrack or dead reckoning track procedure and the final approach fix or point, as appropriate. Intermediate fix (IF). A fix that marks the end of an initial segment and the beginning of the intermediate segment. In RNAV applications this fix is normally defined by a fly-by waypoint. Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a nonprecision approach or circling approach below which descent must not be made without the required visual reference. Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation. Note 2.— The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment. Note 3.— For convenience when both expressions are used they may be written in the form “minimum descent altitude/height” and abbreviated “MDA/H”.
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Minimum sector altitude. The lowest altitude which may be used which will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 NM) radius centred on a radio aid to navigation. Minimum stabilization distance (MSD). The minimum distance to complete a turn manoeuvre and after which a new manoeuvre can be initiated. The minimum stabilization distance is used to compute the minimum distance between waypoints. Missed approach holding fix (MAHF). A fix used in RNAV applications that marks the end of the missed approach segment and the centre point for the missed approach holding. Missed approach point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. Missed approach procedure. The procedure to be followed if the approach cannot be continued. Near-parallel runways. Non-intersecting runways convergence/divergence of 15 degrees or less.
whose
extended
centre
lines
have
an
angle
of
No transgression zone (NTZ). In the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrally between the two extended runway centre lines, where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach. Normal operating zone (NOZ). Airspace of defined dimensions extending to either side of an ILS localizer course and/or MLS final approach track. Only the inner half of the normal operating zone is taken into account in independent parallel approaches. Obstacle assessment surface (OAS). A defined surface intended for the purpose of determining those obstacles to be considered in the calculation of obstacle clearance altitude/height for a specific ILS facility and procedure. Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. Note 1.— Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the aerodrome elevation. Note 2.— For convenience when both expressions are used they may be written in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”. Note 3.— See Section 4, Chapter 1, 1.5, for specific application of this definition. Note 4.— See PANS-OPS, Volume II, Part IV, Chapter 1, for area navigation (RNAV) point-in-space (PinS) approach procedures for helicopters using basic GNSS receivers. Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation purposes.
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Part I — Section 1, Chapter 1
I-1-1-5
Point-in-space approach (PinS). The point-in-space approach is based on a basic GNSS non-precision approach procedure designed for helicopters only. It is aligned with a reference point located to permit subsequent flight manoeuvring or approach and landing using visual manoeuvring in adequate visual conditions to see and avoid obstacles. Point-in-space reference point (PRP). Reference point for the point-in-space approach as identified by the latitude and longitude of the MAPt. Primary area. A defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is provided. (See also Secondary area.) Procedure altitude/height. A specified altitude/height flown operationally at or above the minimum altitude/height and established to accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/final approach segment. Procedure turn. A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note 1.— Procedure turns are designated “left” or “right” according to the direction of the initial turn. Note 2.— Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure. Racetrack procedure. A procedure designed to enable the aircraft to reduce altitude during the initial approach segment and/or establish the aircraft inbound when the entry into a reversal procedure is not practical. Reference datum height (RDH). The height of the extended glide path or a nominal vertical path at the runway threshold. Required navigation performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace. Note.— Navigation performance and requirements are defined for a particular RNP type and/or application. Reversal procedure. A procedure designed to enable aircraft to reverse direction during the initial approach segment of an instrument approach procedure. The sequence may include procedure turns or base turns. Secondary area. A defined area on each side of the primary area located along the nominal flight track in which decreasing obstacle clearance is provided. (See also Primary area.) Segregated parallel operations. Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures. Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced. Standard instrument departure (SID). A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences.
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Terminal arrival altitude (TAA). The lowest altitude that will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an arc of a circle defined by a 46 km (25 NM) radius centred on the initial approach fix (IAF), or where there is no IAF on the intermediate fix (IF), delimited by straight lines joining the extremity of the arc to the IF. The combined TAAs associated with an approach procedure shall account for an area of 360 degrees around the IF. Threshold (THR). The beginning of that portion of the runway usable for landing. Track. The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid). Transition altitude. The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes. Transition layer. The airspace between the transition altitude and the transition level. Transition level. The lowest flight level available for use above the transition altitude. Vertical path angle (VPA). Angle of the published final approach descent in baro-VNAV procedures. Visual manoeuvring (circling) area. The area in which obstacle clearance should be taken into consideration for aircraft carrying out a circling approach. Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either: Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.
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Chapter 2 ABBREVIATIONS AND ACRONYMS (used in this document)
AAIM AC ACAS AGL AHRS AIP AIRAC APV ATC ATIS ATS ATTCS baro-VNAV CAT CBT CDI C/L CPA CRM DA/H DER DME DR EFIS EGPWS ESDU EUROCAE FAA FAF FAP FAS FATO FL FMC FMS FSD ft FTE FTT GBAS GNSS
Aircraft autonomous integrity monitoring Advisory Circular Airborne collision avoidance system Above ground level Attitude and heading reference system Aeronautical Information Publication Aeronautical information regulation and control Approach procedure with vertical guidance Air traffic control Automatic terminal information service Air traffic services Automatic take-off thrust control systems Barometric vertical navigation Category Computer-based training Course deviation indicator Centre line Closest point of approach Crew resource management Decision altitude/height Departure end of the runway Distance measuring equipment Dead reckoning Electronic flight instrument system Enhanced ground proximity warning system Engineering Sciences Data Unit European Organization for Civil Aviation Equipment Federal Aviation Administration Final approach fix Final approach point Final approach segment Final approach and take-off area Flight level Flight management computer Flight management system Full-scale deflection Foot (feet) Flight technical error Flight technical tolerance Ground-based augmentation system Global navigation satellite system I-1-2-1
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I-1-2-2 GP GPWS hPa HSI IAC IAF IAP IAS IF IFR ILS IMC INS IRS ISA JAA KIAS kt km LNAV LORAN m MAHF MAPt MDA/H MLS MOC MSA MSD MSL NADP NDB NM NOTAM NOZ NPA NTZ OCA/H OFZ OIS OM PA PAOAS PAPI PAR PDG PinS PRP PVT QFE QNH RA RAIM 23/11/06
Procedures — Aircraft Operations — Volume I Glide path Ground proximity warning system Hectopascal(s) Horizontal situation indicator Instrument approach chart Initial approach fix Instrument approach procedure Indicated airspeed Intermediate fix Instrument flight rules Instrument landing system Instrument meteorological conditions Inertial navigation system Inertial reference system International standard atmosphere Joint Aviation Authorities Knots indicated airspeed Knot(s) Kilometre(s) Lateral navigation Long range air navigation system Metre(s) Missed approach holding fix Missed approach point Minimum descent altitude/height Microwave landing system Minimum obstacle clearance Minimum sector altitude Minimum stabilization distance Mean sea level Noise abatement departure procedure Non-directional beacon Nautical mile(s) Notice to airmen Normal operating zone Non-precision approach No transgression zone Obstacle clearance altitude/height Obstacle free zone Obstacle identification surface Outer marker Precision approach Parallel approach obstacle assessment surface Precision approach path indicator Precision approach radar Procedure design gradient Point-in-space Point-in-space reference point Position, velocity and time Atmospheric pressure at aerodrome elevation (or at runway threshold) Altimeter sub-scale setting to obtain elevation when on the ground Resolution advisory Receiver autonomous integrity monitoring
Part I — Section 1, Chapter 2 RDH RNAV RNP RSR RSS RVR SBAS SD SI SID SOC SOPs SPI SSR SST STAR TA TAA TAR TAS THR TMA TP TSO VASIS VNAV VOR VPA WGS
I-1-2-3
Reference datum height Area navigation Required navigation performance En-route surveillance radar Root sum square Runway visual range Satellite-based augmentation system Standard deviation International system of units Standard instrument departure Start of climb Standard Operating Procedures Special position indicator Secondary surveillance radar Supersonic transport Standard instrument arrival Traffic advisory Terminal arrival altitude Terminal area surveillance radar True airspeed Threshold Terminal control area Turning point Technical Standard Order Visual approach slope indicator system Vertical navigation Very high frequency omnidirectional radio range Vertical path angle World geodetic system
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Section 2 GENERAL PRINCIPLES
I-2-(i)
Chapter 1 GENERAL INFORMATION 1.1
GENERAL
1.1.1 Obstacle clearance is a primary safety consideration in the development of instrument flight procedures. The criteria used and the detailed method of calculation are covered in PANS-OPS, Volume II. 1.1.2 Procedures contained in PANS-OPS assume that all engines are operating. Note.— Development of contingency procedures is the responsibility of the operator. 1.1.3 All procedures depict tracks. Pilots should attempt to maintain the track by applying corrections to heading for known wind. 1.1.4 All examples of calculations in this document are based on an altitude of 600 m (2 000 ft) above mean sea level (MSL) and a temperature of international standard atmosphere (ISA) +15°C unless otherwise stated. 1.1.5 For helicopters operated as Category A aeroplanes, failure to maintain the minimum speed could lead to an excursion of the protected airspace provided because of high drift angles or errors in turning point determinations. Similarly, high vertical speeds could hazard the helicopter when over a stepdown fix (see Figure I-2-1-1), or could result in the helicopter on departure initiating a turn at a height of 120 m (394 ft), but prior to reaching the departure area. 1.1.6 The minimum final approach speed considered for a Category A aeroplane is 130 km/h (70 kt). This is only critical when the missed approach point (MAPt) is specified by a distance from the final approach fix (FAF) (e.g. an “off aerodrome” NDB or VOR procedure). In these cases (if the FAF to MAPt distance exceeds certain values dependent on aerodrome elevation), a slower speed when combined with a tailwind may cause the helicopter to reach start of climb (SOC) after the point calculated for Category A aeroplanes. This will reduce the obstacle clearance in the missed approach phase. 1.1.7 Conversely, a slower speed combined with a headwind could cause the helicopter to reach the MAPt (and any subsequent turn altitude) before the point calculated for Category A aeroplanes, and hence depart outside the protected area. 1.1.8 Therefore, for helicopters, speed should be reduced below 130 km/h (70 kt) only after the visual references necessary for landing have been acquired and the decision has been made that an instrument missed approach procedure will not be performed.
1.2
OBSTACLE CLEARANCE
1.2.1 Obstacle clearance is a primary safety consideration in the development of instrument flight procedures. The criteria used and the detailed method of calculation are covered in PANS-OPS, Volume II. However, from the I-2-1-1
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operational point of view it is stressed that the obstacle clearance applied in the development of each instrument procedure is considered to be the minimum required for an acceptable level of safety in operations. 1.2.2 The protected areas and obstacle clearance applicable to individual types of procedures are specified in Parts I and II.
1.3
AREAS
1.3.1 Where track guidance is provided in the design of a procedure, each segment comprises a specified volume of airspace, the vertical cross-section of which is an area located symmetrically about the centre line of each segment. The vertical cross-section of each segment is divided into primary and secondary areas. Full obstacle clearances are applied over the primary areas reducing to zero at the outer edges of the secondary areas (see Figure I-2-1-2). 1.3.2 On straight segments, the width of the primary area at any given point is equal to one-half of the total width. The width of each secondary area is equal to one-quarter of the total width. 1.3.3 Where no track guidance is provided during a turn specified by the procedure, the total width of the area is considered primary area. 1.3.4 The minimum obstacle clearance (MOC) is provided for the whole width of the primary area. In the secondary area, MOC is provided at the inner edges reducing to zero at the outer edges (see Figure I-2-1-2).
1.4 1.4.1
USE OF FLIGHT MANAGEMENT SYSTEM (FMS)/ AREA NAVIGATION (RNAV) EQUIPMENT
Where FMS/RNAV equipment is available, it may be used to fly conventional procedures provided:
a) the procedure is monitored using the basic display normally associated with that procedure; and b) the tolerances for flight using raw data on the basic display are complied with. 1.4.2
Lead radials
Lead radials are for use by non-RNAV-equipped aircraft and are not intended to restrict the use of turn anticipation by the FMS.
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I-2-1-3
Fix tolerance area
Minimum altitude MOC
De
sce
nt
gr a
Obstacles in this area need not be considered in determining OCA/H after passing the fix di e n
t1
5%
OCA/H MOC
Max 9.3 km (5.0 NM) NAVAID
NAVAID
IF
FAF
Max 9.3 km (5.0 NM)
Figure I-2-1-1.
Area where obstacles need not be considered
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Assumed lowest flight path
MOC
Secondary area
Primary area
Secondary area
1/4 of total
1/2 of total
1/4 of total
Total width
Figure I-2-1-2. Relationship of minimum obstacle clearances in primary and secondary areas in cross-section
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MOC
Chapter 2 ACCURACY OF FIXES 2.1
GENERAL
Fixes and points used in designing flight procedures are normally based on standard navigation systems.
2.2
FIX FORMED BY INTERSECTION
Because all navigation facilities and waypoints have accuracy limitations, the geographic point which is identified is not precise but may be anywhere within an area called the fix tolerance area which surrounds its plotted point of intersection. Figure I-2-2-1 illustrates the intersection of two radials or tracks from different navigation facilities.
2.3
FIX TOLERANCE FACTORS
2.3.1 The dimensions of the fix tolerance area are determined by the system use accuracy of the navigation aid(s) on which the fix is based, and the distance from the facility. 2.3.2
System use accuracy is based on a root sum square calculation using the following tolerances:
a) ground system tolerance; b) airborne receiving system tolerance; and c) flight technical tolerance. See Table I-2-2-1 for system use accuracies and Table I-2-2-2 for the tolerances on which these values are based.
2.4
FIX TOLERANCE FOR OTHER TYPES OF NAVIGATION SYSTEMS 2.4.1
Surveillance radar
Radar fix tolerances are based on radar mapping accuracies, azimuth resolution, flight technical tolerance, controller technical tolerances, and the speed of aircraft in the terminal area. The fix tolerances are listed below: a) terminal area surveillance radar (TAR) within 37 km (20 NM): fix tolerance is ±1.5 km (0.8 NM); and b) en-route surveillance radar (RSR) within 74 km (40 NM): fix tolerance is ±3.1 km (l.7 NM).
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Distance measuring equipment (DME)
Fix tolerance is ±0.46 km (0.25 NM) + 1.25 per cent of distance to the antenna. 2.4.3
75 MHz marker beacon
Use Figure I-2-2-2 to determine the fix tolerance for instrument landing system (ILS) and “z” markers for use with instrument approach procedures. 2.4.4 2.4.4.1
Fix tolerance overheading a station
Very high frequency omnidirectional radio range (VOR)
Fix tolerance overheading a VOR is based upon a circular cone of ambiguity generated by a straight line passing through the facility and making an angle of 50° from the vertical, or a lesser angle as determined by flight test. Entry into the cone is assumed to be achieved within such an accuracy from the prescribed track as to keep the lateral deviation abeam the VOR: d = 0.2 h (d and h in km); or d = 0.033 h (d in NM, h in thousands of feet). For a cone angle of 50°, the accuracy of entry is ±5°. Tracking through the cone is assumed to be within an accuracy of ±5°. Station passage is assumed to be within the limits of the cone of ambiguity. See Figure I-2-2-3 for an illustration of fix tolerance area. 2.4.4.2
Non-directional beacon (NDB)
Fix tolerance overheading an NDB is based upon an inverted cone of ambiguity extending at an angle of 40° either side of the facility. Entry into the cone is assumed to be achieved within an accuracy of ±15° from the prescribed track. Tracking through the cone is assumed to be within an accuracy of ±5°. See Figure I-2-2-4 for an illustration of fix tolerance area.
2.5
AREA SPLAY
2.5.1 The construction of area outer boundaries is derived from the fix tolerance of the facility providing track. This value is multiplied by a factor of 1.5 to provide a 99.7 per cent probability of containment (3 SD). 2.5.2 The area width at a facility is: a) 3.7 km (2.0 NM) for VOR; and b) 4.6 km (2.5 NM) for NDB. 2.5.3 The area splays from the facility at the following angle: a) 7.8° for VOR; and b) 10.3° for NDB. 23/11/06
Part I — Section 2, Chapter 2 Table I-2-2-1.
I-2-2-3 System use accuracy (2 SD) of facility providing track guidance and facility not providing track guidance VOR1
ILS
NDB
System use accuracy of facility providing track
±5.2°
±2.4°
±6.9°
System use accuracy of facility NOT providing track
±4.5°
±1.4°
±6.2°
1. The VOR values of ±5.2° and ±4.5° may be modified according to the value of a) in Table I-2-2-2, resulting from flight tests.
Table I-2-2-2.
Tolerances on which system use accuracies are based
The values in Table I-2-2-1 are the result of a combination, on a root sum square basis, of the following tolerances
VOR
ILS
NDB
a) ground system tolerance
±3.6°
±1°1
±3°
±2.7°
±1°
±5.4°
±2.5°
±2°
±3°
b) airborne receiving system tolerance c) flight technical tolerance
2
1. Includes beam bends. 2. Flight technical tolerance is only applied to navigation aids providing track. It is not applied to fix intersecting navigation aids.
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Nominal fix
Fix tolerance area
Figure I-2-2-1.
Height (ft)
Fix tolerance area
Height (m)
Direction of flight ILS marker (minor axis) or “z” marker
6 000 5 000
2 000
1 500
4 000 1 000
3 000 2 000
500
1 000 0 1.0 2
0.5
0
1
0.5 1
1.0
NM 2
Fix tolerance
0
km
Note.— This figure is based on the use of modern aircraft antenna systems with a receiver sensitivity setting of 1 000 µV up to 1 800 m (5 905 ft) above the facility.
Figure I-2-2-2.
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ILS or “z” marker coverage
Part I — Section 2, Chapter 2
I-2-2-5
c l t ra I nit ia
A 5°
10° d
k as
n flow
VOR
ound ed inb Intend track
A
5° 5°
Cone effect area at the crossing altitude
h
Track as flown
d Position fix tolerance area
50°
Inbound track of the holding pattern or intended entry track
VOR All tolerances are plus or minus but shown here as most adverse relative to the VOR cone of ambiguity.
Point A is the point where pilot recognizes cone effect (full scale deflection) and from this point makes good a track within 5° of the inbound or intended entry track. Note.— Example with a cone angle of 50°.
Figure I-2-2-3.
Fix tolerance area overhead a VOR
Cone effect area
Track of maximum right tolerance d 5° NDB
Inbound holding track or intended entry track
15° 15°
5° Position fix tolerance area
Figure I-2-2-4.
Track of maximum left tolerance d = Radius of NDB cone
Fix tolerance area overhead an NDB
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Chapter 3 TURN AREA CONSTRUCTION 3.1
GENERAL
3.1.1 This chapter gives an overview of the methods used in turn construction and lists the parameters that are considered in the process. 3.1.2 The turning point (TP) is specified in one of two ways: a) at a designated facility or fix — the turn is made upon arrival overhead a facility or fix; or b) at a designated altitude — the turn is made upon reaching the designated altitude unless an additional fix or distance is specified to limit early turns (departures and missed approach only).
3.2
TURN PARAMETERS
The parameters on which the turn areas are based are shown in Table I-2-3-1. For the specific application of the parameters in the table, see the applicable chapters in this document.
3.3
PROTECTION AREA FOR TURNS
3.3.1 As with any turning manoeuvre, speed is a controlling factor in determining the aircraft track during the turn. The outer boundary of the turning area is based on the highest speed of the category for which the procedure is authorized. The inner boundary caters for the slowest aircraft. The construction of the inner and outer boundaries is described in more detail below: Inner boundary — The inner boundary starts at the earliest TP. It splays outward at an angle of 15º relative to the nominal track. Outer boundary — (See Figure I-2-3-1.) The outer boundary is constructed in the following sequence: a) it starts at Point A. The parameters that determine Point A are: 1) fix tolerance; and 2) flight technical tolerance; b) then from Point A, there are three methods for constructing the curving portion of the turn outer boundary: 1) by calculating the wind spiral;
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Procedures — Aircraft Operations — Volume I 2) by drawing bounding circles; and 3) by drawing arcs; and c) after the curved area is constructed, a straight section begins where the tangent of the area becomes parallel to the nominal track (Point P). At this point: 1) if there is no track guidance available, the outer boundary splays at 15º; or 2) if track guidance is available after the turn, the turning area may be reduced as shown in Figure I-2-3-2 B, C and D. The outer edges of the turning area end where they intersect the area splay of the navaid giving track. 3.3.2
Turn area using wind spiral
3.3.2.1 In the wind spiral method, the area is based on a radius of turn calculated for a specific value of true airspeed (TAS) and bank angle. 3.3.2.2 The outer boundary of the turn area is constructed using a spiral derived from the radius of turn. The spiral results from applying wind effect to the ideal flight path. See Figure I-2-3-3. 3.3.2.3
Example of Wind Spiral Construction
Figure I-2-3-4 has been calculated assuming: a) an omnidirectional wind of 56 km/h (30 kt); b) an altitude of 600 m (1 970 ft) above mean sea level (MSL); and c) a final missed approach speed of 490 km/h (265 kt). 3.3.3
Turn area using bounding circles
3.3.3.1 As an alternative to the wind spiral, a simplified method can be used in which circles are drawn to bound the turning area. Figure I-2-3-5 shows how this is applied. 3.3.3.2
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Unlike the wind spiral method, the wind effect used here is always that of a course change of 90°.
FTT (seconds) c (seconds) Segment or fix of turn location
Speed (IAS)1
Altitude/height
Wind
Bank angle2
Bank establishment time
Pilot reaction time
Outbound timing tolerance
Heading tolerance
Departure
Final missed approach IAS + 10%, see Table I-4-1-1 or Table I-4-1-2 3
Turn at altitude/height: Specified altitude/height Turn at turn point: A/D elevation + height based on 10% climb from DER
95% omnidirectional wind or 56 km/h (30 kt) for wind spirals
15º until 305 m (1º000 ft) 20º between 305 m (1 000 ft) and 915 m (3 000 ft) 25º above 915 m (3 000 ft)
3
3
N/A
N/A
En route
585 km/h (315 kt)
Specified altitude
95% probability wind or ICAO standard wind4
15º
5
10
N/A
N/A
Holding
Tables I-6-1-1 and I-6-1-21
Specified altitude
ICAO standard wind 4
23º
N/A
5
N/A
N/A
Initial approach – reversal and racetrack procedures
Table I-4-1-1 or Table I-4-1-2
Specified altitude
ICAO standard wind4 or statistical wind
25º
5
0–6
10
5
Initial approach – DR track procedures
CAT A, B: 165 to 335 km/h (90 to 180 kt) CAT C, D, E: 335 to 465 km/h (180 to 250 kt)
CAT A, B: 1 500 m (5 000 ft)
ICAO standard wind4 DR leg: 56 km/h (30 kt)
25º
5
0–6
N/A
5
IAF, IF, FAF
See Tables I-4-1-1 and I-4-1-2 Use Initial approach speed for turn at IAF or IF Use maximum final approach speed for turn at FAF
95% omnidirectional wind or 56 km/h (30 kt)
25º
3
3
N/A
N/A
CAT C, D, E: 3 000 m (10 000 ft) Specified altitude
Part I — Section 2, Chapter 3
Table I-2-3-1 Turn construction parameter summary
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FTT (seconds) c (seconds) Segment or fix of turn location
Speed (IAS)1
Altitude/height
Wind
Bank angle2
Bank establishment time
Pilot reaction time
Outbound timing tolerance
Heading tolerance
Missed approach
Table I-4-1-1 or Table I-4-1-23
A/D elevation + 300 m (1 000 ft)
56 km/h (30 kt)
15º
3
3
N/A
N/A
Visual manoeuvring using prescribed track
See Tables I-4-1-1 and I-4-1-2
A/D elevation + 300 m (1 000 ft)
46 km/h (25 kt)
25º
N/A
N/A
N/A
N/A
Circling
See Tables I-4-1-1 and I-4-1-2
A/D elevation + 300 m (1 000 ft)
46 km/h (25 kt)
20º
N/A
N/A
N/A
N/A
GENERAL NOTES:
1. 2.
For the specific application of the parameters in the table, see the applicable chapters in this document. The rate of turn associated with the stated bank angle values in this table shall not be greater than 3°/s.
Note 1.— Where operationally required to avoid obstacles, reduced speeds as slow as the IAS for intermediate missed approach may be used. In this case, the procedure is annotated “Missed approach turn limited to _______ km/h (kt) IAS maximum”. Note 2.— The conversion from IAS to TAS is determined using a temperature equal to ISA at the corresponding altitude plus 15° C. Holding procedures are an exception; the calculation formula appears in PANS-OPS, Volume II, Part II, Section 4, Chapter 1, Appendix A, paragraph 6. Note 3.— Where operationally required to avoid obstacles, reduced speeds as slow as the IAS tabulated for “intermediate missed approach” in Tables I-4-1-1 and I-4-1-2 increased by 10 per cent may be used. In this case, the procedure is annotated “Departure turn limited to __________ km/h (kt) IAS maximum”. Note 4.— ICAO standard wind = 12 h + 87 km/h (h in 1 000 m); 2 h + 47 kt (h in 1 000 ft) Part I — Section 2, Chapter 3
Part I — Section 2, Chapter 3
I-2-3-5
Fix tolerance
K
Boundary
Flight technical tolerance A
Track XXX
Figure I-2-3-1.
P
Start of construction of outer boundary
P
15
°
al in m No
al in m No
ck tra
ck tra
Navaid or fix A. No track guidance
Figure I-2-3-2 A and B.
B. Track guidance outside navigation aid towards navaid or fix
Turn outer boundary construction after Point P
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Figure I-2-3-2 C and D. Track guidance outside navigation aid from navaid or fix/ Track guidance inside navigation aid or fix
Wind spiral E Eθ
Still air track θ r r is the still air radius of turn in km (NM) Eθ is the wind effect for the time taken to change heading by θ degrees where R is the rate of turn in °/s w Eθ = θ and w the wind speed in km/h (kt) R X 3 600 km (NM)
Figure I-2-3-3. 23/11/06
Wind spiral
Part I — Section 2, Chapter 3
I-2-3-7
f
1
e1
d1
2 (1. .01 09 km NM )
e f
d
1.34 km (0.72 NM) c1 c
g1
g
4.46 km (2.41 NM)
b1
b
h
a
h1
a1 0
1
0
Figure I-2-3-4.
2 1
3
4 2
5
6 3
7
8 4
9
10 km 5
NM
Template for plotting omnidirectional wind (wind spiral)
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2
r +E
2 2
r +E r
X
X′
r
E
A
2
r+E
E
A′
Y Z
r+
2E
No mi na l
tra ck
P
Figure I-2-3-5.
15°
Outer turn boundary construction
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Section 3 DEPARTURE PROCEDURES
I-3-(i)
Chapter 1 GENERAL CRITERIA FOR DEPARTURE PROCEDURES 1.1
INTRODUCTION
1.1.1
Application
1.1.1.1 The criteria in this section are designed to provide flight crews and other flight operations personnel with an appreciation, from the operational point of view, of the parameters and criteria used in the design of instrument departure procedures. These include, but are not limited to, standard instrument departure (SID) routes and associated procedures (see Annex 11, Appendix 3). Note.— Detailed specifications for instrument departure procedure construction, primarily for the use of procedures specialists, are contained in PANS-OPS, Volume II, Part I, Section 3. 1.1.1.2 These procedures assume that all engines are operating. In order to ensure acceptable clearance above obstacles during the departure phase, instrument departure procedures may be published as specific routes to be followed or as omnidirectional departures, together with procedure design gradients and details of significant obstacles.
1.2
OPERATOR’S RESPONSIBILITY 1.2.1
Contingency procedures
Development of contingency procedures, required to cover the case of engine failure or an emergency in flight which occurs after V1, is the responsibility of the operator, in accordance with Annex 6. An example of such a procedure, developed by one operator for a particular runway and aircraft type(s), is shown in Figure I-3-1-1. Where terrain and obstacles permit, these procedures should follow the normal departure route. 1.2.2
Turning procedures
When it is necessary to develop a turning procedure to avoid an obstacle which would have become limiting, then the procedure should be described in detail in the appropriate operator’s manual. The point for start of turn in this procedure must be readily identifiable by the pilot when flying under instrument conditions. 1.2.3
Automatic take-off thrust control systems (ATTCS) and noise abatement procedures
The use of automatic take-off thrust control systems (ATTCS) and noise abatement procedures needs to be taken into consideration by the pilot and the operator.
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INSTRUMENT DEPARTURE PROCEDURE 1.3.1
Design considerations
The design of an instrument departure procedure is, in general, dictated by the terrain surrounding the aerodrome. It may also be required to provide for air traffic control (ATC) requirements in the case of SID routes. These factors in turn influence the type and siting of navigation aids in relation to the departure route. Airspace restrictions may also affect the routing and siting of navigation aids. 1.3.2
Non-prescribed departure routes
At many aerodromes, a prescribed departure route is not required for ATC purposes. Nevertheless, there may be obstacles in the vicinity of some aerodromes that have to be considered in determining whether restrictions to departures are to be prescribed. In such cases, departure procedures may be restricted to a given sector(s) or may be published with a procedure design gradient in the sector containing the obstacle. Departure restrictions are published as described in Chapter 4, “Published Information for Departures”. 1.3.3
Omnidirectional departures
1.3.3.1
Where no suitable navigation aid is available, the criteria for omnidirectional departures are applied.
1.3.3.2
Omnidirectional departures may specify sectors to be avoided. 1.3.4
Aerodrome operating minima
1.3.4.1 Where obstacles cannot be cleared by the appropriate margin when the aeroplane is flown on instruments, aerodrome operating minima are established to permit visual flight clear of obstacles (see Part I, Section 8). 1.3.4.2
Wherever possible, a straight departure is specified which is aligned with the runway centre line.
1.3.4.3 When a departure route requires a turn of more than 15° to avoid an obstacle, a turning departure is constructed. Flight speeds for turning departure are specified in Table I-3-2-1 (see also Chapter 2, 2.3.6, “Turn speeds”). Wherever limiting speeds other than those specified in Table I-3-2-1 are promulgated, they must be complied with in order to remain within the appropriate areas. If an aeroplane operation requires a higher speed, then an alternative departure procedure must be requested. 1.3.5
Establishment of a departure procedure
A departure procedure is established for each runway where instrument departures are expected to be used. It will include procedures for the various categories of aircraft. 1.3.6
Wind effect
The procedures assume that pilots will not compensate for wind effects when being radar vectored. They also assume that pilots will compensate for known or estimated wind effects when flying departure routes which are expressed as tracks to be made good.
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I-3-1-3 1.4
OBSTACLE CLEARANCE
1.4.1 The minimum obstacle clearance equals zero at the departure end of the runway (DER). From that point, it increases by 0.8 per cent of the horizontal distance in the direction of flight assuming a maximum turn of 15°. 1.4.2
In the turn initiation area and turn area, a minimum obstacle clearance of 90 m (295 ft) is provided.
1.4.3 Where precipitous and mountainous terrain exist, consideration is given by the procedures designer to increasing the minimum obstacle clearance (see also PANS-OPS, Volume II, Part I, Section 2, Chapter 1, 1.7).
1.5
PROCEDURE DESIGN GRADIENT (PDG)
1.5.1 The procedure design gradient (PDG) is intended as an aid to the procedures designer, who adjusts the route with the intention of minimizing the PDG consistent with other constraints. 1.5.2
Unless otherwise published, a PDG of 3.3 per cent is assumed.
1.5.3 The PDG is not intended as an operational limitation for those operators who assess departure obstacles in relation to aircraft performance, taking into account the availability of appropriate ground/airborne equipment. 1.5.4
Basis of the PDG
The PDG is based on: a) an obstacle identification surface (OIS) having a 2.5 per cent gradient or a gradient determined by the most critical obstacle penetrating the surface, whichever is the higher (see Figure I-3-1-2); and b) an additional margin of 0.8 per cent. 1.5.5
Gradient specification
1.5.5.1 Published gradients are specified to an altitude/height after which the minimum gradient of 3.3 per cent is considered to prevail (see the controlling obstacle in Figure I-3-1-2). For conversion of climb gradient for cockpit use, see Figure I-3-1-3. 1.5.5.2 The final PDG continues until obstacle clearance is ensured for the next phase of flight (i.e. en-route, holding or approach). At this point, the departure procedure ends and is marked by a significant point.
1.6
FIXES AS AN AID IN OBSTACLE AVOIDANCE
Whenever a suitably located DME exists, additional specific height/distance information intended for obstacle avoidance may be published. RNAV waypoint or other suitable fixes may be used to provide a means of monitoring climb performance.
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RADAR VECTORS
Pilots should not accept radar vectors during departure unless: a) they are above the minimum altitude(s)/height(s) required to maintain obstacle clearance in the event of engine failure. This relates to engine failure between V1 and minimum sector altitude or the end of the contingency procedure as appropriate; or b) the departure route is non-critical with respect to obstacle clearance. ASIR
Page 9
SID (SW) RWY 05
O5 JUL 89
G E N 7 04 E 7/ V 22 E
ENG FAIL (SWR/AUA/CTA only)
TDP 6P MNM 5000 D2 GVA MNM FL 100 D12 PAS
85
34 64
186
If CLRD FL100 or above MNM FL 100 D17 PAS
59 80
212
03 2
© SWR - OCSR Montelimar D112.7 MTL 362.5
2 09 B1 6 63 62
18 6 74 134
030 32 7 14 39
03
7
If CLRD FL200 or above TOUR DU PIN 6N TA 7000 MNM FL200 D114.75 SPEED: MAX IAS 210 XT/25° bank 100 LSA during turns below 7000 FT. BELUS D34 ALT RESTR: Climb initially to FL 90 N 45 40.5 PAS - further Restr. see chart. E 005 35.7 MNM FL 200 MARTIGUES 6N (MTG6N) D114 D41 PAS Climb on R047 GVA-at MNM 5000 but .75 L SA not before D8 GVA turn R-230°113 intercept R186 PAS-RESMI-MTC. TIBOT Cross D8 GVA : MNM 5000 5 24 5 N 45 29.4 D12 PAS : MNM FL100 UG La Tour du Pin E 005 55.7 D41 PAS : MNM FL200 110.6 TDP TOUR DU PIN 6N (TDP6N) N45 29.4 E005 26.4 Climb on R047 GVA-at MNM 5000 but not before D8 GVA turn R-230°intercept R217 SPR/R037 TDPD115 BELUS-TDP. PAS Cross D8 GVA : MNM 5000 TOUR DU PIN 6P (TDP6P) RESMI MARTIGUES 6N N 44 14.8 (Only if traffic permits) E 005 46.9 Climb on R047 GVA-at MNM 5000 but not before D2 GVA turn L to PAS VOR-proc on R212 PAS/R032 TDPBELUS - TDP. Cross D2 GVA : MNM 5000 Martigues D117.3 MTG PAS : MNM 7000 Change: ANS
Figure I-3-1-1.
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TDP 6P: AFTER starting L turn only D114.6 GVA
30
4
D7. 5
Versoix 378 OG N46 24.6 E006 14.7
320 GLA
2 40
7 22 7/ 60 04 0 /0 OM23 D 2
378 OG D116.6 PAS
78
TOUR DU PIN 6P
MM23
0 23
7
10 NM
04
7 22 7/
D113.9 SPR
21
5
212
0
Passeiry D116.6 PAS N46 09.9 E006 00.0 MNM 7000
17
Geneve D114.6 GVA N46 15.3 E006 08.0
St. Prex D113.9 SPR N46 28.2 E006 26.9 MNM 5000 D8 GVA
1. TOUR DU PIN 6N/MARTIGUES 6N Proc DCT SPR and join HP 2. TOUR DU PIN 6P - ENG FAIL BEFORE starting L turn: Proc DCT SPR and join HP - ENG FAIL AFTER starting L turn: Continue 360° L turn then proc DCT SPR and join HP CONDITIONS OF ENTRY INTO HP a) ABLE to reach SPR MNM 4500: - Enter HP Below 7000: All turns with 25° bank and IAS MAX 260 KT (calculated to allow clean-up of heavy ACFT.) b) UNABLE to reach SPR MNM 4500: - At SPR turn R on 240°/ R060 PAS - Continue until MAX 304° GLA (D20 PAS/D7.5 SPR) - turn R to SPR - IAS MAX 260 KT - If now able to reach SPR MNM 4500, enter HP as in para a) above
Example of contingency routes in relation to departure routes
C O I N T R I N S W I T Z E R L A N D
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Because of obstacle B, the gradient cannot be reduced to 3.3% (2.5% + 0.8%) (CAT H, 5.0%) just after passing obstacle A. The altitude/height or fix at which a gradient in excess of 3.3% (CAT H, 5.0%) is no longer required is promulgated in the procedure. Obstacles A and B will be promulgated. Mountain promulgated on Aerodrome Obstacle Chart Type C. This altitude/height and distance will be promulgated
3.3%
0.8%
This gradient will be promulgated
2 .5 %
MOC
0.8%
2 .5 %
O IS
5 m (16 ft) DER
2.5%
d
A
B
Figure I-3-1-2.
Minimum obstacle clearance (MOC) is 0.8% of the horizontal distance (d) from DER
Climb gradient reduction in departure
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Climb/descent gradient (%) vs. rate of climb/descent in m/s and ft/min at speed in km/h (kt) km/h
kt
m/s
ft/min
15
3 000
100
100
200
14 13
150
200
300
12 11
10% 9% 8%
400
10
7%
250
8
5% 300
6
3%
350 700
1 500
7
4%
600
2 000
9
6%
500
5
1%
800
1 000
4
2%
400
3 2 1
500 200
Rate of climb/descent
Speed
Example: At a speed of 470 km/h (250 kt) a gradient of 3% corresponds to a rate of 4 m/s (760 ft/min)
Figure I-3-1-3.
Conversion nomogram
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2 500
Chapter 2 STANDARD INSTRUMENT DEPARTURES 2.1
GENERAL
2.1.1 A standard instrument departure (SID) is a departure procedure that is normally developed to accommodate as many aircraft categories as possible. Departures that are limited to specific aircraft categories (see Section 4, Chapter 1, 1.3, “Categories of aircraft”) are clearly annotated. 2.1.2
SID termination
The SID terminates at the first fix/facility/waypoint of the en-route phase following the departure procedure. 2.1.3
Types of SID
There are two basic types of SID: straight departures and turning departures. SIDs are based on track guidance acquired: a) within 20.0 km (10.8 NM) from the departure end of the runway (DER) on straight departures; and b) within 10.0 km (5.4 NM) after completion of turns on departures requiring turns. Track guidance may be provided by a suitably located facility (VOR or NDB) or by RNAV. See Figure I-3-2-1.
2.2
STRAIGHT DEPARTURES 2.2.1
Alignment
2.2.1.1 A straight departure is one in which the initial departure track is within 15° of the alignment of the runway centre line. 2.2.1.2 When obstacles exist which affect the departure route, procedure design gradients (PDGs) greater than 3.3 per cent may be specified. When such a gradient is specified, the altitude/height to which it extends shall be promulgated. After this point, the PDG of 3.3 per cent (Category H, 5.0 per cent) resumes. 2.2.1.3 Gradients to a height of 60 m (200 ft) or less, caused by close-in obstacles, are not specified. A note will be published stating that the close-in obstacles exist. See Figure I-3-2-2.
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Procedures — Aircraft Operations — Volume I 2.3
TURNING DEPARTURES
2.3.1 When a departure route requires a turn of more than 15°, it is called a turning departure. Straight flight is assumed until reaching an altitude/height of at least 120 m (394 ft), or 90 m (295 ft) for helicopters. Procedures normally cater for turns at a point 600 m from the beginning of the runway. However, in some cases turns may not be initiated before the DER (or a specified point), and this information will be noted on the departure chart. 2.3.2 For Category H procedures, procedure turns can be initiated 90 m (295 ft) above the elevation if the DER and the earliest initiation point are at the beginning of the runway/final approach and take-off area (FATO). 2.3.3 No provision is made in this document for turning departures requiring a turn below 120 m (394 ft) (90 m (295 ft) for helicopters) above the elevation of the DER. 2.3.4 Where the location and/or height of obstacles preclude(s) the construction of turning departures which satisfy the minimum turn height criterion, departure procedures should be developed by the competent authority in consultation with the operators concerned. 2.3.5
Types of turns
Turns may be defined as occurring at: a) an altitude/height; and b) a fix or facility. 2.3.6
Turn speeds
2.3.6.1 The speeds used are those of the final missed approach increased by 10 per cent to account for increased aeroplane mass in departure (see Table I-3-2-1). 2.3.6.2 In exceptional cases, where acceptable terrain clearances cannot otherwise be provided, turning departure routes are constructed with maximum speeds as low as the intermediate missed approach speed increased by 10 per cent (see Tables I-4-1-1 and I-4-1-2). In such cases, the procedure is annotated “Departure turn limited to __________ km/h (kt) IAS maximum”. 2.3.7
Turn parameters
2.3.7.1 The parameters that are common to all turns appear in Table I-2-3-1 in Section 2, Chapter 3, “Turn Area Construction”. The following parameters are specific to turning departures: a) altitude: 1) turn designated at an altitude/height: turn altitude/height; and 2) turn at a designated turning point: aerodrome elevation plus the height based on a 10 per cent climb from the DER to the turning point; b) airspeed: See 2.3.6, “Turn speeds”;
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I-3-2-3
c) wind: maximum 95 per cent probability wind on an omnidirectional basis, where statistical wind data are available. Where no wind data are available, an omnidirectional 56 km/h (30 kt) is used; and d) flight technical tolerances: 1) pilot reaction time 3 s; and 2) bank establishment time 3 s (total 6 s; see Figure I-3-2-3). 2.3.7.2 When obstacles exist prohibiting a turn before the DER or prior to reaching an altitude/height, an earliest turn point or a minimum turning altitude/height is specified.
Table I-3-2-1. Maximum speeds for turning departures Aeroplane category
Maximum speed km/h (kt)
A
225 (120)
B
305 (165)
C
490 (265)
D
540 (290)
E
560 (300)
H
165 (90)
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VOR 7.8° /NDB 10.3°
max 15°
15°
3.7 km (2.0 NM)/VOR 4.6 km (2.5 NM)/NDB
Departure track
C/L
150 m
VOR NDB
D ER
15°
3.5 k m (1.9 NM )
VOR 7.8° /NDB 10.3°
V O R 7 .8 °
/N D B 10 .3
°
V O R 7 .8 °
/N D B 10 .3
°
C/L = Extended runway centre line
DER = Departure end of runway
Figure I-3-2-1.
Area for straight departure with track guidance
% 3.3
7%
2.5%
OI S 2. 5%
3.
4. 5
%
This altitude/height and gradient to be promulgated if more than 60 m (200 ft) (see 2.2.1.2)
5 m (16 ft) DER
Figure I-3-2-2.
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Aerodrome elevation
Obstacle
Procedure design gradient
Part I — Section 3, Chapter 2
I-3-2-5
Splay 7.8° /VOR: 10.3° NDB
Fix tolerance Flight technical tolerance
C/L R VO
15° De
30°
p
re ar tu
t ra
/ ND
B
ck
30°
3.7 km (2.0 NM)/VOR 4.6 km (2.5 NM)/NDB 15° 15° 15°
DER
150 m
Figure I-3-2-3.
Turning departure — turn at a fix
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Chapter 3 OMNIDIRECTIONAL DEPARTURES 3.1 3.1.1 method. 3.1.2
GENERAL
In cases where no track guidance is provided, departure procedures are designed using the omnidirectional Where obstacles do not permit development of omnidirectional procedures, it is necessary to:
a) fly a standard instrument departure (SID) route; or b) ensure that ceiling and visibility will permit obstacles to be avoided by visual means.
3.2
BEGINNING OF DEPARTURE
3.2.1 The departure procedure begins at the departure end of the runway (DER), which is the end of the area declared suitable for take-off (i.e. the end of the runway or clearway as appropriate). 3.2.2 Since the point of lift-off will vary, the departure procedure assumes that a turn at 120 m (394 ft) above the elevation of the aerodrome is not initiated sooner than 600 m from the beginning of the runway. 3.2.3 Procedures are normally designed/optimized for turns at a point 600 m from the beginning of the runway. However, in some cases turns may not be initiated before the DER (or a specified point), and this information will be noted on the departure chart. 3.2.4 For Category H procedures, procedure turns can be initiated 90 m (295 ft) above the elevation if the DER and the earliest initiation point are at the beginning of the runway/FATO.
3.3
PROCEDURE DESIGN GRADIENT (PDG)
3.3.1 Unless otherwise specified, departure procedures assume a 3.3 per cent (helicopters, 5 per cent) PDG and a straight climb on the extended runway centre line until reaching 120 m (394 ft) (helicopters, 90 m (295 ft)) above the aerodrome elevation. 3.3.2 The basic procedure ensures: a) the aircraft climbs on the extended runway centre line to 120 m (394 ft) before turns can be specified; and b) at least 90 m (295 ft) of obstacle clearance is provided before turns greater than 15° are specified.
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3.3.3 The omnidirectional departure procedure is designed using any one of a combination of the following: a) Standard case: Where no obstacles penetrate the 2.5 per cent obstacle identification surface (OIS), and 90 m (295 ft) of obstacle clearance prevails, a 3.3 per cent climb to 120 m (394 ft) will satisfy the obstacle clearance requirements for a turn in any direction (see Figure I-3-3-1 — Area 1). b) Specified turn altitude/height: Where obstacle(s) preclude omnidirectional turns at 120 m (394 ft), the procedure will specify a 3.3 per cent climb to an altitude/height where omnidirectional turns can be made (see Figure I-3-3-1 — Area 2). c) Specified procedure design gradient: Where obstacle(s) exist, the procedure may define a minimum gradient of more than 3.3 per cent to a specified altitude/height before turns are permitted (see Figure I-3-3-2 — Area 3). d) Sector departures: Where obstacle(s) exist, the procedure may identify sector(s) for which either a minimum gradient or a minimum turn altitude/height is specified (e.g. “climb straight ahead to altitude/height .. before commencing a turn to the east/the sector 0°–180° and to altitude/height .. before commencing a turn to the west/the sector 180°–360°”).
C/L Area 2 30°
dr
Area 1 3.5 km (1.9 NM) or less 15°
dr = distance where the aircraft climbing at the minimum gradient (3.3% or the gradient specified in the procedure, whichever is the higher) will have reached the specified turn altitude/height. If the turn height is 120 m (394 ft) above the DER, this distance is 3.5 km (1.9 NM) for a 3.3% gradient.
15°
150 m
Runway
DER 150 m Area bounded by the dotted line is the turn initiation area. 600 m
Figure I-3-3-1.
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Areas 1 and 2 and turn initiation area for omnidirectional departures
Part I — Section 3, Chapter 3
I-3-3-3
= obstacle do = shortest distance from obstacle to boundary of turn initiation area
Runway centre line
do Area 2 do
Area 1 DER do Distance necessary for the departure
600 m
do
Area 3
Centre line
Figure I-3-3-2.
Area 3 for omnidirectional departures
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Chapter 4 PUBLISHED INFORMATION FOR DEPARTURES 4.1
GENERAL
4.1.1 The information listed in the following paragraphs will be published for operational personnel. Note.— Standard departure routes are identified in accordance with Annex 11, Appendix 3. Instrument departure charts are published in accordance with Annex 4. 4.1.2 specify:
When it is necessary, after a turn, to fly a heading to intercept a specified radial/bearing, the procedure will
a) the turning point; b) the track to be made good; and c) the radial/bearing to be intercepted. Example: “at DME 4 km turn left to track 340° to intercept VOR R020”; or “at DME 2 turn left to track 340° to intercept VOR R020”. 4.1.3 Departures that are limited to specific aircraft categories (see Section 4, Chapter 1, 1.3, “Categories of aircraft”) will be clearly annotated. 4.1.4
When cloud base and visibility minima are limiting criteria, then this information will be published.
4.1.5 When a suitable fix is not available, procedure design gradients may be expressed in the following formats: “50 m/km (300 ft/NM)”. 4.1.6 Where a suitable DME or fixes are available, the procedure design gradient is specified by a DME distance and associated altitude/height (e.g. “reach 1 000 m by DME 15 km” or “reach 3 500 ft by DME 8”). 4.1.7 Turning points are identified by means of a fix or an altitude/height (e.g. “at DME 4 km” or “at 120 m” (“at DME 2” or “at 400 ft”)). 4.1.8 When a gradient is promulgated to overfly obstacles in instrument meteorological conditions (IMC), aerodrome operating minima may be established for use as an alternative to the instrument procedure. 4.1.9 Additional specific height/distance information may be included in the chart in order to provide a means of monitoring aircraft position relative to critical obstacles. 4.1.10 When it is unnecessary to accommodate turns initiated as early as 600 m from the beginning of the runway, the turn initiation area starts at the DER. This information is noted on the departure chart.
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4.1.11 Departure procedures may be developed to procedurally separate air traffic. In doing so, the procedure may be accompanied with altitudes/flight levels that are not associated with any obstacle clearance requirements but are developed to separate arriving and departing air traffic procedurally. These altitudes/flight levels shall be charted as indicated in Table I-3-4-1. The method of charting altitudes/flight levels to correctly depict the designed procedure may differ between avionics manufacturers.
4.2
STANDARD INSTRUMENT DEPARTURES (SIDs)
4.2.1 For standard instrument departures (SIDs), all tracks, points, fixes and altitudes/heights (including turning altitudes/heights) required in the procedure are published. 4.2.2 The following information is also promulgated: a) Significant obstacles which penetrate the OIS; b) The position and height of close-in obstacles penetrating the OIS. A note is included on the SID chart whenever close-in obstacles exist which were not considered for the published PDG; c) The highest obstacle in the departure area, and any significant obstacle outside the area which dictates the design of the procedure; d) A PDG greater than 3.3 per cent. When such a gradient is specified, the altitude/height to which it extends shall be promulgated; e) The altitude/height at which a gradient greater than 3.3 per cent stops. A note is included whenever the published procedure design gradient is based only on airspace restriction (i.e. PDG based only on airspace restriction); f) Altitude/heights to be achieved during the departure when overheading significant points that can be identified by means of navigation facilities or fixes; g) The fact that the average flight path has been designed by using statistical data on aircraft performance, when close conformance to an accurate desired track is important (for noise abatement/ATC constraints, etc.); and h) All navigation facilities, fixes or waypoints, radials and DME distances which designate route segments. These are clearly indicated on the SID chart.
4.3 4.3.1
OMNIDIRECTIONAL DEPARTURES
Omnidirectional departures normally allow departures in any direction. Restrictions are expressed as:
a) sectors to be avoided; or b) sectors having minimum gradients and/or minimum altitudes. 4.3.2
Sectors are described by bearings and distance from the centre of Area 3.
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4.3.4 The altitude to which the minimum gradient is specified will permit the aircraft to continue at the 3.3 per cent (helicopters, 5 per cent) minimum gradient through that sector, a succeeding sector, or to an altitude authorized for another phase of flight (i.e. en-route, holding or approach). See Figure I-3-1-2 in Chapter 1 of this section. 4.3.5 A fix may also be designated to mark the point at which a gradient in excess of 3.3 per cent (helicopters, 5 per cent) is no longer required.
Table I-3-4-1.
Charted altitudes/flight levels
Altitude/Flight Level “Window”
17 000 10 000
FL220 10 000
5 000
FL60
5 000
FL210
3 000
FL50
“Recommended” Procedure Altitude/Flight Level
5 000
FL50
“Expected” Altitude/Flight Level
Expect 5 000
Expect FL50
“At or Above” Altitude/Flight Level “At or Below” Altitude/Flight Level “Mandatory” Altitude/Flight Level
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Section 4 ARRIVAL AND APPROACH PROCEDURES
I-4-(i)
Chapter 1 GENERAL CRITERIA FOR ARRIVAL AND APPROACH PROCEDURES 1.1
INTRODUCTION
This chapter explains: a) the parameters and criteria used in the standardized development of instrument approach procedures; and b) the procedures to be followed and the limitations to be observed in order to achieve an acceptable level of safety in the conduct of instrument approach procedures. Note.— Detailed specifications for instrument approach procedure construction, primarily for the use of procedures specialists, are contained in PANS-OPS, Volume II, Part I, Section 4, for general criteria; Part II, Sections 1 and 2, for sensor-specific conventional criteria; and Part III for RNAV and RNP criteria.
1.2 1.2.1
INSTRUMENT APPROACH PROCEDURE
External factors influencing the approach procedure
The design of an instrument approach procedure is, in general, dictated by the terrain surrounding the aerodrome, the type of operations contemplated and the aircraft to be accommodated. These factors in turn influence the type and siting of navigation aids in relation to the runway or aerodrome. Airspace restrictions may also affect the siting of navigation aids. 1.2.2
Segments of the approach procedure
1.2.2.1 An instrument approach procedure may have five separate segments. They are the arrival, initial, intermediate, final and missed approach segments. See Figure I-4-1-1. In addition, an area for circling the aerodrome under visual conditions is also considered (see Chapter 7 of this section). 1.2.2.2 The approach segments begin and end at designated fixes. However, under some circumstances certain of the segments may begin at specified points where no fixes are available. For example, the final approach segment of a precision approach may start where the intermediate flight altitude intersects the nominal glide path (the final approach point). Note.— See Chapters 2 to 6 of this section for detailed specifications on approach segments.
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1.2.3.1 1.2.3.2
Types of approach
There are two types of approach: straight-in and circling.
Straight-in approach
Wherever possible, a straight-in approach will be specified which is aligned with the runway centre line. In the case of non-precision approaches, a straight-in approach is considered acceptable if the angle between the final approach track and the runway centre line is 30° or less. 1.2.3.3
Circling approach
A circling approach will be specified in those cases where terrain or other constraints cause the final approach track alignment or descent gradient to fall outside the criteria for a straight-in approach. The final approach track of a circling approach procedure is in most cases aligned to pass over some portion of the usable landing surface of the aerodrome.
1.3
CATEGORIES OF AIRCRAFT
1.3.1 Aircraft performance has a direct effect on the airspace and visibility required for the various manoeuvres associated with the conduct of instrument approach procedures. The most significant performance factor is aircraft speed. 1.3.2 Accordingly, categories of typical aircraft have been established. These categories provide a standardized basis for relating aircraft manoeuvrability to specific instrument approach procedures. For precision approach procedures, the dimensions of the aircraft are also a factor for the calculation of the obstacle clearance height (OCH). For Category DL aircraft, an additional obstacle clearance altitude/height (OCA/H) is provided, when necessary, to take into account the specific dimensions of these aircraft (see Part II, Section 1, Chapter 1, 1.3). 1.3.3 The criterion taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at threshold (Vat), which is equal to the stall speed Vso multiplied by 1.3, or stall speed Vs1g multiplied by 1.23 in the landing configuration at the maximum certificated landing mass. If both Vso and Vs1g are available, the higher resulting Vat shall be applied. 1.3.4 The landing configuration that is to be taken into consideration shall be defined by the operator or by the aeroplane manufacturer. 1.3.5
Aircraft categories will be referred to throughout this document by their letter designations as follows:
Category A: Category B: Category C: Category D: Category E: Category H:
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less than 169 km/h (91 kt) indicated airspeed (IAS) 169 km/h (91 kt) or more but less than 224 km/h (121 kt) IAS 224 km/h (121 kt) or more but less than 261 km/h (141 kt) IAS 261 km/h (141 kt) or more but less than 307 km/h (166 kt) IAS 307 km/h (166 kt) or more but less than 391 km/h (211 kt) IAS see 1.3.10, “Helicopters”.
Part I — Section 4, Chapter 1
I-4-1-3
1.3.6 Permanent change of category (maximum landing mass). An operator may impose a permanent lower landing mass, and use of this mass for determining Vat if approved by the State of the Operator. The category defined for a given aeroplane shall be a permanent value and thus independent of changing day-to-day operations. 1.3.7 As indicated in Tables I-4-1-1 and I-4-1-2, a specified range of handling speeds for each category of aircraft has been assumed for use in calculating airspace and obstacle clearance requirements for each procedure. 1.3.8 The instrument approach chart (IAC) will specify the individual categories of aircraft for which the procedure is approved. Normally, procedures will be designed to provide protected airspace and obstacle clearance for aircraft up to and including Category D. However, where airspace requirements are critical, procedures may be restricted to lower speed categories. 1.3.9 Alternatively, the procedure may specify a maximum IAS for a particular segment without reference to aircraft category. In any case, it is essential that pilots comply with the procedures and information depicted on instrument flight charts and the appropriate flight parameters shown in Tables I-4-1-1 and I-4-1-2 if the aircraft is to remain in the areas developed for obstacle clearance purposes. 1.3.10
Helicopters
1.3.10.1 The stall speed method of calculating aircraft category does not apply to helicopters. Where helicopters are operated as aeroplanes, the procedure may be classified as Category A. However, specific procedures may be developed for helicopters and these shall be clearly designated “H”. Category H procedures shall not be promulgated on the same IAC as joint helicopter/aeroplane procedures. 1.3.10.2 It is intended that helicopter-only procedures should be designed using the same conventional techniques and practices as those pertaining to Category A aeroplanes. Some criteria such as minimum airspeeds and descent gradients may be different, but the principles are the same. 1.3.10.3 The specifications for Category A aeroplane procedure design apply equally to helicopters, except as specifically modified herein. The criteria that are changed for helicopter-only procedures are appropriately indicated throughout the text.
1.4
OBSTACLE CLEARANCE
Obstacle clearance is a primary safety consideration in the development of instrument approach procedures. The criteria used and the detailed method of calculation are covered in PANS-OPS, Volume II. However, from the operational point of view, it is stressed that the obstacle clearance applied in the development of each instrument approach procedure is considered to be the minimum required for an acceptable level of safety in operations. The protected areas and obstacle clearance applicable to individual types of approaches are specified in subsequent chapters of this section.
1.5
OBSTACLE CLEARANCE ALTITUDE/HEIGHT (OCA/H)
For each individual approach procedure an obstacle clearance altitude/height (OCA/H) is calculated in the development of the procedure and published on the instrument approach chart. In the case of precision approach and circling approach procedures, an OCA/H is specified for each category of aircraft listed in 1.3. Obstacle clearance altitude/height (OCA/H) is: 23/11/06
I-4-1-4
Procedures — Aircraft Operations — Volume I
a) in a precision approach procedure, the lowest altitude (OCA) or alternatively the lowest height above the elevation of the relevant runway threshold (OCH), at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance criteria; or b) in a non-precision approach procedure, the lowest altitude (OCA) or alternatively the lowest height above aerodrome elevation or the elevation of the relevant runway threshold, if the threshold elevation is more than 2 m (7 ft) below the aerodrome elevation (OCH), below which an aircraft cannot descend without infringing the appropriate obstacle clearance criteria; or c) in a visual (circling) procedure, the lowest altitude (OCA) or alternatively the lowest height above the aerodrome elevation (OCH) below which an aircraft cannot descend without infringing the appropriate obstacle clearance criteria.
1.6
FACTORS AFFECTING OPERATIONAL MINIMA
1.6.1 In general, minima are developed by adding the effect of a number of operational factors to OCA/H to produce, in the case of precision approaches, decision altitude (DA) or decision height (DH) and, in the case of nonprecision approaches, minimum descent altitude (MDA) or minimum descent height (MDH). The general operational factors to be considered are specified in Annex 6. The detailed criteria and methods for determining operating minima are currently under development for this document. The relationship of OCA/H to operating minima (landing) is shown in Figures I-4-1-2, I-4-1-3 and I-4-1-4. 1.6.2 Operators may specify two types of approach procedures for non-precision approaches. The first is that described as: “descend immediately to not below the minimum stepdown fix altitude/height or MDA/H as appropriate”. This method is acceptable as long as the achieved descent gradient remains below 15 per cent and the missed approach is initiated at or before the MAPt. Alternatively, operators are encouraged to use a stabilized approach technique for non-precision approaches. This technique requires a continuous descent with a rate of descent adjusted to achieve a constant descent gradient to a point 15 m (50 ft) above threshold, taking due regard of the minimum crossing altitudes/heights specified for the FAF and any prescribed stepdown fix. If the required visual reference approaching MDA/H is not achieved, or if the MAPt is reached before reaching the MDA/H, the missed approach must be initiated. In either case, aircraft are not permitted to go below the MDA/H at any time. The stabilized approach technique is also associated with operator-specified limits of speed, power, configuration and displacement at (a) specified height(s) designed to ensure the stability of the approach path and a requirement for an immediate go-around if these requirements are not met. Note 1. To achieve a constant descent gradient where stepdown fixes are specified, descent may be delayed until after passing the FAF, or the FAF crossed at an increased altitude/height (see Chapter 5, 5.2.5.5, “Stepdown fix with DME”). If a greater height is used, ATC clearance should be obtained to ensure separation. Note 2. When using the stabilized approach technique in a non-precision approach, the altitude/height at which the missed approach manoeuvre is initiated is a matter of pilot judgement based on the prevailing conditions and the overriding requirement to remain above the MDA/H. Where an operator specifies an advisory initiation altitude/height (above MDA/H) based on average conditions, the associated visibility requirements should be based on the MDA/H and not the advisory altitude/height. Note 3. In all cases, regardless of the flight technique used, cold temperature correction must be applied to all minimum altitudes (see Part III, Section 1, Chapter 4, 4.3, “Temperature correction”).
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Part I — Section 4, Chapter 1
I-4-1-5 1.7
DESCENT GRADIENT
1.7.1 In instrument approach procedure design, adequate space is allowed for descent from the facility crossing altitude/height to the runway threshold for straight-in approach or to OCA/H for circling approaches. 1.7.2 Adequate space for descent is provided by establishing a maximum allowable descent gradient for each segment of the procedure. The minimum/optimum descent gradient/angle in the final approach of a procedure with FAF is 5.2 per cent/3.0° (52 m/km (318 ft/NM)). Where a steeper descent gradient is necessary, the maximum permissible is 6.5 per cent/3.7° (65 m/km (395 ft/NM)) for Category A and B aircraft, 6.1 per cent/3.5° (61 m/km (370 ft/NM)) for Category C, D and E aircraft, and 10 per cent (5.7°) for Category H. For procedures with VOR or NDB on aerodrome and no FAF, rates of descent in the final approach phase are given in Table I-4-1-3. In the case of a precision approach, the operationally preferred glide path angle is 3.0° as specified in Annex 10, Volume I. An ILS glide path/MLS elevation angle in excess of 3.0° is used only where alternate means available to satisfy obstacle clearance requirements are impractical. 1.7.3 In certain cases, the maximum descent gradient of 6.5 per cent (65 m/km (395 ft/NM)) results in descent rates which exceed the recommended rates of descent for some aircraft. For example, at 280 km/h (150 kt), such a gradient results in a 5 m/s (1 000 ft/min) rate of descent. 1.7.4 Pilots should consider carefully the descent rate required for non-precision final approach segments before starting the approach. 1.7.5
Any constant descent angle shall clear all stepdown fix minimum crossing altitudes within any segment. 1.7.6
Procedure altitude/height
1.7.6.1 In addition to minimum IFR altitudes established for each segment of the procedure, procedure altitudes/heights will also be provided. Procedure altitudes/heights will, in all cases, be at or above any minimum crossing altitude associated with the segment. Procedure altitude/height will be established taking into account the air traffic control needs for that phase of flight. 1.7.6.2 Procedure altitudes/heights are developed to place the aircraft at altitudes/heights that would normally be flown to intercept and fly an optimum 5.2 per cent (3.0°) descent path angle in the final approach segment to a 15 m (50 ft) threshold crossing for non-precision approach procedures and procedures with vertical guidance. In no case will a procedure altitude/height be less than any OCA/H.
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I-4-1-6
Procedures — Aircraft Operations — Volume I Table I-4-1-1.
Speeds for procedure calculations in kilometres per hour (km/h) Maximum speeds for missed approach
Aircraft category
Vat
Range of speeds for initial approach
Range of final approach speeds
Maximum speeds for visual manoeuvring (circling)
Intermediate
Final
A