Olle kerlind

From takeoff

Produced for Luftfartsverket, AIS/IP by Olle kerlind. Cover photo: Vicke Malmstrm November 1994 No part of this book may be reproduced in any form or by any electronic or mechanical means, including information and retrieval devices or systems, without written permission from the publisher.

This book is intended for personnel involved in the use of the airspace we fly in. The contents is based on the official regulations in force at the time of writing, and it must ~ be used as anything but an approximate gulde since it will not be updated and revised as the regulations change over time. The purpose of this book is to describe the basic design criteria in use today, and to heighten airspace users awareness of the (small) tolerances actually used in the design of the procedures on which their lives literally depend.

Abbreviations
AD AFIS ALT ALTN APL ATC BCL Aerodrome Aerodrome flight information service Altitude Alternate Approach Iights Air traffic control Bestmmelser fr civil luftfart Regulations for civil aviation (Swedish regulations) Civil aviation authorities Category Runway centre line lights Collision risk model Control zone Decision altitude Departure end ot runway Decision height Distance measuring equipment Decision point European civil aviation conference Electronic flashing approach light system Elevation Federal aviation administration Final approach fix Final approach point Federal aviation regulation Flight level Flight operations manual Feet Glide path Ground speed High intensity High intensity runway lights Holding pattern Initial approach fix Instrument approach to land chart Indicated air speed Intermediate approach fix Instrument landing system Instrument meteorological conditions International standard atmosphere Joint aviation requirements Kilometer(s) Knot(s) ILS Iocalizer Landing weight Metre(s) Minimum ltitude
-

MAPt MAX MDA MDH MET MIN MIN MISAP MOC MSA MSL NA NAV NDB NM 0 A5 0 CA OCH OIS

Missed approach point Maximum (at or below) Minimum descent altitude Minimum descent height Meteorology Minimum (at or above) Minute(s) Missedapproach Minimum obstacle clearance Minimum sector altitude Mean sea level Not authorized Navigation Non-directional beacon Nautical mile(s) Obstacle assessment surface Obstacle clearance altitude Obstacle clearance height Obstacle identification surface

CAA Cat CLL CRM CTR DA DE R DH DME DP ECAC EFAS ELEV FAA FAF FAP FAR FL FOM FT GP GS HINT HIRWL HP IAF IAL lAS IF ILS IMC I SA JAR KM KT LLZ LW M MA

PANS-OPS Procedures for air navigation services PDP Predeterminedpoint Proc Procedure Prop Propelleraircraft QFE QNH RNAV ROC RVR RWY s SEC SID SOC STAR TAS TDL TERPS THR TMA TOW TP TWR U/S VOR Atmospheric pressure at aerodrome elevation (or at runway threshold) Altimeter sub-scale setting to obtain elevation when on ground Area navigation Rateofclimb Runway visual range Runway Second(s) Second(s) Standard instrument departure Startofclimb Standard instrument arriva~ True air speed Touch down zone ights United States standard for terminal instrument procedures Landing threshold Terminal control area Takeoffweight Turning point Aerodrome control tower Unserviceable Very high frequency omnidirectional radio range

Contents
Chapter A. Subject Procedures, general

New PANS-OPS
B.

C.
D. E. F. G. H. I.

J.
K.

General criteria Departure Procedures Takeoff minima En-route criteria Minimum sector altitude, MSA Approach procedures, criteria and segments ILS Circling Area navigation approach procedures, RNAV Landing minima

Old PANS-OPS
L. Differences from New PANS-OPS

blank

Index
Aircraft categorization New PANS-OPS Old PANS-OPS All engine departure procedures New PANS-OPS Approach fixes Area navigation procedures, RNAV Base turn Comparison Old vs New PANS-OPS New PANS-OPS Basic design documents Circling Collision risk model, CRM Minimum descent altitude, MDA Minimum sector altitude, MSA Missed approach K-i F-i G-21 L-2

B-i L-i 0-2 G-2 J-i L-3 G-8 A-2 I-i H-4

New PANS-OPS Old PANS-OPS New PANS-OPS

i. General criteria Aircraft categories Fix tolerance areas General cntena Obstacle clearance, bank and timing Speed for procedure design Straight area Tolerance crossing fix Wind 2. Departure procedures Areas Areas, departure routes Areas, omnidirectional departures Areas, turn parameters General Obstacle clearance 3. Approach procedures Approach fixes General Final approach segment General OCNOCH Step down fix Initial approach segment Base turn Dead reckoning segment DME-arc General Procedure turn Racetrack procedure Racetrack procedure, entry Racetrack vs holding Racetrack vs reversal Reversal procedures Reversal procedure, entry Intermediate approach segment Missed approach segment Area Climb gradient Decision point, DP vs MAPt Determination of OCAJH Eatly go-around General Non-precision approch without DP Phases and MOC Segments Descent, bank and time Design speeds
-

B-i B-4 B-i B-8 B-2 B-7 B-6 B-3 0-3 0-4 0-5 0-2 0-i 0-6 G-2 G-i G-i8 G-i9 G-20 G-8 G-i6 G-i5 G-7 G-8 G-lO G-i i G-i2 G-i4 G-8 G-9 G-i7 G-25 G-22 G-27 G-24 G-26 G-2i G-28 G-23 G-6 G-3

Decision point, DP G-27, K-5 Departure procedures 1. New PANS-OPS procedures 0-i 2: Contingency procedures (Engine failure) 0-7 Obstacle clearance 0-8 Safeguarding obstacle clearance 0-9 Dead reckoning segment ILS DME-arc procedure E n-route criteria Drift down procedure Service ceiling Final approach fix, FAF Final approach point, FAP Final approach segment Holding ILS Initial approach fix, IAF Initial approach segment Intermediate approach fix, IF Intermediate approach segment Minima, landing Cat 11/111, determination of DH Cat 11/111, determination of RVR DNDH vs MDA General Operational minima decision point, DP Determination of visibility Lowest permissible visual range Planning minima Minima, takeoff Avaialabilty of alternates General
-

G-i6 G-i5 E-2 E-i G-2 G-2 G-i8 G-12 H-i G-2 G-7 G-2 G-i 7 K-6 K-7 K-2 K- i K-5 K-3 K-4 K-8 D-2 D-i

General Obstacle clearance, reduction at fix Obstacle clearance, summary New PANS-OPS (contd)
-

G-2 G-5 G-4

4. ILS Collision risk model, ORM Determination of OCAJH -General Obstacle assessment surfaces, OAS Simultaneous parallel operations 5. Circling -Areas Contact lost General Obstacle clearance 6. Area navigation procedures, RNAV General Tolerances and MOC
-

H-4 H-3 H-i H-2 H-5 1-2 1-4 I-i 1-3 J-l J-2 H-2 G-i9 G-i9 L-i L-2 A-i A-i A-2 A-3 G-8 G-iO G-8 H-5 G-2O

O bstacle assessment surfaces, OAS OCA OCH Old PANS-OPS Aircraft category, wind and speed Old vs New procedure Principles of procedure design Procedures General Obstacle clearance Principles of procedure design Procedure turn Racetrack procedure Reversal procedure S imultaneous parallel ILS operations Step-down fix

PROCEDURES
GENERAL

/NSTRUMENT FLIGHT PROCEDURES ARE DES/GNED IN ACCORDANCE

WITH SPECIFICATIONS THATARE BASED ON PRESENT STANDARD EQUIPMENT AND PRACTICES.

THE PROCEDURE

SHALL GUARANTEE REQUIRED OBSTACLE CLEARANCE SHOULD FIT INTO THE ACTUAL AIR SPACE
-

TMA, CTR, ETC

SHOULD BE ECONOMICAL TO FLY NOT MORE TIMECONSUMING THANREQUIRED WITHREGARD TO AIRCRAFT PERFORMANCE AND SAFETY SHOULD CAUSE NO SURPRISES AND BE COMFORTABLE TO FLY (AS SIMPLE AS POSSIBLE, REQUIRING NORMAL MANOEUVERING ONLY)

~-~--~

~7~2~1

uii

A-1

PROCEDURES
OBSTACLE CLEARANCE

~o0.

OB STACLE CLEARANCE

OBSTA CLE CLEARANCE AND AREA EXTENSION VARY WITH: TERRAIN SURROUNDING THEAERODROME TYPE AND POSITION OF RADIO FACILITIES TYPE OF DEPARTURE PROCEDURE or APPROACH SEGMENT AIRCRAFT CATEGORY PROCEDURE DESIGN CRITERIA:
-

NEW PANS-OPS (Criteria issued by ICAO after nov 1982) PANS-OPS = Procedures for Air Navigation Services Aircraft Operations, ICAO Doc 8168-OPS/611 TERPS TERPS = United States Standard for Terminal Instrument Procedures CAA HOME-MADE REMARK: Most countries deviate from standard criteria OLD PANS-OPS (Criteria issued in Doc 8168 earlier than nov 1982) REMARK: Some 5-10% of all approach procedures now in use are still designed in accordance with OLD PANS-OPS criteria.
-

IRRESPECTIVE OF WHICH SET OF DESIGN CRITERIA THAT HAS BEEN USED, ALL PROCEDURES ARE OFFICIALLY ESTABLISHED BY STATES (DESIGNED BY THERESPECTIVE CAAs AND PUBLISHEDIN THEIRAIPs).

PROCEDURES
PRINCIPLES OF PROCEDURE DESIGN

i IRRESPECTIVE OF DESIGN CRITERIA USED, A PROCEDURE IS DIV/DED

.

INTO A NUMBER OF AREAS (DEPARTURES) or SEGMENTS (APPROACH PROCEDURES) 2. THE CORRESPONDING AREAS ARE DESIGNED REMARK: Area extension varies with aircraft category, site and type of facility. 3. HIGHEST POINT (SPOT/OBSTACLE) WITHIN EACHAREA IS FOUND 4. OBSTA CLE CLEARANCE APPLICABLE FOR EA CH AREA/SEGMENT IS ADDED TO HIGHEST P0/NT IN AREA SO, HIGHEST P0/NT IN RESPECTIVE SEGMENTS DETERMINE: (corresponding area designator is also given in profile)

Area B also includes area 0, D and part of E

-AREAA
LOWEST CROSSING ALT AT APPROACH FACILITY, OUTBOUND IN PROC

-AREAB
LOWEST ALT WHEN PROC TURN COMPLETED
-

AREAC
LOWEST CROSSING ALT AT FACILITY, INBOLJND

-AREAD
OBSTACLE CLEARANCE HEIGHT/A L T, FINAL APPROACH

Schematic view

-AREAE
OBSTACLE CLEARANCE HEIGHT/A T, L MISSED APPROACH

A B<

Profile

i~$iL~~ D
~ -

E
~

Similar principles apply for departures

A-3

Fl E kl] ~

GENERAL CRITERIA
AIRCRAFT CATEGORIES

PANS-OPS
WHENTWO AIRCRAFT TURN WITHTHESAME ANGLE OF BANK, THE FASTER AIRCRAFT WILL HAVE A GREA TER RADIUS OF TURN...

~.SO,THE FASTER THE AIRCRAFT

THEVASTER THE AREA.

TO OPTIMIZE PROCEDURES WITHREGARD TO AIRCRAFT PERFORMANCE, AIRCRAFT ARE DIVIDED INTO CATEGORIES BASED ON V~ KNOTS lAS
Aircraft Category Vat Max Speed for Takeoff Range of Range of Speeds Speeds for for Initial Final Approach Approach 90/150 (11 0*) 120/180 (140*) 160/240 185/250 185/250 70/100 85/130 115/160 130/185 155/230 Max speed Max speed for for Missed Approach Visual Manoeuvring Intermediate Final (Circling) 100 135 180 205 240 100 130 160 185 230 110 150 240 265 275

A B C 0 E
Vat
*

<91 91/120 121/140 141/165 166/210

121 165 264 292 303

Speed at threshold based on 1.3 times stall speed in the landing configuration at maximum certifictated Ianding mass Maximum speed for reversal and racetrack procedure
=

B
WARNING LOWER SPEEDS MAY BE PRESCR!BED IN INDIVIDUAL PROCEDURES DUE TO DESIGN SPEED LIMITATIONS, AN AIRCRAFT, DEFINED AS CA TEGORY N (Va ~ MA V NEED TO BE CONSIDERED A CATEGORY 8 AIRCRAFT IN SOME SEGMENTS, A 8 AIRCHAFTCONSIDERED C ETC

GENERAL CRITERIA
SPEED FOR PROCEDURE DESIGN

PANS-OPS

BEFORE AN AREA IS DESIGNED, ALL SPEEDS GIVEN IN THETA BLE ON PAGE B-1 ARE CONVERTED TO TAS FOR THE PROCEDURE ALTITUDE. (BASIS FOR THIS CALCULATION IS THEINTERNATIONAL STANDARD ATMOSPHERE ISA.) THERESULTING TAS IS USED WHEN DETERMINING THEEXTENSION OF THEAREA
-

ISA AT SEA LEVEL ATMOSPHERIC PRESSURE: TEMPERATURE: 1013.2 hPa

+ 150 C

PROCEDURES ARE L)OY~~LL/ t5t -f 1S~C

Wind: See next page

oc

B-2

[1EUJ ~

GENERAL CRITERIA
WIND

PANS-OPS

WINDS CONSIDERED IN PROCEDURE DESIGN ARE OMNIDIRECTIONAL, I. E. COMING FROM ANY D1RECTION PRINCIPLE USED FOR PROCEDURE DESIGN:

A
FLYING FROM A B, NO CORRECTIONS MADE: OMNIDIRECTIONAL WIND PLACES US ANYWHEREIN CIRCLE ATB
-

A
FLYING FROM A C, NO CORRECTIONS MADE: OMNIDIRECTIONAL WIND PLACES US ANYWHERE IN CIRCLE AT C
-

TRACKLINE CONVERTED INTO AN AREA, WHERE PROTECTION FOR OMNIDIRECTIONAL WIND GRANTED, IF FL YING FROM A C WITHOUTWINDCORRECTION
-

STILL AIR TRACK

SAME PRINCIPLE USED TO DETERMINE OUTER AREABOUNDARY IN TURN

WIND SPEEDS STA TISTIC WINDS MA Y BE USED WHEN A VAILABLE, OTHERWISE FOLLOWING CRITERIA APPL V: INITIAL SEGMENT: 47 KT 2 x ALTITUDE (in thousands of FT) (e. g. Procedure altitude 4 000 FT: wind=47+[4x2}=55KT)
MISSED APPROACH SEGMENT:
-

TO DETERMINE MAPT: 10 KT OTHERWISE: 30 KT

B-3

RE~,L
PANS-OPS
-

GENERAL CRITERIA
FIX TOLERANCE AREAS

BECAUSE ALL NAWGAT/ON FACILITIES HAVEACCURACY LIM/TATIONS, A FIX IS NOT A P0/NT BUT FORMS AN AREA THE FIX TOLERANCE AREA. THEEXTENSION OF THISAREA DEPENDS ON FOLLOWING FACTORS:

GROUND STAT/ON TOLERANCE

AIRBORNE RECEIVING SYSTEM TOLERANCE FLIGHT TECHNICALTOLERANCE (TRACKING ONL Y) DISTANCE FROM THEFACILITY

FACILITY USED
FOR TRACKING

VOR andDME NDB

NOMINAL FIX

a) WHEN DME
NOT COLLOCATED WITHFACILITY PROVIDING TRACK GUIDANCE

FIX TOLERENCEAREA: VOR NOR VOR 1DME

FACILITY USED TO DETERMINE INTERSECTION (NO TRACKING)

WHEN INSTRUMENTS SHOW THA THE T AIRCRAFT IS EXACTLVAT THE INTERSECTION, IN REALITYIT M V BE POSITIONED ANYWHERE WITHIN THE FIX TOLERANCE AREA

THEFOLLOWING FIX TOLERANCE VALUES (SUM OF FACTORS SPECIFIED ABOVE) RE NORMALLY USED IN PROCEDURE DESIGN: NAVIGATION FACILITY VOR(tracking) VOR (no tracking) NDB(tracking) NDB(no tracking) ILS Iocalizer (tracking) ILS Iocalizer (no tracking) DME TOLERANCE 5.2 4.5 6.9 6.2 2.4 1.4 0.46 km (0.25 NM)+ 1.25% of distance ground transmitter to aircraft

B-4

REW

GENERAL CRITERIA
FIX TOLERANCE AREAS

PANS-OPS

FIX TOLERANCE OVERHEAD/NGA VOR OR NDB /5 BASED ON AN INVERTED CONE, EXTEND/NG EACHSIDE OF THE FACILITY AT AN ANGLE OF:
VOR NDB 50 40

It~1 EX,4CT~Y OVERHEATJ NOW!

INTENDEDTRACK

TRACKAS FLOWN

WHEN INSTRUMENTS INDICATE THA THE AIRCRAFT IS EXA CTL Y 0 VERHEAD T THEFACILITY, THEAIRCRAFT MAV STILL BE POSITIONED ANYWHERE WITHIN THE SHADED AREA

IT IS ASSUMED THA T:

ACCURACY OF ENTRY INTO THECONE IS: -VOR5 -NDB15

TRACKING THROUGH THE CONE CAN BE ACH/E VED WITHIN:

-VOR5 -NDB5

I
I

B-5

Fl EWTL~.

GENERAL CRITERIA
TOLERANCE CROSSING FIX

PANS-OPS

BECAUSE OF THEFIX TOLERANCE, A FIX USED FOR ALT/TUDE CHANGE/

STEP-DOWN MUST BE POSITIONED SO THATTHE CRITICAL OBSTACLE IS SITED OUTSIDE THE LATE/EARLY FIX TOLERANCE AREA BOUNDARY:

TAKEOFF

FIX

F/X

II-,, 4
/
SPECIFIED ALT

~TOLERANCE~ AREA

REASON:

AN AIRCRAFT MIGHTNOT REACH THESPECIFIED CROSSING A L TITUDE UNTIL AT THEFA RTHEREND OF THEFIX TOLERAN-

CE AREA RESPECTIVELY START ITS DESCENT ALREADY AT THE EA RL Y BOUNDARY OF THE TOLERANCE AREA.

FIX

STEE~-DOWNFIX

I.

TOLERANCE AREA

B-6

REU~L
PANS-OPS

GENERAL CRITERIA
STRAIGHT AREA

CR/TERIA, ST TED ON PAGE B-4, ARE USED TO NARROW OR WIDEN THE AREA AS AIRCRAFT FLY RESPECTIVELY TO AND FROM THE F CILITY. AREA WIDTH IS STANDARDIZED A5 FOLLO WS:

VOR

2.ONM

PRIMARY AREA

SECONDARY AREA

AREA AT FACILITY: WIDTH 2.0 NM 7.8 SPLAY

NDB

2.5 NM I ~

PRIMARY AREA

AREA AT FACILITY: WIDTH 2.5 NM SPLAY 10.3

B-7

FlE~

GENERAL CRITERIA
OBSTACLE CLEARANCE, BANK AND TIMING
See chapters 0 and D for details

PANS-OPS

THE AREAS RE DIVIDED INTO PRIMARY ND SECONDARY AREAS, OBSTACLE CLEARNCE IN SECONDARY AREAS REDUCING FROM FULL AT INNER EDGE OF THEAREA TO ZERO AT OUTER EDGE OF THEAREA

TOTAL WIDTH

LOWEST FLIGHTALT

SECONDARY AREA
-

PRIMARY AREA 1/2 OF TOTAL

WIDTH

SECONDARY

AREA 1/4 OF TOTAL WIDTH

1/4 OF TOTAL WIDTH

ILLUSTRATED: CROSS SECTION OF A STRAIGHT VOR-AREA OVERHEAD THE VOR

AREA WIDTH OVERHEADTHEFACILITY

VOR: 2.0 NM

NDB: 2.5 NM

BANK ANGLE WHEREAPPLICABLE

-

TURNING

AREAS ARE BASED ON A

SPECIFIED BANK ANGLE. Bank angles specified in the deign criteria are stated in the description of each segment containing tums (page C-2, G-7, G-25 and I-i).
TIME AREA EXTENSION IS BASED ON FOLLOWING TIME TOLERANCES:

TIMING PILOT REACTION TIME

10 s
-

0 to + 6 s (varies with segment) B-8

DEPARTURE
PANS-OPS
GENERAL
DEPRTURE PROCEDURES W/LL BE ESTABLISHED FOR ALL RUNWAYS WHERE INSTRUMENT DEPARTURES ARE EXPECTED TO BE USED.

THERE RE TWO BASIC TYPES OF OFF/CIALLY ESTABLISHED

DEPARTURE PROCEDURES: SPECIFIED DEPARTURE ROUTES TO BE FOLLOWED

OMNIDIRECTIONAL DEPARTURES

/2

THESE DEPARTIJRE PROCEDURES ASSUME THAT ALL ENGINE$ ARE OPERA TING DEVELOPMENT OF PROCEDURES COVERING ENGINE FAlLURE (CONTINGENC Y PROCEDURES) IS THE RESPONSIBILITY OF THE OPERA TOR

CONTINGENCY PROCEDURES RE NORMALLY DEVELOPED WITHIN OPERATORS OPERA TIONS DEPARTMENTS BUT COULD ALSO BE DESIGNED BY COMPANIES, SPECIALIZING IN THE PRODUCTION OF OPERA TIONAL DOCUMENTATION.

See page C 7 for a description of criteria, contained in ICAO Annex 6 and used by operators for this purpose
-

THE DESIGN OF DEPARTURE PROCEDURES IS DICTATED BY: TERRAIN SURROUND!NG THE AERODROME TYPE ND POSITION OF RADIO FACILITIES AIRCRAFT CATEGORY (AREA EXTENSION)

IN THE CASE OF STANDARD DEPARTURE PROCEDURES

TC REQUIREMENTS

SIDs

LSO:

AIRSPACE RESTRICTIONS. CORRECT FOR KNOWN OR ESTIMATED WIND EXCEPT WHEN BEING RADAR VECTORED

PROCEDURES
AREAS
-

TURN PARAMETERS

PANS-OPS
THE GENERAL CRITERIA, DESCR/BED IN CHPTER B, APPLY. AREAS FOR DEPRTURES, INCLUDING TURNS
DESIGN PRA METERS: 15

TEMPERATURE SPEED Category E, highspeed military aircraft, not shown

ISA + 15 Aircraft Category A B C 0 Max Speed (Knots lAS) 121 165 264 292

Speed is converted to TAS for aerodrome elevation + 1 000 FT

WIND BANK ANGLE FL/GHT TECHNICL

STATISTICAL or 30 KT OMNIDIRECTIONAL
15

6s

(3s FOR PILOT RECTION 3s TO ESTABLISH BANK NGLE)

LOWER SPEEDS MAV BE PRESCRIBED IN IND1VIDUAL PROCEDURES

BANK ANGLE STATED IN SIDs ND COMPANY PROCEDURES IS A MUST

C-2

FlEUi~~JL~
PANS-OPS

PROCEDURES
AREAS

DEPARTURE PROCEDURES BEGIN AT THEDEPARTURE END OF THE RUNWAY

DER.

DER WITHOUT CLEARWAY

DER

AREA 2
THEDEPRTURE
PROCEDURES END WHEN DER

DEPRTURE PROCEDURE WITHOUT TRCK GUIDANCE.

OBSTACLE CLEARANCE FOR THE NEXT PHSE OF FLIGHT HS BEEN OBTAINED, E G EN-ROUTE, HOLDING OR PPROCH.

REA 1 IS INCLUDED IN ALL TYPES OF ALL-ENGINE DEPRTURE PROCEDURES. THERERE NO SECONDARY AREAS FOR PROCEDURES WITHOUT TRACK GUIDANCE

VOR: 7.8/NDB: 10.3

STRAIGHT DEPARTURE PROCEDURE (TURNS 15 FROM RUNWAY EXTENDED CENTRELINE) WHENTRACK GUIDANCE IS VILBLE. AREA IS ADJUSTED WHENTRACK DOES NOT COINCIDE WITH RUNW V HEDING WHENTRACK GUIDANCE IS VAILABLE, REAS 1 ND 2 RE EXTENDED TO THE POINT WHEREBOUNDARIES INTERCEPT THEARE ASSOCIATED WITH THE FACILITY. IN SUCH CASE SECONDARY AREAS EXTEND INTO REA 1.

C-3

flEUi3~L

DEPARTURE PROCEDURES
AREAS
-

PANS-OPS

DEPARTURE ROUTES

DEPARTURE ROUTES RE BASED ON TRACK GUIDANCEAQUIRED WITHIN:

STRIGHT ROUTES

ROUTES REQU/RING TURNS

10.8 NM 5.4 NM AFTER TURN COMPLETED

RADAR MAV BE USED TO PROWDE TRACK GUIDANCE. WHEN TURNS ARE PRESCRIBED, STRAIGHT FLIGHT IS ASSUMED UNTIL 394 FT HEIGHT IS RECHED.

TURNS M V BE SPECIFIED AT: FIX FACIL/TY

ALTITUDE/HEIGHT

BOTHEARLV ND LTE TURNS RE PROTECTED.

EXTENDED
RUNWAY CENTRELINE

FLIGHT TECHNICAL TOLERANCE

FIX TOLERANCE 15 EARLIEST

TURNING POINT SPECIFIED DEPARTURE ROUTE WITH TURNING

DER POINT. TP
-

OVERHEAD A FIX

DO NOT TURN BEFORE

THE SPECIF/ED TURNING POINT

C-4

DEP ARTURE
AREAS
-

OMNIDIRECTIONAL DEPARTURES

PANS-OPS

AT ERODROMES WHERE
NEITHER TC-REQUIREMENTS

NOR THE NEED TO VOlD

OBSTACLES MAKE DEPARTURE ROUTES NECESSRY, OMNI-

DIRECTIONA L DEP RTURES

ARE DESIGNED.

IT IS CONSIDERED THTTURNS MAV BE /NITIATED IN ANY OF THEAREAS

ILLUSTRTED TO THE RIGHT, FTER

AN AIRCRAFT HSRECHED 394 FT ABOVE ELEVATION OF THEDER.

DER

DER

AREA 3 PROWDES FOR DEPARTURES INVOL WNG TURNS> 15 ND EXTENDS THE DISTANCE NECESSARY FOR THE DEPARTURES. RESTRICT/ON5 M Y APPL V, SUCH AS: CL/MB GRADIENTS STEEPER THAN 3.3% REQUIRED SECTORS TO BE AVOIDED TAKEOFF WEA THER MIN/M SPECIFIED,
PERMITTING OBSTACLES

TO BE AVOIDED WSUALLY Ref page D-l C-5

REW~ ~

DEPARTURE
OBSTACLE CLEARANCE

PANS-OPS

TO OBTAIN THE PRECEDURE DESIGN GRADIENT, AN INCREASING OBSTACLE CLEARANCE IS ADDED TO THE OBSTCLE IDENTIFICATION SURFACE OIS SLOPING SURFACE THAT MUST NOT BE PENETRTED BV ANY OBSTACLES.
-

OIS STANDARD GRADIENT

INCREASING OBSTACLE CLEARANCE

2.5%
0.8%

GR DIENT

HEIGHT: DISTNCE PROCEDURE DESIGN GRADIENT

3.3%

2.5%

OIS

DER

WHEN OBSTACLES PENETRATE THE 2.5% OIS ND IT IS IMPOSSIBLE TO DEFINE TRCK VOIDING THEM, THE OIS IS ADJUSTED TO TOUCH THE TOP OF THE MOST CRITICAL OBSTCLE, THE GRADIENT IS COMPUTED ND 0.8% OBSTACLE CLERANCE ADDED. THE STANDARD 3.3% DESIGN GR DIENT RESUMES AFTER PASSAGE OF THE

CRITICAL OBSTACLE.

THIS ALTITUDE/HEIGHT SHALL BE PUBLISHED TOGETHER WITH THE REQUIRED CLIMB GRADIENT 3.3% 0.8% THIS IS THE GRADIENT REQUIRED TO CLEAR THE OBSTACLE 0.8%

OIS
2.5%

THIS IS THE GRADIENT REQUIRED

TO CLEAR THE OBSTACLE

2.5%
~

AERODROME~iZO~~

RATE OF CLIMB (FT/MIN) = GRADIENT (%) x OS (Kl)

RULE OF THUMB

Example: GS = 160 KT, Gradient = 5%. ROC = 5 x 160

800 FT/min (correct value

810 FT)
C-6

DEPARTURE PROCEDURES
CONTINGENCV PROCEDURES

THE CRITERIA USED FOR THE DEVELOPMFNT OF DEPARTURE PROCEDURES COVERING ENGINE F/LURE AFTER V1 RE BASED ON CERTIFICATION REQUIREMENTS FOR AIRCRAFT PERFORMANCE (CONTAINED IN ICAO ANNEX 6). AREA

180M

.
END OF RUNWA Y

STRIP
END OFRUNWAYOR CLEARWAY

REMEMBER THESE PROCEDURES RE BASED ON OBSTACLE SITUATION, PLUS CONFIGURATION ND SPEEDND CLIMB-PERFORMANCE FOR SPECIFIC AIRCRAFT TYPES OTHER AIRCRAFT TYPES THUS MAY REQUIRE
SEPARA TE PROCEDURES

or HIGHER TAKEOFF MINIMA

WHEN CONDITIONS SO PERMIT, ENGINE

F/LURE PROCEDURES SHALL FOLLOW

THE NORMAL DEPARTURE ROUTES.

C-7

DEPARTURE
CONTINGENCY PROCEDURES, OBSTACLE CLEARANCE

OBSTCLE CLERANCE IS BSED ON AN ACTUAL (WOMINAL or GROSS) FLIGHT PATH MINUS A CLIMB GRDIENT (NET), SPEC/FIED IN THE AIRCRAFT CERTIFICTION REQUIREMENTS FOR THE SECOND TAKEOFF CLIMB SEGMENT (FROM GEAR UP TO LEVEL CCELERATION). THE REQUIREMENTS RE: Aircraft 2-Eng 3-Eng 4-Eng Net (%) 1.6 1.8 2.0 Obstacle clearance 0.8 0.9 1.0 Gross
(%)

Note: Steeper climb gradients in second segment may result from takeoff weight calculations using GWC (Airport analyses)

2.4 2.7 3.0

CTUL FLIGHT P TH, ONE ENGINE U/S (GROSS)

35 FT JET/50 Fl PROP

L~ETF~H~THL~
OBSTCLE IDENTIFICATION SURFCE 1.6%

HOW LRGE IS THE CLEARNCE FOR 2-ENGINE AIRCRFT OVERHEAD CRITICL OBSTACLE SITED 3 KM FROM THE RUNWAY END?

35 Fl jr

~KM~10000FT

To make the calculation simple: 3 km 10000 FT. Sotheansweris:35FT+(0.008x10000FT)= 115FT

C-8

PROCEDURES
CONTINGENCY PROCEDURES, SAFEGUARDING OBSTACLE CLEARANCE

UNLESS OTHERWISE INDICATED IN CONTINGENCY PROCEDURE, SAFEGUARDING

OBSTCLE CLEARNCE IN CASE OF ENGINE F/LURE AFTER V1 INCL UDES:

TAKEOFF THRUST FOR MAX 5 or 10 MIN DEPENDING ON CERTIFICA TION FOR

ACTUAL AIRCRAFT TYPE

PAGE 2.8.16. MD-80 FUELLING-GWC TAKEOFF -217C RATING T~ow~sWY and obstacies R
LENGTH M LANOING LENGTH FLAP M [0W I Tet T ~ 0W ABOVE BELOW WINO Tf T~& KG./C KGJC EGJ(T
+ + + + + +

GWC M0-80 MD-80

~EQI
OAT s T~eI T T

CORFIECT TAKEOFF WEIGHT

RWY

CALCULA TIONS INCLUDING ALL RELEVANT CORRETIONS

i

ARN 01 01Y2 01Y3 19 19Y8

9Y617

(ESSA) 3300 2500 2000 3300 2470 2150 2500

11
11

11 17 11 11 li
~.

Tref 29 C 71.0~ 460 + 20 67.6 450 + 20 60.8 350 + 90 62.2~ 380 + 20 72.6W 441,) + 30 68.0 400 + 60 63.7 370 + 90

40 100 120 140 10 120 120

69.6 69.6 69.6 65.6 69.6 69.6 69.6

PROPER ROTA TION TOO EARLY

-

INCREASED DRAG CLOSER TO CLOSE-IN OBSTACLES IN TAKEOFF DIRECTION

TOO LATE
-

[.LANDING GEAR RETRACT!ON WHEN POSITIVE RATE OF CLIMB

CL1MB OUT SPEED FOR CORRECT CONFIGURATION UNT1L CLEAN UP

HOWEVER, IF ENGINE FAILS AT HIGHER

v2

0
C-9

SPEED, MAINTIN lAS OBTAINED AT

TIME FOR ENGINE FAlL URE BUT DO NOT
EXCEED VCLEAN OR OTHEF? SPEED GIVEN iN AIRCRAFT OPERA TIONS MNUAL

DEPARTURE PROCEDURES
CONTINGENCY PROCEDURES, SAFEGUARDING OBSTACLE CLEARANCE

I. 1

MX

50

MAX 5 BANK TOWARDS OPERA TING ENGINE

BANK NGLE 15 IN ::PRESCRISED. TRfi$::~:

TRCK MAINTINED WITHIN TAKEOFF CORRIDOR

/
$0, COMPENSATE FOR KNOWN OR ESTIMATED WIND ACCELERATION AND CLEAN UP IN LEVEL FLIGHT AT ALTITUDE/HEIGHT GIVEN IN AEROPLANE OPERA TIONS MNUAL

c-10

DEPARTURE
CONTINGENCY PROCEDURES, SAFEGUARDING OBSTACLE CLEARANCE

RETRACTFLAPS AND SLATS

AT SCHEDLJLED $PEED$

L~b~l~k~S
-

~EM~E~A~kES!
-

INCLUDING FLAPS UP ND SLATS IN ALTITUDE/HEIGHT

Heightabove altimeter_setting_source (feet) Airport temp C 200 400 600 800 1000 1500 2000 3000 4000 0 0 20 20 40 40 60 80 140 180 -10 20 40 40 80 80 120 160 260 340 -20 20 40 80 100 120 180 240 380 500 -30 40 60 100 140 160 240 320 500 660 -40 40 80 120 160 200 300 400 620 820 -50 40 100 140 200 240 360 480 740 980

5000 220 420 620 820 1020 1220

CLIMB WITH V~ieanTO SAFE ALTITUDE FOR APPROACH or FLIGI-IT TO ALTEF?NATE CHECK THAT YOU CAN REACH REQUIRED EN-ROUTE MINIMUM ALTITUDES FOR ALL SEGMENTS OF THE FLIGHT BEFORE STARTING THE ONWARD FLIGHT

TAKEOFF
GENERAL

WEA THER MIN/M RE GENERALL V NOT DETERMINED BY ST TES

L THOUGH

THE US FAA PUBLISH STATE WEATHER MIN/M BUT

-

RE THE RESPONSIBILITY

OF THE CAPTAIN-IN-COMMAND.
WETHERMINIMA RE BASED ON NATIONAL REGULTIONS ND IN PRACTICE DETERMINED BY THE OPERA TORS OPERATIONS DEPRTMENTS OR BY COMPN/ES, SPECIALIZING IN THE PRODUCTION OF ROUTE DOCUMENTATION.

For inforrnation on landing minima, see chapter K. THE FOLLOWING REFLECTS REGULATIONS LA/D DOWN IN THE SWEDISH BCL-D I 17
Aerodromes with TWR or AFIS on duty and equipped with the following runway Iighting Edge- and centreline- Iights Airraft category 200 m A, B and C Aircraft category 250m D Edge Iights 300 m 400 m Other aerodromes

Aircraft: 600 m Helicopter: 300 m

HESTYIA

PROTECTION FROM OBSTCLES IS NORMLLY GRANTED BY MENS OF 7~E~SPECIAL CEILING VLUES RE GIVEN. ND NO DEPARTURE PROCEDURES
.~ ~

OCCASIONALLY, OBSTACLES
NEED TO BE SEEN ND AVOIDED

ND MINIMA RE ADJUSTED ACCORDINGLV WITH RAISED CEILING ND VISIBILITY VALUES. Ref page C-5.

D-1

TAKEOFF
AVAILABILITY OF ALTERNATES

DURING COMMERCIAL OPERA TIONS (PASSENGERS OR FREIGHT) WITH TWIN-ENGINED AIRCRA FT, TA KEOFF MINIMA ST TED ON P GE D- 1 M Y BE USED ONLY IF:

AN AERODROME, USA BLE S AN ALTERNATE, IS VALABLE WITHIN 60 MIN FLIGHT FROM

THE DEPARTURE AERODROME

GREAT CIRCLE D/STANCE TO THE ALTERNATE IS BASED ON:

-

ST/LL AIR

NORMAL CRUISE
ALL ENGINES OPERA TING 60 MIN FLIGHT TIME

FORECAST WEA THER AT THE TA KEOFF L TERNA TE IS T LEAST= PLANNING MIN/M + 300/1.0 Ref chapter K

TERRAIN EN-ROUTE MUST NOT AFFECT THE SFETY OF 1-ENG/NE-OUT FLIGHT

Ref page E-1 and E-2

60

MIN

IF THE REQUIREMENTS STATED ABOVE ARE NOT FULFILLED, WEATHER CONDITIONS AT THE

DEPARTURE AERODFIOME MUST BE AT LEAST

= PLANNING M1NIMA FOR TI-/IS AERODROME

I
I

WHEN USED AS DESTINATION

D-2

..~

EN-ROUTE
SERVICE CEILING

FLIGHT OVER MOUNTAINEOUS TERRIN MUST BE PLNNED IN SUCH WAY THAT,

IN CASE OF ENG/NE F/LURE, THE AIRCRFT CN CLER THE TERRA/N WITH SPECIFIED SAFETY MRGINS. SERVICE CEILING IS METHOD TO RETAIN CLIMB PERFOMNCE ABOVE THE MOST CRITICL TERRIN EN-ROUTE BY LIMITING GROSS WEIGHT.

/~()
SERVICE CEILING AVAILABLE= REQUIRED CLIMB GRADIENT

1 000 Fl

~Jr
TERRAIN ELEVATION WITHIN 10 NM (5 NM ON EACH SIDE OF INTENDED TRACK)

SERVICE CEILING IS RECHED, WHEN THE IRCRFT CN PERFORM C-REQUIRED CLIMB GRDIENT: IN STILL AIR WITH ENGINE/ENGINES OPERA TING T MAX CONTINUOUS POWER CLIMB SPEEDS S GIVEN IN IRCRFT OPERA TING MNUL
NO FUEL DUMPING

REQUIRED CLIMB GRDIENTS: Aircraft 2-ENG 3-ENG 2-ENG 3-ENG serv ceiling
-

2-ENG serv ceiling

-

1.6%

1.4% 0.5%

1-ENG serv ceiling 1.1% 0.3%

.

W=MAXGW OVERHEAD CRITICL TERRAIN~

MAX TAKEOFF WEIGHT WITH REGARD TO TERRAIN= W F (SEE ILLUSTRATION TO THE RIGHT) F= FUEL FOR TKEOFF

~
W

CLIMB CRUISE TO

OVERHEAD CRITICAL TERRAIN.

E-1

EN-ROUTE
DRIFT DOWN PROCEDURE

THE DRIFT DOWN PROCEDURE /5 AN ALTERNATIVE TO THE SERVICE CEILING REQUIREMENTS ND HS THE SAME PPLICTION S THESE. DRIFT DOWN PROCEDURE MEANS THT THE IRCRAFT MUST ENTER THE TERRIN AT FLIGHT LEVEL HIGH ENOUGH TO CLEAR THE TERRIN ON TRCK TO NEREST L TERN TE IN CSE OF ENG/NE FILURE(S).
MIN TRUE HEIGHT FOR ENTERING THE TERRAIN WITH REGARD TO DRIFT DOWN AND N V/GA TIONAL ERROR

MARGIN FOR N VIGATIONAL ERROR

PDP
AND THEORETICAL MIN ALTITUDE

ACTUAL DRIFT DOWN NET DRIFT DOWN PATH

ACTUAL DRIFT DOWN NET DRIFT DOWN PATH

MIN 2000 FT
A!RPORT SELECTED AS

FT J ALTERNATE FOR DRIFT DOWN

TERRAIN WITHIN 10 NM CORRIDOR (5 NM EACH SIDE OF TRACK). DRIFT DOWN PTH MUST NOT NECESSARILY FOLLOW ORIGINAL ROUTE.

THE DRIFT DOWN PATH MUST AT ECH P0/NT BE BASED ON DESCENT GRAD/ENT
-

NET DRIFT DOWN P TH

EQUAL TO:

ACTUL GRADIENT MINUS THE REQUIRED SERWCE CEILING GRADIENTS

Aircraft 2-ENG 3-ENG 2-ENG

3-ENG serv ceiling

-

2-ENG serv ceiling

-

1.6%

1.4% 0.5%

1-ENG serv ceiling 1.1% 0.3%

-

VERTICAL CLEARANCE BETWEEN TERRIN ND NET DRIFT DOWN P TH WITHIN

10 NM CORRIDOR =2000 FT SER VIC CEILING AT THE L TERNA TE MUST BE IRPORT ELEV + 1500 FT FUEL DUMPING /5 PERMITTED
THE CRITICL P0/NT(S) FOR START OF DRIFT DOWN MUST BE GIVEN S PREDETERM/NED POINT PDP WITH MARGIN OF 5 MIN FOR N WG TIONL
-

ERROR

UNLESS EXACT POSITION DETERMINTION IS VAILBLE

DRIFT DOWN PATH BSED ON 95% WIND REGULRITY ND TEMPERTURE IS 15

E-2
I

PANS-OPS
-

MINIMUM SECTOR ALTITUDES MSA

-

MINIMUM SECTOR ALTITUDES MSA ARE ESTABLISHED FOR EACH AERODROME WHERE INSTRUMENT APPROACH PROCEDURES ARE ESTABLISHED.
MAGNETIC NORTH

SECTORS RE NORMALLY
ORIENTA TED TOWARDS

MAGNETIC NORTH SECTOR BOUNDARIES NORMALLY CO/NC/DE WITH QUADRANTS OF THE COMPASS. HOWEVER, WHEN TOPOGRAPHICAL OR OTHER COND/TIONS MAKE /T DES/R BLE, OTHER, MORE FA VOURA BLE BOUNDARIES MAY BE CHOSEN HIGHEST OBSTCLE W/TH/N EA CH SECTOR OR OUTSIDE SECTOR BOUNDARY BUT W/TH/N THE 5 NM BUFFER
DETERMINE MSA FOR THE

SEC TOR MINIMUM OBSTACLE CLEARANCE MOC = 984 FT

-

PPL V TEMPERA TURE CORRECTIONS Ref page C-1 I

IF SECTORS RE CENTRED ON

A VORIDME OR NDB/DME, SECTOR MAY BE DIV/DED INTO TWO SUBSECTORS W/TH LOWER MSA IN THE /NNER SUBSECTOR

TO COMPENSATE FOR TURBULENCE AND ALT/METER ERROR WHEN FLY/NG OVER MOUNTA/NEOUS TERRA/N, THE PROCEDURE DESIGNER SHOULD IN SUCH CASES INCREASE MIN OBSTACLE CLEARANCE FOR MSA BY AS MUCH AS 984 FT
F- 1

APPROACH
GENERAL

INSTRUMENT APPROACH PROCEDURE, ICAO DEFINITION:

A SERIES OF PREDETERMINED MANOEUVRES BY REFERENCE TO FLIGHT INSTRUMENTS WITH SPECIFIED PROTECT/ON FROM OBSTACLES FROM THE INITIAL PPROACH FIX, OR WHERE PPLICABLE, FROM THE BEGINNING OF DEFINED ARRIVL ROUTE TO P0/NT FROM WH/CH A LANDING CAN BE COMPLETED ND THERE-FTER, IF LANDING IS NOT COMPLETED, TO POSITION AT WHICH HOLDING OR EN-ROUTE OBSTACLE CLERANCE CRITERIA APPLY.

$0, THE CONS/DERATIONS RE

THOSE ST TED ON PAGE -i:

PROCEDURE... SHLL GUARNTEE REQUIRED OBSTCLE CLERNCE SHOULD BE ADJUSTED TO THE ACTUAL AIR SPCE
-

TMA, CTR ETC.

SHOULD BE ECOMICL TO FL V NOT MORE TIMECONSUMING THAN SHOULD CAUSE NO SURPRISES ND BE COMFORTBLE TO FLY

REQU/RED WITH REGRD TO AIRCRAFT PERFORMANCE ND SAFETY (S SIMPLE S POSSIBLE, REQUIRING NORMAL MN~UVERINGONLY)

I
I

~EW

APPROACH PROCEDURES
SEGMENTS, GENERAL

PANS-OPS
AN APPROACH PROCEDURE IS DIVIDED INTO MAXIMUM FIVE SEGMENTS,
WHEN POSS/BLE EACH SEGMENT BEGINNING ND ENDING AT A FIX. HOWEVER, ONLY THOSE SEGMENTS REQUIRED BY LOCAL CONDITIONS

ARE INCLUDED IN THE PROCEDURE.

IF IF FF
= = = = =

INITIAL PPROACH FIX

INTERMEDIATE APPROACH FIX FINAL APPROCH FIX

IF

~
SEGMENT

~.-~Z~RRIVAL

FAP MPt

FINAL PPROACH POINT MISSED PPROACH POINT,/~

/
INITIAL SEGMENT INTERMEDIATE SEGMENT

ARR!VAL SEGMENT IN!T!AL SEGMENT

~

INTERMEDIATE SEGMENT
~.

~
~--~-~-

FINAL SEGMENT MISSED APPROACH SEGMENT

IN!T!AL SE~

FINAL SEGMENT
~

_______

~,

MISSED APPROACH SEGMENT

FAPIFF

MPt

IF

IF/IF

FP/FAF

MPt

<,
I ~~ ~
~

FINAL APPROACH BEGINS AT E/THER FAP OR FAF:

FAP FINL APPROCH P0/NT

-

FF FINL PPROACH FIX

-

~L~
~

PRECISION APPROACH
Electronic glideslope

NON-PRECIS/ON APPROACH
No glideslope

G-2

APPROACH PROCEDURES
SEGMENTS
-

DESIGN SPEEDS

PANS-OPS
DESIGN SPEEDS FOR SEGMENTS BASED ON AIRCRAFT CATEGORIES ND SPEEDS IN TABLE ON PAGE 8-1 (CATEGORY E NOT SHOWN HIGH SPEED MILITARY AIRCRAFT ONLY).
-

FINAL MISAP A: 11OKT 8:150 KT C: 240 Kl D: 275 Kl

MAPt FAPIFAF IAF IF

~~~.~11TERMEDIATE MISP A: 10OKT B: 130 KT C: 160 Kl 0: 185 Kl : 70-100KT 85- 13OKT C: 115-160 Kl D: 130 185KT
-

B: : 90-15OKT B: 120 180 KT C: 160-240 Kl

-

(11OKT* ) (140 K~ )

0: 185-250KT
*

Schematic presentation

MAX SPEEDS FOR REVERSL

ND RCETRCK PROCEDURES

IAF IF FAF FAP MAPt

IN!TIAL APPROACH FIX INTERMEDIATE APPROACH FIX FINAL APPROCH FIX FINAL APPROACH POINT MISSED APPROACH POINT

i
I

G-3

REU~~JL
PANS-OPS

APPROACH PROCEDURES
SEG MENTS OBSTACLE CLEARANCE, SUMMARY

S MENTIONED ON PGE B-8, EACH SEGMENT IS DIVIDED INTO PRIMARV ND SECONDARY AREAS, OBSTACLE CLEARANCE IN SECONDARY ARES REDUCING FROM FULL AT INNER EDGE OF THE REA TO ZERO AT OUTER EDGE OF THE RE: TOTAL WIDTH

LOWEST

SECONDARY AREA 1/4 OF TOTAL W!DTH

PRIMARY REA 1/2 OF TOTAL W!DTH

SECONDARY AREA 1/4 OF TOTAL WIDTH

CROSS SECTION OF STRAIGHT VOR AREA OVERHEAD VOR

ARE WIDTH STRAIGHT ARE OVERHEAD THE FACILITV

Details given under each segment. VOR NDB

2,0 NM 2.5 NM

OBSTACLE CLEARANCE IN PRIMRY AREA: ARRIVAL INITIAL

SAME S EN-ROUTE, NORMALLV i 000 FT

984 FT (300 M)

INTERMEDIATE FINAL

492 FT(150 M)
-

PRECISION PPROACH:

See page H-i

NON-PRECISION PPROCH: VOR and NDB WITH FAF: 246 FT (75 M) 295 FT (90 M) VOR and NDB W/O FF: IN ADDITION, 5 FT RE ADDED FOR EACH EXTRA
-

0.1 NM WHEN DISTANCE FCILITY TO THR> 6 NM

98 FT (30 M)
164 FT(50 M)

MISSED APPROACH

INTERMEDIA TE PHSE:

FINAL PHSE:

G-4

APPROACH PROCEDURES
Fl EUJ ~ SEG MENTS, OBSTACLE CLEARANCE

PANS-OPS

OBSTACLE CLEARANCE IS REDUCED FROM PRECEDING AREA AT:

THE INTERMEDIA TE APPRO CH FIX:

IF

INTERMED/A TE SEGMENT IN/TIAL SEGMENT Values applied in primary areas

AND AT:

THE FIN L PROA CH FIX:

(Non-precision approaches only. For ILS: See pages H-1 and H-3)
FAF

MIN 492 FT MIN 246 FT with FAF 295 Q~.. FTno FAF /NTERMED/A TE SEGMENT Values applied in primary areas FINAL SEGMENT

[1EUJ

APPROACH PROCEDURES
PANS-OPS
SEGMENTS, DESCENT, BANK AND TIME See respective segment for further details

DESCENT GR D/ENTS

IN DES/GN/NG INSTRUMENT APPROACH PROCEDURES, ADEQUATE SPACE IS ALLOWED FOR DESCENT FROM FCILITY CROSSING ALT/TUDEJHE/GHT TO RUNWAY THRESHOLD OR FOR CIRCL/NG TO OCAIOCH. TH/S IS DONE BY ALLOW/NG MAX DESCENT GRADIENTS. (OCNOCH is descnbed in Final Approach Segmenf page 17)
-

FCILITY
GRADIENT
=

HEIGHT

DISTANCE

BANK ANGLE IN EACH SEGMENT WHERE APPLICABLE TURNING AREAS RE BASED ON SPECIF/ED BANK ANGLE.
-

See respective segment for further information

10 s
TIME

AREA EXTENSION IS BASED ON FOLLOWING TIME TOLERANCES: TIMING PILOT REACTION TIME

0 to + 6 s (varies with segment)

~
G-6

APPROACH PROCEDURES
INITIAL APPROACH SEGMENT, GENERAL

PANS-OPS
THE /N/T/AL APPROACH SEGMENT /5 WHERE THE AIRCRAFT HAS DEPARTED THE EN-ROUTE STRUCTURE AND IS MANOEUVRING TO ENTER THE INTERMEDIATE APPROACH SEGMENT.
TYPES OF MANOEUVRES

WIND

REVERSAL PROCEDURES RACETRACK PROCEDURES DME-ARC DED RECKONING [SEGMENT] (ILS only)

ST TISTICAL or OMNIDIRECTIONAL 47 KT + 2 KTPER EACH THOUSAND OF FT PROC ALT, e. g. procedure altitude 4000 FT: Wind =47+ [4 x 2} =55 KT

COMPENSA TE FOR KNOWN OF? ESTIMATED W/ND

FULL USE SHOULD BE MADE OF INDICATIONS AVAILABLE FROM N V AIDS

BANK ANGLE
THE LESSER OF 3% or 25 (the latter always applies for TAS 170 KT)

DESCENT RATES Replaces gradients in this segment. If required descent from end of initial approach to beginning of final approach exceeds values below, a shuttle procedure (racetrack circuits) is used.
Track Aircraft category Max descent for i minute nominal outbound time Outbound track A/B C/D 804 FT i 197 FT (245 M) (365 M) lnbound track A/B C/D 492 FT 755 FT (150 M) (230 M)

REU~~LO
PANS-OPS

APPROACH PROCEDURES
INITIAL APPROACH SEGMENT, REVERSAL PROCEDURES

TH/S IS A TYPE OF PROCEDURE, DESIGNED TO ENABLE AIRCRAFT TO REVERSE DIRECTION (180) DURING THE INITIAL APPROACH SEGMENT.

45/i80 PROCEDURE

TURN

80 /260 PROCEDURE

TURN

1
k- 1!MIN

__

0
IMMEDIATELY FTER 80 TUFIN COMPLETED, TURN 2600 IN OPPOSITE DIRECTION TO INTERCEPT INBOUND TRACK

0 CAT A and B: 1 min

THESE TIMES ARE

NOT SHOWN ON IAL

UNLESS OTHERWISE ST TED ON /AL, THE ABOVE PROCEDURE TURNS RE ALTERNATIVES TO EACH OTHER AND THE PILOT MAY FREELY

CHOOSE WHICH TYPE OF PROCEDURE TURN TO USE.

BASE TURN

TIME ND

OUTBOUND TRACK SHOWN IN IAL PROFILE.

REVERSAL

PROCEDURES RE

DESIGNATED LEFT OR RIGHT DEPENDING ON DIRECTION OF

FIRST TURN WHEN FLYING OUT-

BOUND
LEFT PROCEDURE TURN RIGHT BASE TURN

G-8

APPROACH PROCEDURES
RE W ~

PANS-OPS

INITIAL APPROACH SEGMENT, REVERSAL PROCEDURE5

NO OMNIDIRECTIONAL ENTRY. UNLESS SPECIAL ENTRY PROCEDURES HAVE BEEN PUBLISHED FOR AN INDIVIDUAL PROCEDURE, ENTER PROCEDURE ONLY VIA ENTRY SECTOR SHOWN BELOW! PROCEDURE TURN
I

BASE TURN

300, ENTRY SECTOR IS EXTENDED TO INCLUDE THE RECIPROCAL OF THE FINAL APPROACH TRACK (AS SHOWN)

WHEN a>

IF OMNIDIRECTIONAL ENTRY REQU/RED, THIS SHOULD BE MADE V/ A SUITABLY LOCATED HOLDING ND FROM THERE INTO REVERSAL PROCEDURES ENTRY SECTOR. ALTERNATIVELY, THE PROCEDURE DESIGNER COULD USE RACE TRA CK PROCEDURE, REPLACING THE REVERSAL PROCEDURE.

I
I

APPROACH
REW

PANS-OPS

INITIAL APPROACH SEGMENT, RACETRACK PROCEDURES

RACETRACK PROCEDURES RE USED: TO PERMIT OMN/DIRECT/ONAL ENTRY INTO PROCEDURE WHEN AIRCRAFT ARR/VE OVER THE INITIAL APPROCH FIX FROM VARIOUS D/RECTIONS WHEN STRA/GHT SEGMENT WOULD NOT PERMIT REQUIRED LOSS OF LTITUDE (SHUTTLE PROCEDURE). See also page G-5 Descent rates
OUTBOUND LEG IN RACEPROCEDURE DEFINED BY FIX

TRACK PROCEDURE MAY BE DEFINED BY TIME OR FIX

WHEN MKING FULL ORBIT, START TIMING LATEST OF ABEAM FACILITY ATTA/NING OUTBOUND HEADING PROCEDUREBASED ON FIX START TIMING WHEN ATTAINING OUTBOUND HEADING

TURN TO INBOUND TRACK SHOULD

BE INITIATED WHEN FIRST OF

OUTBOUND TIME (ADJUSTED FOR W!ND)EXPIRES

DME-MILEAGE 01? RADIAL/BEARING

SPECIFY!NG LIMJT1NG DISTANCE IS ENCOUN TERED

ENTRY FROM SECTORS 1 ND 2: THE ENTRY CONSTITUTES YOUR APPROACH PROCEDURE ND SHOULD PLCE YOU IN POSITION TO CONTINUE THE DESCENT WITHOUT ANY DDITIONAL ORBIT IN RACETRACK.
-~

Illustrated: Outbound time 1.5 min

REMEMBER.C.

... -

SECTOF? ALTITUDE MSA IS ALWAYS SAFE ALTITUDE FOR MANOEUVRING, RTE OF DESCENT PERM1TTING

~lrateof descent

G-lO
I

REU~~7L
PANS-OPS

APPROACH PROCEDURES
INITIAL APPROACH SEGMENT RACETRACK PROCEDURES, ENTRY

ENTRY PROCEDURES RE THE SAME AS FOR HOLDING EXCEPT:

ZONE OF
ENTRY FR0~ SECTOR 2 14 FLEXIBILITY 5

(OFFSET ENTRY)

REMAINDER OF OUTBOUND TIME

ESTBLISH ON INBOUND

TRACK BEFORE LEA VING

ALT!TUDE!

LIMIT FLIGHT ON NON-MANOEUVR!NG SIDE OF

!NBOUND TRACKAS FAR AS POSSIBLE

PARA
=
-I

DESCENT TO NEXT PRESCR!BED ALT!TUDE (= ALT!TUDE BEFORE TURN ONTO INTEF?MEDIATE INBOUND TRACK) ALLOWED WHEN LTEST OF
-

APPROACH TO LAND
ESTABLISH ON INTERMEDIATE TRACK BEFORE LE VING ALTITUDEAFTER
COMPLET/ION OF INBOLIND

ABEAM FOIL/TY

ESTBLISHED ON OUTBOUND TRACK

TURN.

..

...

YOU RE ESTABLISHED WHEN W/TH/N: /LS and VOR 1/2 FULL SCALE DEFLECT/ON (ILS (VOR 1.25) 5)
NDB 5

APPROACH
REU~~L

PANS-OPS

INITIAL APPROACH SEGMENT RACETRACK vs HOLDING

R CETRA CK PROCEDURE OUTBOUND TIME:

DESIGN SPEEDS
=

i 3 MIN MAX SPEEDS (Kl lAS):

-

Aircraft category A B

Speed

(KT_lAS)
90/110

C
D

120/140 160/240
185/250

Racetrack as shown on IAL (bold line)

c2
1MIN
1.5 MIN Turbulence 280 KT 170 KT

HOL DING OUTBOUND TIME DESIGN SPEEDS

-

AT OR BELOW 14 000 FT: BOVE 14 000 FT:

MAX SPEEDS (KT lAS): Speed Normal conditions 230 KT 170 KT

FL/Altitude

Aircraft Cat C/D Aircraft Cat AJB 14 001 20 000 FT 20 001 34 000 FT 34 001 FT
0
-

14 000 FT

240 KT 265 KT 0.83 Mach

280 kl or 0.8 Mach whichever is less 0.83 Mach

WARNING! SPEEDS !N HOLDINGS, DES1GND IN W/TH EARLIER CR1TERIA, MAV STILL APPEAR IN NEW PANS-OPS PROCEDURES (WHEN IN DOUBT, FLY THESE LO WER SPEEDS)
FL/Altitude 0 6 000 FT 6 001 14 000 FT 14 001 FT
-

Speed JET aircraft Turbulence Normal conditions 210 KT 280 kl or 0.8 Mach whichever is less 220 KT (after clerance from 240 KT ATC only)

Speed PROP aircraft 170 KT 170 KT 175 KT

Holding as depicted on IAL (bold, broken line)

G-12 I

PROCEDURES
Fl EW
~

PANS-OPS

INITIAL APPROACH SEGMENT RACETRACK vs HOLDING

PPROACH FROM HOLDING INSIDE RACETRACK PROCEDURE WITH

D/FFERENT OUTBOUND TIME

CONDITIONS:

STANDARD HOLDING (1 MIN) 1.5 MIN RACETRACK A/RCRAFT IN HOLD/NG PATTERN JUST TURNING ONTO /NBOUND TRACK CLEARED LAND

ro

WHEN IN DOUBT ABOUT REQUIRED DESCENT RATE FOR APPROACH TO TOUCH DOWN AT NORMAL TOUCH DOWN P0/NT MAKE ADDITIONAL

ORBIT iN RACETRACK
AND 1NFOFIM ATC

TO STEEP?! BECA USE: AIRCRAFT IS HEA VY? NO HEAD W/ND? OR SIMPLY: OUTBOUND TIME IN RACETRACK BE/NG 1.5 MIN?

[1EUi3~&

APPROACH
INITIAL APPROACH SEGMENT RACETRACK vs REVERSAL
1.5 MIN

PANS-OPS
ILLUSTRA TED: OUTBOUND TIME PROCEDURE ALTITUDE SPEED OBSTACLE CLEARANCE
-

3 000 FT 210 KT lAS (225 KT TAS)

984 FT
984 FT AT INNER EDGE REDUCING

PRIMARY AREA SECONDARY AREA

TO 0 FT AT OUTER EDGE D/STANCE SCALE

0
I I I I I

5
I

1ONM

RACETRCK PROCEDURE

OBSTCLE 796 Fl HIGH

DETERMINES IN!TIAL APPROCH ALTITUDE DESPITE BEING MUCH LOWER THAN THE OTHER OBSTCLE 1082 FT. THE LATTER IS SITED EXACTLY HALFWY FROM THE EDGES IN SECONDRY RE SO OBSTACLE CLERANCE
HERE IS ONL Y 492 Fl.

1800

BASE TURN SECONDARY AREA: WIDTH 2.5 NM

G-14

APPROACH PROCEDURES
REW
-

PANS-OPS
AREA WIDTH
-

INITIAL APPROACH SEGMENT DME-ARC

PRIMARY AREA SECONDARY AREA

2.5 NM (TOTAL WIDTH 5 NM) 2.5 NM

984 FT

OBSTACLE CLEARNCE
-

PRIMARY AREA SECONDARY AREA

984 FT AT INNER EDGE, REDUCING TO 0 FT AT OUTER EDGE

IF

FF

PRIMARY AREA SECONDRY AREA

il

li

IAF

THE DME-RC MAY BE INTERCEPTED LATER THAN IAF, PROVIDED

THAT THE AIRCRFT ALWAYS WILL BE ESTBLISHED ON THE RC BEFORE TURNING ONTO THE INTERMEDIATE (FINAL) APPROACH TRACK.
LEAD RADIAL (SHOWN ON IL)
PROVIDES T LEAST 2 NM LEAD FOR TURN ONTO INTERMEDIA TE PPROCH TRCK

HULE OFTHUMB IF LATEST POINT TO ESTABLISH ON RC

.~

.:

AN ATTEMPT TO ESTABLISH THE !F?CRAFT ON THE ARC SHOULD NOT BE MADE IF CLOSER TO TJIE LEAD RADIAL THAN 100 HOWEVER, VALUE DEPENDS ON SPEED ND AF?C RADIUS

FAF

G-15

IAF

DME-ARC CROSSING ALTITUDES MAY BE DETERMINED BY CONSIDERATIONS, OTHER THAN OBSTACLE CLEARANCE, E. G. MINIMUM RECEPTION ALTITUDE FOR VORIDME I

FlEUi~~L~
PANS-OPS

APPROACH
INITIAL APPROACH SEGMENT, DEAD RECKONING SEGMENT

WHERE AN OPERA TIONL ADVANTAGE CAN BE OBTAINED, AN ILS PROCEDURE MAY INCLUDE DEAD RECKONING SEGMENT FROM FIX TO THE LOCALIZER. ANGLE OF INTERCEPTION MAX/MUM LENGTH HEAD/NG TOLERANCE
45

1ONM 5

G-16

RE~L

APPROACH PROCEDURES
INTERMEDIATE APPROACH SEGMENT

PANS-OPS

THIS SEGMENT BLENDS THE INITIAL APPROACH SEGMENT INTO THE FINAL APPROACH SEGMENT, ND HERE THE AIRCRAFT SPEED ND CONFIGURAT/ON SHOULD BE PREPARED FOR FINAL APPROACH.
DESCENT GR DIENT
PREFERABL Y FLA T, MAX ALL 0 WED

GRDIENT IS 5.0 % (2.86)

OBSTACLE CLEARANCE
-

PRIMARY AREA SECONDARY AREA

492 FT 492 FT AT INNER EDGE, REDUCING TO 0 FT AT OUTER EDGE

R CETR CK

INTERMEDI

DME- RO

INTERMEDIA TE

APPROACH SEGMENT

0-17
I

APPROACH PROCEDURES
PANS-OPS
FINAL APPROACH SEGMENT, GENERAL THIS IS THE SEGMENT IN WHICH ALIGNMENT ND DESCENT TO LANDING

RE MADE. Below, the final approach segment for non-precision approaches is descnbed. See ILS page H-1 for information on precision approaches. THIS SEGMENT BEGINS AT THE FINAL APPROACH FIX FAF, FACILITY OR FIX. HOWEVER, IN PROCEDURES BASED ON SINGLE FACILITY S/TED ON OR CLOSE TO THE AERODROME, NO FAF IS GIVEN.
-

REA

SHAPE OF THE REA IS DETERM/NED BY POSIT/ON OF THE F OIL/TY See page B-7 for area extension DESCENT GR DIENT
PROCEDURE W/TH FAF
-

OPTIMUM 5 % (2.86)

MAX/MUM 6.5 %

(3.720)

PROCEDURE W/O FAF

REPLACED BY DESCENT

RATES:
Track Aircraft category Max descent for i minute nominal outbound time Outbound track A/B C/D 804 FT 1 197FT (245 M) (365 M) lnbound track A/B C/D 492 FT 755 FT (150 M) (230 M)

THE CRIT/CAL OBSTACLE WITHIN THE ARE (PRIMARY OR SECONDARY) DETERM/NES THE OBSTACLE CLEARANCE ALT/TUDE/HEIGHT OCA/OCH FOR THE FINAL APPROACH,
-

THE OBSTACLE SHOWN IN THE ILLUSTRATION ABOVE WILL DETERM/NE OCA!OCH FOR AN NDB-APPROACH BUT DOES NOT INFLUENCE OCA/OCH FOR A VOR-APPROACH.
G-18

~=~:

APPROACH PROCEDURES
FINAL APPROACH SEGMENT, OCA/OCH REFERENCED TO MEAN SEA LEVEL REFERENCED TO

flE-~~T~ //~.

PANS-OPS
OBSTACLE CLEARNCE ALT/TUDE, OCA OBSTACLE CLERANCE HEIGHT, OCH

RUNWAY THRESHOLD OC/H FORMS THE BASIS FOR LANDING MIN/M. UNLESS VISUAL CONTACT HAS BEEN ESTABLISHED, DO NOT DESCEND BELOW THE OCAIH TH1S CANNOT BE DONE WITHOUT INFRINGING THE APPROPRIATE OBSTACLE CLEARANCE OBSTACLE CLEARANCE PRECISION APPROACH: NON-PRECIS/ON APPROCH:
-

See ILS page H-i

VOR and NDB WITH FAF: VOR and NDB W/O FAF:

246 FT (75 M) 295 FT (90 M)

IN DDITION, 5 FT RE DDED FOR EA CH EXTRA 0.1 NM WHEN DISTANCE FACILITY TO THR> 6 NM

FAF

MPt

+
I

REQUIRED OBSTACLE CLEARNCE

OCH

THRESHOLD ELEV
MSL ~

REUi

-.~

APPROACH
FINAL APPROACH SEGMENT, STEP DOWN FIX

PANS-OPS

STEPDOWN FIX PERMITS ADDITIONAL DESCENT WITHIN A SEGMENT BY IDENT/FYING P0/NT, AT WHICH CONTROLL/NG OBSTACLE HAS BEEN SAFELY OVERFLOWN.
FAF

OCA/H
REQUIRED (MINIMUM) OBSTACLE CLEARANCE MOC

jr

SAME PROCEDURE WITH STEPDOWN FIX:

FAF

STEPDOWN FIX

OCA/H, FIX NOT RECEI VED

MOCN MOC

~OCNH,FIX
RECEI VED

j
WI-/Al STEPFIX?!

G-20

PROCEDURES
PANS-OPS
MISSED APPROACH SEGMENT, GENERAL

THE MISSED APPROACH PROCEDURE IS DESIGNED TO PRO VIDE PROTECTION FROM OBSTACLES THROUGHOUT THE MISSED APPROACH

MANOEUVRE UNTIL OTHER OBSTACLE PROTECTION CRITERIA APPLY (E. G. FOR APPROACH, HOLDING OR EN-ROUTE). THE MISSED APPROACH SEGMENT STRTS:
IN PRECISION PPROCH
AT THE P0/NT OF INTERSECTION

BETWEEN THE ILS/PAR GLIDE PATH ND THE APPLICBLE DECISION L TITUDE/HEIGHT, DA/D H MISSED APPROACH
SEGMENT

IN NON-PRECISION APPROACH AT THE MISSED APPROACH

P0/NT, MAPt (identified by a facility, fix or distance kom FAF)

Special regulations apply in Norway and Sweden. See page G-27.

MAPt
Fadiity, fix or Dist from FF

MD.4JH
FIIIIIIIIIIIIIIJIIIIIIIIIJIIIIHfl

IullJ,IIIIIIIItIIIIIIIIIIIIliuIIIlIIIIlIJ,l

MISSED APPROACH SEGMENT

G-21
I

PROCEDURES
PANS-OPS
START OF CL/MB. SOC
WHEN IN/T/A TING MISSED APPROCH PROCEDURE (GO-AROUND) THAT IS: TRANSITTING FROM APPROACH DESCENT TO CLIMB AN /RCRAFT DOES NOT START CL/MB/NG IMMEDIATELY DUE TO CHANGES IN AIRCRAFT
-

MISSED APPROACH SEGMENT, CLIMB GRADIENT

CONFIGURTION. THE DESIGN CR/TER/A ALLOW FOR THIS BY PRESCRIBING DISTANCE FOR LEVEL FLIGHT. WHEN MAPt IS DEF/NED BY FIX, TH/S DISTANCE (MAPt ON 15 SECONDS OF FL/GHT W/TH 10 KT TAlL WIND.
-

SOC) IS BASED

CLIMB GRDIENT:
MAPt SOC

NORMALLY 2.5
2.5 % (drawn to scale)

%.

___________

HOWEVER, WHEN OBSTACLES IN THE MISSED PPROACH AREA DETERMINE OCAIH, STEEPER GRADIENT WILL RESULT IN LOWER 0 CA/H.
USING STEEPER CLIMB GRADIENT

TO REDUCE OCAJH

MAPt

MOC

OCH 2.5% OCH 3.5%

Remark: Most aircraft certificated in accordance wfth FAR/JAR 25 manage a 2.5% climb at max Ianding weight and one engine U/S up to 2 000-3000 FT altitude.

G-22

APPROACH PROCEDURES
PANS-OPS
MISSED APPROACH SEGMENT, PHASES AND MOC

THE MISSED PPROACH IS DIVIDED INTO THREE PHSES: IN/TIAL PHASE

EXTENSION -MOC
-

MAPt SOC (CLIMB ESTABLISHED). SAME AS FOR FINAL APPROACH. See page G-19 and H-1
-

INTERMED/TE PHSE
-

EXTENSION ANDMOC

TO THE P0/NT WHERE MOC 164 FT (50 M) ~ FIRST REACHED ND CAN BE MAINTAINED. FROM THE P0/NT, WHERE MOC 164 FT (50 ~ IS FIRST REACHED ND CAN BE MA/NTAIf~~g) UP TO POINT, WHERE NEW APPROACH, HOLDING OR EN-ROUTE FLIGHT IS INITIAT ).

FINAL PHASE
-

EXTENS(ON AND MOC

MAPt

SOC

..IIIIIII,huhhi~hh1

_______________________

IJIIIIIIIIIIJIIIIIIIIIIIIIIIIIIIIIII~

98 Fl

164 Fl

INITIAL PHASE

INTERMEDIA TE PHASE

FINAL PHASE

NO TURNS M Y BE PRESCRIBED UNTIL 164 FT OBSTACLE CLEARANCE IS REACHED

MIN 164 rr

Remark: the requirement for a

TUR NI!

level acceleration portion, included in earlier editions of PANSOPS, has been withdrawn (as primarily aircraft type-related).

0-23

REW

APPROACH
DETERMINATION OF OCA/H

PANS-OPS
-

WHEN CLIMB/NG WITH THE REQUIRED GRADIENT FROM AN ALT/TUDE/ HEIGHT AT SOC NOT LO WER THAN DM1 OR MDMI THE A/RCRAFT SHOULD CLEAR ALL OBSTACLES WITH THE PRESCR/BED MARG/NS.
-

MPt

15 SEC

OCH FINL APPROACH

~ SOC

REQWRED CLIMB GRADIENT

OCA FINAL APPROACH

MSL ~

IN THIS CSE WE WOULD NOT CLEAR THE ANTENNA, SO THE PROCEDURE DES/GNER MOVES THE CLIMB GRAD/ENT ON TOP OF THE PRESCRIBED CLEARANCE ABOVE THE ANTENNA. LOOKING AT THE MAPt, WE NOW F/ND A NEW, REV/SED OCA/H GRANTING SAFE M/SSED APPROACH. (ALTERNATIVELY, STEEPER GRADIENT COULD BE PRESCRIBED).
REVISED OCA/H BSED ON OBSTACLES

IN MISSED ASPPROCH SEGEMENT

REQUIRED CLIMB GRADIENT

4,
MAPt

15 SEC

OCH FINL APPROACH

SOC

OCA FINAL APPROACH

MSL

G-24

REU5~JL
PANS-OPS

PROCEDURES
MISSED APPROACH, AREA

STRIGHT MISSED APPROCH ARES RE THOSE SHOWN ON PAGES 8-7 ND G-i8

VOR MPt IN THIS CSE WE HAVE SECOND VOR PROVIDING TRCK GUIDANCE. IF ONLY MAPt-VOR WAS VAILABLE, AREA WIDTH WOULD INCRESE CONTINUOUSLY FROM THE MPt
AREA EXTENSION IF ONLY MPt-VOR AVAILABLE

VOR

.-

TURNING MISSED APPROACH WIND ST TISTICL or OMNIDIRECTIONAL 30 KT i5 BANK ANGLE 3$ TIME TO ESTBLISH BANK 3$ PILOT REACT/ON TIME OBSTACLE CLEARANCE PRIMARY AREA BEFORE TURN: 98 FT AFTER TURN: 164 FT SAME S ABOVE, REDUC/NG TO 0 FT AT -SECONDARY AREA OUTER EDGE
-

LATEST TP AREA WITH TURN ATAN ALTITUDE: CLIMB TO 1500FT TURN RIGHT... VOR
MAPt

NOMINAL TP

EARLIEST TP

LATEST TP

THE TURNING POINT, TP, IS NOT POINT BUT AN AREA.

BECAUSE OF DIFFERENCES

IN PERFORMNCE, WEIGHTS ETC.AIRCRAFT WILL REACH TURN ALTITUDE AT DIFFERENT DISTANCES FROM MAPt

0
I
I

1
I

2 NM
i

IF TRACK GUIDANCE ISA VAILABLE AFTER TURN, SECONDARYAREAS WILL RESUME

G-25
I

EiER

APPROACH
EARLY GO-AROUND

PANS-O

IN CSE OF AN EARLY GO-AROUND THE FOLLOWING APPLIES:

WARNING UNL.ESS BEING RADAR VECTORED

FF

MAPt

IN ORDER TO STAV WITHIN PROTECTED AREA, FLY HORIZONTA L N V/G TION

PART OF PROCEDURE AS DEPICTED ON IAL, I E

CROSS MAPt OR PRESCRIBED TURNING P0/NT

FOR TERF?AIN CLEARANCE

WITHIN PROTECTED AREA, MAPt MUST BE CROSSED AT OR ABOVE DA/DHIMDA

G-26

FlEUI~~L~
PANS-OPS

PROCEDURES
MISSED APPROACH, DECISION POINT, DP vs MAPt

IN ACCORDANCE W/TH SWEDISH ND NORWEGIAN REGULATIONS DECISION P0/NT, DP, SHALL BE ESTABLISHED FOR NON-PRECISION APPROCHES. (DA/DH REPLACES DP FOR PRECIS/ON APPROACHES) Note: Norwegian regulations permit that DP be replaced by MAPt
IT SHOULD BE POSSIBLE TO DESCEND FROM DP TO LAND, USING

NORMAL GLIDESLOPE ANGLE ND CROSSING THE LANDING THRESHOLD AT 50 FT.

MAPt THIS IS THE DESIGNER 5 P0/NT, WHERE HE CALCULATES THAT AN AIRCRA FT L TEST 5 TARTS CLIMBING

DECISION POINT,DP

THIS IS THE PILOTS P0/NT. DURING DAILY OPERA TIONS DP REPLCES MAPt IN MOST CASES. See pages G-26 and G-28 for important exceptions

DP IS ALWAYS POSITIONED BEFORE 01? LATEST AT THE SAME POSIT!ON AS MAPI MAPt DP

DP

MAPt

4 LITTLE LATE TO LAND NOW/

DP must be placed before a facility/MAPt, sited on an aerodrome 0-27

DP placed atter MAPt would infringe obstacle clearance in missed approach

REk.U ~

APPROACH
MISSED APPROACH, NON-PRECISION APPROACH WITHOUT DP

PANS-OPS

NON-PRECIS/ON APPROACH PROCEDURE BSED ON SINGLE FCILITY, SITED ON OR CLOSE TO AN AERODROME, DOESN 7 HA VE DECIS/ON P0/NT.

FCILITY and MAPt

MIN L TITUDE UNTIL TURN COMPLETED

/I//..

YOU ARE ESTABLISHED WHEN WITHIN

ILS and VOR

1/2 FULL SCALE DEFLECTION -ILS--125 VOR~-5

NDB

50

0-28

REIIJ ._~:t ~

APPROACH
~T

lLS, GENERAL S ST TED UNDER INITIAL APPROACH

SEGMENT See page G-5, 0-6 and 0-8 BLENDS INTO FINAL APPROCH SEGMENT AS SHOWN ON PAGE G-i7 COMBINED INTO PRECISION SEGMENT.

PANS-OPS
IN/TIAL APPROCH
INTERMEDIA TE APPROCH SEGMENT FINL ND MISSED APPROCH SEGMENTS

See next page

OBSTA OLE CLERANCE

DECISION TO LAND 01? GO AROUND IS TAKEN AT DA/DH. THE AIRCRFT WILL THEN DESCEND THROUGH DA/DH BEFORE STARTING TO CLIMB, SO OBSTACLE
CLEARNCE /5 DETERMINED BY:

I
TYPE OF ALTIMETER USED

Approximate tolerances: Radio altimeter 5% of radioheight Pressure altimeter 60 FT

IRCRAFT SPEED

The faster the aircraft, the deeper the penetration

PRESSURE NOMINAL DA!DH

RADIO ALTIMETER THE SUM OF L TIMETER TOLERNCE AND AIRCRAFT PENETRTION (HEIGHT LOSS) = REQUIRED OBSTCLE CLEARANCE. AS SPEED IS INVOL VED, MOC IS BASED ON AIRCRAFT CATEGORIES: Aircraft category Obstacle clearance using Radio altimeter Pressure altimeter (Cat II and III) Feet Metres Feet Metres 42 13 130 40 59 18 142 43 71 22 150 46 85 26 161 49

(Specified on page B-1)

A B C D

PROCEDURES
PANS-OPS
ILS, PRECISION SEGMENT and OBSTACLE ASSESSMENT SURFACES
-

OAS

THE PROCEDURES RE DEVELOPED FROM THE FOLLOWING SSUMPT/ON5 (CORRECTIONS RE MDE FOR OTHER CONDITIONS)

IRCRFT D/MENSIONS MAX 30 M SEM/SPAN MAX 6 M BETWEEN FLIGHT PTH OF

-

WHEELS ND IRCRAFT GP ANTENN

ILS SECTOR WIDTH AT THRESHOLD: 210 M (SO THAT IRCRAFT WILL HIT RWY WINDOW)
ILS REF DTUM HEIGHT AT THRESHOLD: 15 M

CA T II FLOWN WITH FLIGHT DIRECTOR SPECIFIED IN ICAO ANNEX 14 ( ERODR OMES), HAVE NOT BEEN PENETRTED

The standard aircraft (-400 excluded)

BOEING 747

CT II ND III: CERT/N OBSTACLE SURFACES,

PRECISION SEGMENT
FAP

START OF FINAL MISSED PPROACH PRECISION SEGMENT

MAPt

BEGINS T THE FINAL

APPROACH P0/NT, FAP

ND NORMALLY TERMINTES WHERE FINAL

PHSE OF THE MISSED APPROACH COMMENCES.

MAPt IS DEFINED AS THE INTERSECTION OF THE NOMINAL GP ND THE DA/DH.

DA/DH

OBSTCLE ASSESSMENT SURFCES. OAS

CONSTITUTE SET OF SURFACES, USED IN THE

MNUAL METHOD OF DETERMINING OCA/H FOR

ILS.
THE DEMENSIONS OF THE SURFCES VRY WITH RUNWY-LENGTH, ILS GP-NGLE ND MISSED

APPROCH CLIMB GRDIENT.

Schematic view

THE GR V SURFACE IS HORIZONTAL THROUGH THE ELEVATION OF THE THRESHOLD

H-2

APPROACH PROCEDURES
RE~ ILS, DETERMINATION OF OCAIH

PANS-OPS
IF NO OBSTACLE PENETRATES NY OF THE OAS-SURFACES, OC/H WILL BE: SUM OF ALTIMETER TOLERNCE ND HEIGHT LOSS.

FOR CT 111-OPERA TIONS,

NO OBSTACLE MAY PENETRATE NY SURFACE. THE WHEELS ACTULLY COULD TOUCH GROUND BEFORE THE IRCRFT STRTS CLIMBING.

IF AN OBSTCLE PENETRATES ANY OF THE OS-SURFA CES...

OCA/H WILL BE: SUM OF

OBSTACLE HEIGHT BOVE THRESHOLD PLUS L TIMETER TOLERNCE ND

HEIGHT LOSS. IF SEVERL OBSTCLES PENETRATE, THE HIGHEST WILL BE CONTROLLING

Remark: Objects, necessary for air navigation functions, may be disregarded if frangibly mounted, as may GP antenna, taxiing and holding aircraft if within certain specified limits (height and position). H-3
I

APPROACH PROCEDURES
PANS-OPS
REW
-

ILS, COLLISION RUSK MODEL

CRM

IN PRINCIPLE, OAS-SURFCES CONSTITUTE TANGENTIAL SURFCES TO MTHEMATICAL MODEL, USED IN COMPUTER PROGRAMME:
THE COLLIS/ON R/SK MODEL
CRM.

THE CRM-SURFACES COVER THE PRECIS/ON SEGMENT ND CONSIST OF SERIES OF ELLIPSES, EACH REPRESENTING IDENTICL POSSIBILITIES FOR AN AIRCRAFTS POSIT/ON.

THE PROGRAM CALCULATES THE RISK OF AN AIRCRAFT COLLIDING WITH AN OBSTACLE iN THE PRECISION SEGMENT DURING THE APPRO-

ACH AND MISSED APPROACH

PHASES.
IF THE RISK iS LESS THAN i x iO-~(ONE IN TEN MILL/ON), THEN THE OBSTACLE iS DIS-

REGARDED ( VERV HIGH SAFETY FACTOR)

OASSURFACES

Cross sectkn

COMPARED TO THE S/MPLIFIED OAS-METHOD, CRM: IS LESS OVERPROTECT/VE, ESPECIALLY IN THE AREA WHERE OBSTACLES MOST OFTEN APPEAR IN AN /LS-PROCEDURE: THE V/CINITY OF THE HUN WAY CONSIDERS OBSTACLE DENSITY, THE INCRESED RISK OF MANY OBSTACLES BEING GROUPED CLOSE TOGETHER ASS/STS IN PLANN/NG, E. G. BY IDENT/FYING OBSTACLES THAT SHOULD BE REMO VED TO /MPROVE SAFETY.

H-4

E1EU~~~L

APPROACH PROCEDURES
ILS, SIMULTANEOUS PARALLEL OPERATIONS

PANS-OPS

ONE WY OF INCREASING THE CAPCITY OF AERODROMES WITH PARLLEL OR NER-PRALLEL RUNW YS IS TO OPERA TE THE

RUNWAYS SIMULTANEOUSLY ND INDEPENDENTLY UNDER /MC.

SEVERL MODES OF OPERA TION RE VAILBLE:

INDEPENDENT PARALLEL APPROACHES

RADAR SEPRATION BETWEEN AIRCRAFT USING ADJACENT RUNWAYS NOT PRESCRIBED

DEPENDENT PARALLEL APPROACHES RADAR SEPARATIOIN PRESCRIBED

INDEPENDENT PARALLEL DEPARTUES S/MULTANEOUS DEPARTURES FOR AIRCRAFT DEPARTING IN THE

SAME DIRECTION FROM PARALLEL RUNWAYS Note: Minimum separation between runways must not be Iower than specified value regarding wake turbulence SEGREGATED PARALLEL APPROACH/DEPARTURES ONE RUNWA Y IS USED FOR PPROACHES ND THE OTHER FOR DEPARTURES MIXED OPERATIONS ALL MODES OF OPERA TION RE POSS/BLE

In.

.%%~g.

H-5 I

PANS-OPS

E1EUi~~L~ ILS,

APPROACH PROCEDURES
SUMULTANEOUS PARALLEL APPROACHES

INDEPENDENT/DEPENDENT PARLLEL PPROACHES M V BE PERFORMED IF:

RUNWA V SEPARA TION /5:

INDEPENDENT PARALLEL APPROACHES

DEPENDENT PARALLEL APPROACHES

AN ILS SER VING EACH RUNWAY IRCRAFT RE ADWSED OF RUNWA V IDENTIFIC TION ND LOCALIZER FREQUENCV ND FOR DEPENDENT PARALLEL PPROACHES THAT APPROACHES RE IN USE TO BOTH RUNWA YS
-

AIRCRAFT RE MAKING STRAIGHT-IN APPROACHES

RADAR W/TH ZIMUTH ACCURACY OF 0.3 ND UPDATE PERIOD OF 4-5 s IS VAILABLE

RADAR VECTOR/NG WITH SEPARATION BETWEEN IRCRFT TURNING ON TO LOCAL/ZER COURSE IS: VERTICL i 000 FT or LONG/TUDINL 3 NM

Note: also the lower aircraft will normally be well established on LLZ before intercepting GP

MISSED APPROACH TRACKS DIVERGE BY AT LEST 30

INDEPENDENT APPROACHES RADAR MONITORING PERFORMED UNTIL VISUL SEPRAT/ON PPLIES or AIRCRAFT IS i NM OR LESS FROM RUNWAY THRESHOLD
MIN RADAR SEPAR T/ON BETWEEN CFT IS:

DEPENDENT APPROCHES

-~

3NM

2NM

30

I~I~

H-6

APPROACH PROCEDURES
REU~~L~

CIRCLING, GENERAL

PANS-OPS
C/RCLING PPROACH

ICO

DEF/NITION

AN EXTENSION OF AN INSTRUMENT APPROACH PROCEDURE WHICH PROVIDES FOR VISUAL C/RCLING OF THE AERODROME PR/OR TO LND/NG

THE CIRCLING AREA IS DETERMINED BY DRA WING RCS CENTRED ON ECH RUNWY THRESHOLD ND JO/NING THOSE ARCS WITH TANGENT LINES. THE RD/US OF THE RCS IS RELTED TO:
AIRCRAFT CATEGORY SPEED
Aircraft category A B Max speed (Knots lAS) 100 135 180 205

Specified on page B-1

C
D

WIND BANK NGLE

25 Kl THROUGHOUT THE TURN

20 OR 3% WH/CHEVER REQUIRES
LESS BANK

PANS-OPS

REU~~TL

APPROACH PROCEDURES
CIRCLING, AREAS

Il IS PERMISSIBLE TO ELIMINATE FROM CONSIDERATION SECTOR, WHERE PROMINENT OBSTACLE EXISTS. THIS SECTOR IS BOUNDED BY THE D/MENSIONS OF ANNEX 14 INSTRUMENT PPROA CH SURF CES. CIRCL/NG WILL THUS BE PROH/BITED IN THIS SECTOR, ND THIS WILL BE
SHOWN ON THE RELEVANT IAL:

Circling NA in the sector N RWY 09 and NWRWY22 C/RCLING USING PRESCRIBED TRACK

AT LOCAT/ONS WHERE CLEARLY DEFINED VISUAL FEATURES PERMIT, ND

WHEN AN OPERA TIONA L

ADVANTAGE CAN BE OB TA INED, SPECIFIC TRACKS FOR CIRCLING MAY BE PRESCRIBED. VISUAL FEATURES DEFINING THE TRA CK SHA LL

BE SHOWN ON THE THE CHART DEPICTING THE

C1RCL ING PROCEDURE

Area for circling with prescribed track Aircraft category Semiwidth of corridor (Metres) A i 400 B 1 500 C i 800 D 2 100

1-2

APPROACH
~1EW~ CIRCLING, OBSTACLE CLEARANCE

PANS-OPS

THERE RE TWO SEPAR TE REQUIREMENTS TO BE FULFILLED: MINIMUM OBSTA OLE CLEARANCE, MOC LO WEST OCH BOTH REQUIREMENTS RE COUPLED TO AIRCRAFT CATEGORIES

MINIMUM OBSTACLE CLERNCE-MOC

LOWEST PERMISSIBLE OCH (Fl)

(Fl)

295
295

394
492

C
D

394
394

C
D

59i
689

EXMPLES:
i. GIVEN: IRCRAFT CA TEGOR V: C OBSTCLE HEIGHT 107 FT MOC 394 FT= 501 FT MIN OCH = 591 FT (HIGHER), SO OCH = 591 FT 2. GIVEN: AIRCRFT CTEGORV: 0 OBSTACLE HEIGHT 306 FT + MOC= 700FT MIN OCH = 591 Fl (LO WER), SO OCH = 700 FT

REEll

~---

APPROACH
CIRCLING, CONTACT LOST

-~

PANS-OPS

CIRCL.!NG IS VISUAL MONOEUVRE WHERE THE RUNWV, RUNWY L/GHTS OR SPECIAL VISUAL CIRCLING IDS SHOULD BE KEPT IN SIGHT WHILE AT MDA/H FOR CIRCLING.

IF VISUAL REFERENCE IS LOST WH/LE CIRCL/NG TO LAND FROM AN INSTRUMENT APPROACH, THE MISSED APPROACH FOR THAT PART/OL/LAR PROCEDURE MUST
BE FOLLOWED

MAKE IN/TIAL TURN TOWARDS THE LANDING RUNWA V, THEN ESTBL/SH ON THE MISSED APPROACH TRACK

IF HIGH OBSTACLES RE PRESENT IN MISSED

PPROACH DIRECTION OR VOU RE UNCERTIN ABOUT CONDITIONS MAKE FULL ORBIT ABOVE ERODROME BEFORE JOINING MISSED APPROCH PROCEDURE, INFORM ATC!
-

M P t

DA/fri

A procedure can only have a DNH or a MAPt, both however shown as a circling may follow precision as well as non-precision approaches.

REASON: WHEN PST MPt FOR THE INSTRUMENT PART OF THE PPROCH, TURN SHORTEST WAV TO THE MISSED PPROCH TRCK COULD PLCE THE AIRCRAFT BELOW THE PRESCRIBED CLIMB GRDIENT FROM MPt.
1-4

APPROACH PROCEDURES
REW
~--

PANS-OPS

AREA NAVIGATION PROCEDURES GENERAL

RNAV,

REA N V/G TION PPROA CH PROCEDURES RE SSUMED TO BE BSED ON ONE REFERENCE FACILITY, COMPOSED OF VOR ND COLLOCATED DME. REQU/REMENTS FOR USE THE RNAV SYSTEM MUST BE APPRO VED FOR PPROCH LEVEL THE PILOT HAS CURRENT KNOWLEDGE OF HOW TO OPERATE THE SYSTEM
BOTH VOR ND DME COMPONENTS OF THE PUBLISHED VOR/DME REFERENCE FACILTY RE SER VICEABLE

THE VOR/DME RNAV APPROACH PROCEDURE

IS NON-PRECISION PROCEDURE

FIXES ARE PRESENTED AS WAYPOINTS IF TRACK REVERSAL REQUIRED, RACETRACK PATTERN MAY BE ESTABLISHED FINAL APPROCH IS GENERALLY LIGNED WITH THE RUNWY
RUNWY THRESHOLD WYPOINT IS PROVIDED

VOR/DME

THR 04 CHR 1
N51 0112 E01 04836

FAFO4 N50571 8 CHAR 2

N5031 24 E0121433 E01 32754

N51 0943 E01 43207

THE MISSED APPROA Ol-I PROCEDURE /5 IDENTICA L TO THA T FOR A NON-PRECISON APPROACH IN ORDER TO FOLLOW SAME FL!GHT P TH IN BOT/I CA SES, TUFIN ANTICIPATION MUST BE INHIBITED FOR TURNS AT MAPt ND THF?OUGHOUT THE MISSED APPROACH PROCEDURE

APPROACH PROCEDURES
REW
-~

PANS-OPS
EMPLO VED TO:

AREA NAVIGATION PROCEDURES TOLERANCES AND MOC

RNAV,

THE ACCURACV ND LIMITTIONS OF RNAV SYSTEMS RE THOSE OF COMPUTER

CONVERT NWGATIONL DATA INPUTS INTO AIRCRFT POSITION

CLCULTE TRCK ND DISTNCE

PRO VIDE STEERING GUIDNCE TO THE NEXT WAYPOINT. NA VIGTIONAL ACCURACY DEPENDS ON: GROUND STTION TOLERANCE AIRBORNE RECEIVING SYSTEM TOLERANCE FLIGHl TECHNICAL TOLERNCE SYSTEM COMPUTATION TOLERANCE

DISTANCE FROM REFERENCE F CILITY

SUM OF TOLERANCES VOR

DME

4.5 0.25 NM 1.25 % OF DIST TO ANTENN

1 NM 0.5 NM 0.5 NM

FLIGHT TECHNICAL INITIAL AND INTERMEDITE APPROACH

-

FINAL AND MISSED PPROACH

SYSTEM COMPUTATION TOLERANCE

OBSTACLE FAF

CLEARANCE

MAPt

FINAL APPROACH MISSED APPROACH INITIL PHASE

-

246 Fl
246 FT

INTERMEDIATE PHASE

98 Fl
164 Fl

FINAL PHSE

J-2

LANDING
GENERAL

WEATHEF? MIN/M RE GENERALLY NOT DETERMINED BV STTES LTHOUGH THE US FAA PUBL/SH STATE WEATHER MIN/M BUl RE THE RESPONSIB/LITY OF THE CPTIN-IN-COMMAND.
-

WETHERMINIMA RE BASED ON NATIONAL REGULTIONS HERE THE SWEDISH BCL-D.1.17 ND IN PRACTICE DETERMINED BY THE OPERA TORS OPERA TIONS DEPARTMENTS OR BY COMPAN1ES, SPEC1LIZING IN THE PRODUCTION OF ROUTE DOCUMENTA TION.
-

For informa~on takeoff minima, see chapter D. on

DA/H or MDA/H
ILS NON-PRECISION APPROA CH

Based on operational consideration of: Category of operation Ground/airbome equipment characteristics Crew quaJifk~ation Ai~ft performance Meteorological conditions Aerodrome characteristics Terrain profi!e/radio altimeter Pressure error/pressure altimeter, etc
-

POSSIBLE MARGIN

Based on operational consideration of: Ground/airbome equipment characte ~s~cs Crew quallfication Aircraft performance Meteorological conditions Aerodrome charactenstics Location of guidance aid relative to runway, etc
-

frIW~

d.#~f#~

_*,~#I

MOC

ILS: H eight loss

OCH OCA

~~MEN

SEA LEVEL, MSA ~

LANDING

MINIMA

DA/DH vs MDA

NON-PRECIS/ON PPROA CH
DP
MDA

K-2

LANDING
OPERATIVE MUNIMA, DETERMINATION OF VUSUBILTY

OPERA TI VE MIN/M HIGHEST OF: OCHor LO WEST PERMISS1BL E

DH/MDH APPLIES. WWEST PERMISSIBLE VLUES FOR NING D!MD:
Procedure lLSCatlla) ILS Cat I PAR ILS localizer only VOR NDB SRE Circling Aircraft Cat A Aircraft Cat B/C Aircraft Cat D DH (FT) 100 200 200
-

MDH (FT)
-

DETERMINTION OF HORIZONTAL VIS/BLITY

250 250 300 250 350 450 550

If the flight crew consists of only one pilot, at least 50 feet must be added to actual DH/MDH. a) Special authorization required.

HORIZONTAL VIS/BIL/TY SHOULD MATCH DH/MDH, SO THAT HIGHER DH/MDH - W/TH GEOGRPHICAL POSITION FURTHER FROM LANDING THRESHOLD RESULT IN H/GHER HORIZONTAL VIS/BIL/TY
-

DH/MDH

DH/MDH

8 A

LANDING
OPERATIVE MINIMA,
LOWEST PERMISSIBLE VISUAL RANGE

AERODROME LIGHT/NG IS CONSIDERED IN THE DETERMINAT/ON OF

OPERA TIONAL LNDING MIN/M. NORMALLY, CREDIT FOR APPROACH L/GHTS IS TAKEN ONLY FOR SYSTEMS GIVING ROLL GUIDANCE (SYSTEMS EQUIPPED W/TH AT LEAST ONE CROSSBAR OR CENTRELINE CONS/ST/NG OF BA RETTES). Note: Bareftes are installations of four or more Iights, mounted ciose together and thus gMng the impression ofshort light bars. LOWEST PERMISSIBLE WSUAL RANGE
750 M 800 M HVA MUST BE AVAILABLE IF RVR NOT VAILABLE

IF FLIGHT DECK CREW CONSISTS OF ONLY ONE PILOT, AT LEAST 200 M SHOULD BE ADDED

HOWEVER, FTER SPECIAL PERMISSION COMPAN/ES, OPERA TING COMMEACIAL AIR SERVICES /FR, MAY APPLY THE FOLLOW/NG V/SUAL RNGE VALUES:
Runway equipped with high intensity edge-, Other runways threshold-, centreline- and touch down zone-lights Aircraft category Meteorological RVR Meteorological RVR visibility (m) visibility (m) (m) (m) A, B and C 800 550 800 750 D 800 600

CIACL ING:

Aircraft category AandB C D

Meteorological visibility (m) i 600 2200 2600

K-4

LANDING

MINIMA
-

OPERATIVE MINIMA,

DECISION POINT

DP

DECISION P0/NT PPROA CHES

DP

SHALL BE ESTABL/SHED FOR NON-PRECIS/ON

Ref page G-21, G-27 and page G-28 (exception from requirement).

REGULTIONS STATE THAT DP SHALL BE DETERMINED SO, THAT THE AIRCRAFT W/TH CONT/NUED VISUAL PPROCH FROM DP
-

ND USING NORMAL ANGLE OF APPROCH THRESHOLD AT 50 Fl.

SHALL PASS THE

THE DEOISION P0/NT M V BE /DENTIFIED BY:

NVIGATION FACILITY (INNER LOCATOR OR M/DDLMARKER etc)

DME-F/X

FLYING TIME FROM PSSAGE OF OUTER LOCATOR OR CORRESPONDING FIX (FAF)

K-5
I

LANDING

MINIMA

OPERATIVE MINIMA,
CAT 11/111, DETERMINATION OF DH

COMMON EUROPEAN PROCEDURES FOR UTHORIZATION OF CATEGORY /1 ND III OPERA TIONS RE CONTAINED IN:
EUROPEAN

CI VIL AV/AT/ON CONFERENCE

ECAC

Doc No i7(BCL-D

1.18)

USE OF RADIO ALT/METER TO DETERMINE DH IS MANDA TORY.

(THE RADIO ALT/METER IS CAL/BRATED TO SHOW WHEELS HEIGHT

ABOVE GROUND.) FOR CAT II, LOWEST PERMISSIBLE DH /5 100 FT BOVE THRESHOLD ELEVAT/ON. THIS MENS THAT DH MAY BE REACHED AT HE/GHT, LOWER THN 100 Fl ABOVE GROUND (EXAMPLE 2 BELOW). HOWEVER, THE AIACRAFT IS STILL iOO FT ABOVE THRESHOLD ELEVTION.
EXMPLE i

DH= 100FT

jr

lHR ELEV

~13Fl
=

CORREClED DH

100~+ 13~= 113

EXMPLE 2

Note: Had the highest ground elevation in this case been greater than 100 FT- height loss, DH (OCH) woutd have been raised. Min required obstacle cJearance is always guaranteed.

DH= 100FT

N~s~

CORRECTED DH

100

13

87

K-6
I

LANDING

MINIMA

OPERATIONAL MINIMA, CAT 11/111, DETERMINATION OF RVR THE WSUL SEGMENTS REQUIRED RE BSED ON THE FOLLOWING:
AT ND BELOW DECISION HE/GHT ) B) 90 M,
-

FOR THE PILOT TO BE BLE TO MON/TOR AN UTOM TIC SYSTEM DECIDE TO LAND OR GO AROUND

12CM, FOR THE PILOT TO BE BLE TO MAINTIN ROLL ATTITUDE MNUALLV

TO INITIATE FLARE 225 M, TO PROWDE THE PILOT WITH SIGHT OF A P0/NT OF LO W REL TIVE MOVEMENT ON THE GROUND

RESUL TING RVR-VALUES ARE: DH (FT) Mode of operation Manual control at Autoland or autocoupled and below DH. to below DH. RVR (M) RVR (M) 400 350 450 400 500 500 An alternative method, considering also the geometry of different aircraft types (distance pilots eyes wheels, blind visual segment caused by the airorafts nose etc), may resutt in slightly dif ferent relation DH/ RVR.
-

100 121 141

120 140

DOWN TO 50 FEET RADIOHEIGHT (OR LOWEST CEATIFICATED HEIGHT) IF A/P MUST BE DISENGAGED BELOW DH, THE APPROACH M V HOWEVER BE

AUT000UPLED TO BELOW DII MEANS, THAT AUTOPILOT MUST BE ENGAGED

CONTINUED, P-/-C DESORET/ON

LANDING
PLANNING MINIMA

FLIGHT MUST NOT BE INITIATED UNLESS METEOROLOGICAL INFORMATION INDICATES TH T, AT TIME OF ESTIMTED ARRIVAL AT THE DESTINA TION, VERTICAL VISIBILITY ND METEOROLOGICALVISIBILITY/RVR RE AT LESl EQUAL TO THE FOLLOWING VLUES: DH or MH (FT) 200 300 400 500 600
-

299 399 499 599

Minimum vertical_visibilty_(FT) For runway equipped with high intensity runway lights In other cases and approach Iights 100 200 300 200 300 400 500 400 Same as DH/MH rounded off downwards to the nearest hundreds of feet

DH or MH (FT)

Lowest meteorological visibilty/RVR (M) For runway equipped with high intensity runway Iights and approach Iights with a length of approach Iights In other cases 900 M <900 M but not <420 M 800 1 200 1 600 2 000 2 400 i 1 1 2 2 000 400 800 200 600 1 1 2 2 2 200 600 200 600 800

200 300 400 500 600

299 399 499 599

The approach Iights shall be positioned on the extended runway centreline and equipped with at least one crossbar.
IF THE ABOVE REQUIREMENTS FOR THE DESTINTION RE FULFILLED. ONE AERODROME, SERVICING AS ALTERNTE, MUST BE A VAILABLE. REQUIRED WEATHER CONDITIONS l THE ALlERNATE: PLNNING MINIMA (RUNW Y IN USE AND REQUIRED LANDING AID) +300/1.0

WHEN WETHER CONDITIONS AT THE DESlINAlION RE BELOW PLANNING MINIMA:

7..y~

-r~ F S *~o\~tvC ~ ~ & A~CE u~~)CLot~ 1~E FU~trVfL~J. I~J

REQUIRED WEATHER CONDITIONS AT:
.P-L4NNIN(~

rc~ ~

-r~.u o

r1A1 A

MINIMA FQP
~ ~ ~

~IIAIIAIA~F
%.4 1% IL ~.l

141

ND FIEQUIfl.. .. FIRST ALTERNATE:

PLANNING MINIMA FOR RUNWAY IN USE ND REQUIRED LANDING AIDS PLANNING MINIMA FOR RUNWA Y IN USE ND REQUIRED LANDIING AIDS +300/1. 0

SECOND ALlERNATE:

K-8
I

Iff~1~
-

GENERAL CRITERIA
AIRCRAFT CATEGORY, WIND AND SPEED

PANS-OPS

IN 1947 ND BROUGHT TOGETHER INTO A S/NGLE DOCUMENT, INTRODUCED 1ST

THE ERLV CA/TER/ FOR APPROACH PROCEDURE DESIGN WERE FIRST LAID OUT

OCTOBER 1961. THESE CA/TER/ WERE FOUNDED ON PRACTICAL EXPERIENCE OF IRCRAFT OPERA TIONS RTHER THAN ON SCIENTIFIC FCTS. THEN, EFFECTIVE 25 NOVEMBER 1982, THE RDICALLY REVISED NEW PANS-OPS WAS INTRODUCED. PROCEDURE DESIGN, HOWEVER, IS COMPLICATED ND TIMECONSUMING TASK. FOR THAT REASON NUMBER OF PROCEDURES DESIGNED IN ACCORDNCE WITH THE OLD CRITERI RE STILL IN USE TODAY. IN MOST PARTS OF THE WORLD /NCLUDING EUROPE SOME 5- 10% ND IN ASIA SOME 10- 15% OF ALL PROCEDURES RE ESTIMTED ST/LL TO BE OF THE 0W TVPE.
-

USA ND FEW OTHER COUNTRIES BUILD THEIR PROCEDURES ON THE US TERPS.

See page M-1.

)
AIRCRFT CA TEGORIES
NO SPECIFIC TION.

WIND OMNID/RECTIONAL, 60 KNOTS

PROCEDURES APPLY /RRESPECTIVE OF NEW5 PANS-OPS CATEGORY.

SPEED

WARNING!
DESIGN SPEED THROUGHOUT THE ENTIRE PROCEDURE

MIN 90 Kl TAS

MAX 150 KT TAS

OLD
PANS-OPS
2~~
vs flEW PANS-OPS

OTHER D/FFERENCES COMPARED TO NEW CA/TER/:

THERE IS P11? DESIGNA TED M Pt (M Pt M V HO WEVER BE INDIC TED)

THE MISSED PPROCH CLIMB GRDIENT IS CALCULTED FROM:

-

PRECISION APPROCHES:

1800 M INSIDE LNDING

THRESHOLD (SHORTER RUNWAY:

RUNWAY END)
-

NON-PRECIS/ON APPROACHES:

RUNWAY END

OCAJH REPLACED BY OCL QNH/QFE

ENTRY INTO REVERSL PROCDURE

Compare page 0-4

OMNID/RECT/ONAL ENTRY IN PRINCIPLE

NOT PROHIBITED. HOWEVER, HIGHLY RECOMMENDED TO

ENTER REVERSAL PROCEDURE FROM

D/RECTIONS, OTHER THAN ENTRY

SECTOR FOR NEW PNS-OPS, ONLY IF HOLDING IS ESTBLISHED ON THE

APPROCH FACIL/TY (SHOWN ON IAL).

USE RACETRACK ENTRY PROCEDURES INTO

:~iRE ~ SECTOR ALTITUDE - MSA L WA YS SAFE L TITUDE FOR MANOEUVRING, RATE OF DESCENT ND ATC CLEARANCE PERMITTING

IIOLD!NG PATTERN See page G-lO

L-2 I

OLD PANS-OPS
PANS-OPS
ILLUSTRA TED:
BSE TURN OUTBOUND TIME 1.5 MIN

vs

flEW PANS-OPS

HEW
AIRCRAFT CATEGORY: C LT/TUDE: 5 000 Fl TAS: 265 Kl
Contourline in illustration

NO SECONDRY ARE

AIRCRAFT CATEGORY: ALL LlITUDE: ALL TAS: 150 Kl TAS Halftone area in illustration

NM 0 i

2 3
4 5

10

L-3
I

LUFTFARTSVERKET
Flygtrafiktjnsten
AIS/IP