Escolar Documentos
Profissional Documentos
Cultura Documentos
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
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)
-
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
THE PROCEDURE
SHALL GUARANTEE REQUIRED OBSTACLE CLEARANCE SHOULD FIT INTO THE ACTUAL AIR SPACE
-
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
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)
-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
~
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...
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
*
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
-
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
-
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:
-
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:
FACILITY USED
FOR TRACKING
NOMINAL FIX
a) WHEN DME
NOT COLLOCATED WITHFACILITY PROVIDING TRACK GUIDANCE
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
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:
I
I
B-5
Fl EWTL~.
GENERAL CRITERIA
TOLERANCE CROSSING FIX
PANS-OPS
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
NDB
2.5 NM I ~
PRIMARY AREA
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
-
SECONDARY
VOR: 2.0 NM
NDB: 2.5 NM
TURNING
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:
10 s
-
DEPARTURE
PANS-OPS
GENERAL
DEPRTURE PROCEDURES W/LL BE ESTABLISHED FOR ALL RUNWAYS WHERE INSTRUMENT DEPARTURES ARE EXPECTED TO BE USED.
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)
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
ISA + 15 Aircraft Category A B C 0 Max Speed (Knots lAS) 121 165 264 292
STATISTICAL or 30 KT OMNIDIRECTIONAL
15
6s
C-2
FlEUi~~JL~
PANS-OPS
PROCEDURES
AREAS
DER.
DER
AREA 2
THEDEPRTURE
PROCEDURES END WHEN DER
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
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
STRIGHT ROUTES
RADAR MAV BE USED TO PROWDE TRACK GUIDANCE. WHEN TURNS ARE PRESCRIBED, STRAIGHT FLIGHT IS ASSUMED UNTIL 394 FT HEIGHT IS RECHED.
EXTENDED
RUNWAY CENTRELINE
OVERHEAD A FIX
C-4
DEP ARTURE
AREAS
-
OMNIDIRECTIONAL DEPARTURES
PANS-OPS
AT ERODROMES WHERE
NEITHER TC-REQUIREMENTS
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
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.
-
2.5%
0.8%
GR DIENT
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%
AERODROME~iZO~~
RULE OF THUMB
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
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)
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
PROCEDURES
CONTINGENCY PROCEDURES, SAFEGUARDING OBSTACLE CLEARANCE
~EQI
OAT s T~eI T T
RWY
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
TOO LATE
-
v2
0
C-9
DEPARTURE PROCEDURES
CONTINGENCY PROCEDURES, SAFEGUARDING OBSTACLE CLEARANCE
I. 1
MX
50
/
$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
AT SCHEDLJLED $PEED$
L~b~l~k~S
-
~EM~E~A~kES!
-
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
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
L THOUGH
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
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:
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
60
MIN
IF THE REQUIREMENTS STATED ABOVE ARE NOT FULFILLED, WEATHER CONDITIONS AT THE
I
I
D-2
..~
EN-ROUTE
SERVICE CEILING
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
-
1.6%
1.4% 0.5%
~
W
CLIMB CRUISE TO
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
PDP
AND THEORETICAL MIN ALTITUDE
MIN 2000 FT
A!RPORT SELECTED AS
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
-
EQUAL TO:
1.6%
1.4% 0.5%
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
E-2
I
PANS-OPS
-
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
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
PROCEDURE... SHLL GUARNTEE REQUIRED OBSTCLE CLERNCE SHOULD BE ADJUSTED TO THE ACTUAL AIR SPCE
-
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
IF
~
SEGMENT
~.-~Z~RRIVAL
FAP MPt
/
INITIAL SEGMENT INTERMEDIATE SEGMENT
INTERMEDIATE SEGMENT
~.
~
~--~-~-
IN!T!AL SE~
FINAL SEGMENT
~
_______
~,
FAPIFF
MPt
IF
IF/IF
FP/FAF
MPt
<,
I ~~ ~
~
~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).
-
(11OKT* ) (140 K~ )
0: 185-250KT
*
Schematic presentation
ND RCETRCK PROCEDURES
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
INTERMEDIATE FINAL
492 FT(150 M)
-
PRECISION PPROACH:
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
-
MISSED APPROACH
INTERMEDIA TE PHSE:
FINAL PHSE:
G-4
APPROACH PROCEDURES
Fl EUJ ~ SEG MENTS, OBSTACLE CLEARANCE
PANS-OPS
IF
AND AT:
(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.
-
AREA EXTENSION IS BASED ON FOLLOWING TIME TOLERANCES: TIMING PILOT REACTION TIME
~
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
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
UNLESS OTHERWISE ST TED ON /AL, THE ABOVE PROCEDURE TURNS RE ALTERNATIVES TO EACH OTHER AND THE PILOT MAY FREELY
TIME ND
REVERSAL
PROCEDURES RE
BOUND
LEFT PROCEDURE TURN RIGHT BASE TURN
G-8
APPROACH PROCEDURES
RE W ~
PANS-OPS
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
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
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.
-~
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
ZONE OF
ENTRY FR0~ SECTOR 2 14 FLEXIBILITY 5
(OFFSET ENTRY)
ESTBLISH ON INBOUND
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
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
Aircraft category A B
Speed
(KT_lAS)
90/110
C
D
120/140 160/240
185/250
c2
1MIN
1.5 MIN Turbulence 280 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
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)
G-12 I
PROCEDURES
Fl EW
~
PANS-OPS
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
-
5
I
1ONM
RACETRCK PROCEDURE
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
G-14
APPROACH PROCEDURES
REW
-
PANS-OPS
AREA WIDTH
-
OBSTACLE CLEARNCE
-
IF
FF
il
li
IAF
.~
.:
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
OBSTACLE CLEARANCE
-
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)
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:
-
VOR and NDB WITH FAF: VOR and NDB W/O FAF:
FAF
MPt
+
I
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
FAF
STEPDOWN FIX
~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
MD.4JH
FIIIIIIIIIIIIIIJIIIIIIIIIJIIIIHfl
IullJ,IIIIIIIItIIIIIIIIIIIIliuIIIlIIIIlIJ,l
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
-
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
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
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
-
MAPt
SOC
..IIIIIII,huhhi~hh1
_______________________
IJIIIIIIIIIIJIIIIIIIIIIIIIIIIIIIIIII~
98 Fl
164 Fl
INITIAL PHASE
INTERMEDIA TE PHASE
FINAL PHASE
MIN 164 rr
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
~ SOC
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
4,
MAPt
15 SEC
SOC
MSL
G-24
REU5~JL
PANS-OPS
PROCEDURES
MISSED APPROACH, AREA
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
IN PERFORMNCE, WEIGHTS ETC.AIRCRAFT WILL REACH TURN ALTITUDE AT DIFFERENT DISTANCES FROM MAPt
0
I
I
1
I
2 NM
i
G-25
I
EiER
APPROACH
EARLY GO-AROUND
PANS-O
FF
MAPt
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
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
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.
NDB
50
0-28
REIIJ ._~:t ~
APPROACH
~T
PANS-OPS
IN/TIAL APPROCH
INTERMEDIA TE APPROCH SEGMENT FINL ND MISSED APPROCH SEGMENTS
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
IRCRAFT SPEED
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
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)
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
PRECISION SEGMENT
FAP
DA/DH
ILS.
THE DEMENSIONS OF THE SURFCES VRY WITH RUNWY-LENGTH, ILS GP-NGLE ND MISSED
Schematic view
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.
NO OBSTACLE MAY PENETRATE NY SURFACE. THE WHEELS ACTULLY COULD TOUCH GROUND BEFORE THE IRCRFT STRTS CLIMBING.
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
-
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-
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
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
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
-
Note: also the lower aircraft will normally be well established on LLZ before intercepting GP
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
C
D
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
ADVANTAGE CAN BE OB TA INED, SPECIFIC TRACKS FOR CIRCLING MAY BE PRESCRIBED. VISUAL FEATURES DEFINING THE TRA CK SHA LL
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
(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
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
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
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
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:
RNAV,
OBSTACLE FAF
CLEARANCE
MAPt
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.
-
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
~~MEN
LANDING
MINIMA
DA/DH vs MDA
NON-PRECIS/ON PPROA CH
DP
MDA
K-2
LANDING
OPERATIVE MUNIMA, DETERMINATION OF VUSUBILTY
MDH (FT)
-
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
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:
K-4
LANDING
MINIMA
-
OPERATIVE MINIMA,
DECISION POINT
DP
DP
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
-
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
ECAC
Doc No i7(BCL-D
1.18)
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
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
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.
-
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
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
-
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
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
rc~ ~
-r~.u o
r1A1 A
MINIMA FQP
~ ~ ~
~IIAIIAIA~F
%.4 1% IL ~.l
141
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
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.
-
)
AIRCRFT CA TEGORIES
NO SPECIFIC TION.
SPEED
WARNING!
DESIGN SPEED THROUGHOUT THE ENTIRE PROCEDURE
MIN 90 Kl TAS
OLD
PANS-OPS
2~~
vs flEW PANS-OPS
PRECISION APPROCHES:
NON-PRECIS/ON APPROACHES:
RUNWAY END
:~iRE ~ SECTOR ALTITUDE - MSA L WA YS SAFE L TITUDE FOR MANOEUVRING, RATE OF DESCENT ND ATC CLEARANCE PERMITTING
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