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AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in Minimums NA at Night Background/Discussion: The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement “Straight-in minimums NA at night” when circling minimums for the approach are authorized, and where a circle-land- maneuver to that runway is authorized using another IAP that serves the airport. NBAA offers two examples, Hayden, CO (HDN) and Brewton, AL (12J), where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VOR/DME Rwy 30). However, in both cases, circling minimums published on these IAPs remain authorized at night, and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized. TERPS para. 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 34:1 and at 20:1. Chapter 3, paragraph 3.3.3d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment. (NOTE: instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other). The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA), circling approach (STANDARD AREA), or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated. The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted. Penetrations of the 20:1 surface affect the usability of the approach at night. If a straight-in runway’s 20:1 surface is penetrated, ONE of the following actions is taken: 3.3.2 d. (2)(b) 1. Adjust the obstacle height below the surface or remove the penetrating obstacles. 3.3.2 d. (2)(b) 2. Do not publish a VDP, limit minimum visibility to 1 mile/5000 RVR, and take action to have the penetrating obstacles marked and lighted. 3.3.2 d. (2)(b) 3. Do not publish a VDP, limit minimum visibility to 1 mile/5000 RVR, and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 3.3.2d(2)(d)].

AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

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Page 1: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

AERONAUTICAL CHARTING FORUM Instrument Procedures Group

October 27 2009 HISTORY RECORD

FAA Control 09-02-291

Subject Straight-in Minimums NA at Night

BackgroundDiscussion

The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized

TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these twosections for assessment of the visual segment are not in agreement with each other)

The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted

Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken

332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles

332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted

332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]

Penetrations of the 201 surface on a circling approach results in the following action

332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)

An exception is provided in TERPS for certain 201 penetrations

332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative

Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples

TERPS 333 d contains the following NOTE

Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a differentrunway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed

On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above

As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area

STANDARD

STRAIGHT-IN

OFFSET

It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles

In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach

Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas

NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS

Recommendations

NBAA recommends the following actions

1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment

2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway

3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment

Comments

This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)

Submitted by Richard J Boll II Organization NBAA Phone 316-655-8856 FAX E-mail richardbollsbcglobalnet Date October 18 2009

HAYDEN COLORADO AL-5983 (FAA)

APP CRS Rwy ldg 9998 TDZE 6602 RNAV (GPS) RWY 28

2960 Apt Elev 6602 HAYDENYAMPA VALLEY (HDN)

bull crX ~MEKWY

ltp ($o

~ NM

MISSED APPROACH Climb to 10000 direct MEKWY WP ond hold

a c c

Procedure Turn NA for arrivals at SBURG on V220-328 southeast bound

RE IL Rwy 28 0 HIRL Rwy 10-28 0

I 296deg to RW28

10000t ME~ HEMKI 53 NMto

DICEY RW28 BUYYA 4 NM to

25 NM Ia RW28 RW28

~-L-_~

CATEGORY

LNAV MDA 7140-1 538 (600-1)

CIRCLING 7220-1 618 (700-1)

BEEAR

6 NM

c 7140-1Y2

538 (600-11-7 )

PICIN

Procedure

D

Turn NA

NA

7220-1 = 7320-24 618 (700-1yen ) 718 (800-2 gt )

1shyc c f a c c a Ll Cf ltI

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Orig-B 09183 40deg29N-1 07deg13W RNAV (GPS) RWY 28

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 DAN 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 DEU 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 ESP ltFEFF005500740069006c0069006300650020006500730074006100200063006f006e0066006900670075007200610063006900f3006e0020007000610072006100200063007200650061007200200064006f00630075006d0065006e0074006f00730020005000440046002000640065002000410064006f0062006500200061006400650063007500610064006f00730020007000610072006100200069006d0070007200650073006900f3006e0020007000720065002d0065006400690074006f007200690061006c00200064006500200061006c00740061002000630061006c0069006400610064002e002000530065002000700075006500640065006e00200061006200720069007200200064006f00630075006d0065006e0074006f00730020005000440046002000630072006500610064006f007300200063006f006e0020004100630072006f006200610074002c002000410064006f00620065002000520065006100640065007200200035002e003000200079002000760065007200730069006f006e0065007300200070006f00730074006500720069006f007200650073002egt13 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA 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 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SLV 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Page 2: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Penetrations of the 201 surface on a circling approach results in the following action

332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)

An exception is provided in TERPS for certain 201 penetrations

332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative

Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples

TERPS 333 d contains the following NOTE

Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a differentrunway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed

On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above

As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area

STANDARD

STRAIGHT-IN

OFFSET

It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles

In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach

Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas

NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS

Recommendations

NBAA recommends the following actions

1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment

2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway

3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment

Comments

This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)

Submitted by Richard J Boll II Organization NBAA Phone 316-655-8856 FAX E-mail richardbollsbcglobalnet Date October 18 2009

HAYDEN COLORADO AL-5983 (FAA)

APP CRS Rwy ldg 9998 TDZE 6602 RNAV (GPS) RWY 28

2960 Apt Elev 6602 HAYDENYAMPA VALLEY (HDN)

bull crX ~MEKWY

ltp ($o

~ NM

MISSED APPROACH Climb to 10000 direct MEKWY WP ond hold

a c c

Procedure Turn NA for arrivals at SBURG on V220-328 southeast bound

RE IL Rwy 28 0 HIRL Rwy 10-28 0

I 296deg to RW28

10000t ME~ HEMKI 53 NMto

DICEY RW28 BUYYA 4 NM to

25 NM Ia RW28 RW28

~-L-_~

CATEGORY

LNAV MDA 7140-1 538 (600-1)

CIRCLING 7220-1 618 (700-1)

BEEAR

6 NM

c 7140-1Y2

538 (600-11-7 )

PICIN

Procedure

D

Turn NA

NA

7220-1 = 7320-24 618 (700-1yen ) 718 (800-2 gt )

1shyc c f a c c a Ll Cf ltI

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Orig-B 09183 40deg29N-1 07deg13W RNAV (GPS) RWY 28

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE ltFEFF005400610074006f0020006e006100730074006100760065006e00ed00200070006f0075017e0069006a007400650020006b0020007600790074007600e101590065006e00ed00200064006f006b0075006d0065006e0074016f002000410064006f006200650020005000440046002c0020006b00740065007200e90020007300650020006e0065006a006c00e90070006500200068006f006400ed002000700072006f0020006b00760061006c00690074006e00ed0020007400690073006b00200061002000700072006500700072006500730073002e002000200056007900740076006f01590065006e00e900200064006f006b0075006d0065006e007400790020005000440046002000620075006400650020006d006f017e006e00e90020006f007400650076015900ed007400200076002000700072006f006700720061006d0065006300680020004100630072006f00620061007400200061002000410064006f00620065002000520065006100640065007200200035002e0030002000610020006e006f0076011b006a016100ed00630068002egt13 DAN ltFEFF004200720075006700200069006e0064007300740069006c006c0069006e006700650072006e0065002000740069006c0020006100740020006f007000720065007400740065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e007400650072002c0020006400650072002000620065006400730074002000650067006e006500720020007300690067002000740069006c002000700072006500700072006500730073002d007500640073006b007200690076006e0069006e00670020006100660020006800f8006a0020006b00760061006c0069007400650074002e0020004400650020006f007000720065007400740065006400650020005000440046002d0064006f006b0075006d0065006e0074006500720020006b0061006e002000e50062006e00650073002000690020004100630072006f00620061007400200065006c006c006500720020004100630072006f006200610074002000520065006100640065007200200035002e00300020006f00670020006e0079006500720065002egt13 DEU 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 ESP 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 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH ltFEFF004e006100750064006f006b0069007400650020016100690075006f007300200070006100720061006d006500740072007500730020006e006f0072011700640061006d00690020006b0075007200740069002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b00750072006900650020006c0061006200690061007500730069006100690020007000720069007400610069006b007900740069002000610075006b01610074006f00730020006b006f006b007900620117007300200070006100720065006e006700740069006e00690061006d00200073007000610075007300640069006e0069006d00750069002e0020002000530075006b0075007200740069002000500044004600200064006f006b0075006d0065006e007400610069002000670061006c006900200062016b007400690020006100740069006400610072006f006d00690020004100630072006f006200610074002000690072002000410064006f00620065002000520065006100640065007200200035002e0030002000610072002000760117006c00650073006e0117006d00690073002000760065007200730069006a006f006d00690073002egt13 LVI ltFEFF0049007a006d0061006e0074006f006a00690065007400200161006f00730020006900650073007400610074012b006a0075006d00750073002c0020006c0061006900200076006500690064006f00740075002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006100730020006900720020012b00700061016100690020007000690065006d01130072006f00740069002000610075006700730074006100730020006b00760061006c0069007401010074006500730020007000690072006d007300690065007300700069006501610061006e006100730020006400720075006b00610069002e00200049007a0076006500690064006f006a006900650074002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006f002000760061007200200061007400760113007200740020006100720020004100630072006f00620061007400200075006e002000410064006f00620065002000520065006100640065007200200035002e0030002c0020006b0101002000610072012b00200074006f0020006a00610075006e0101006b0101006d002000760065007200730069006a0101006d002egt13 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUS 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Page 3: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

STRAIGHT-IN

OFFSET

It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles

In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach

Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas

NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS

Recommendations

NBAA recommends the following actions

1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment

2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway

3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment

Comments

This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)

Submitted by Richard J Boll II Organization NBAA Phone 316-655-8856 FAX E-mail richardbollsbcglobalnet Date October 18 2009

HAYDEN COLORADO AL-5983 (FAA)

APP CRS Rwy ldg 9998 TDZE 6602 RNAV (GPS) RWY 28

2960 Apt Elev 6602 HAYDENYAMPA VALLEY (HDN)

bull crX ~MEKWY

ltp ($o

~ NM

MISSED APPROACH Climb to 10000 direct MEKWY WP ond hold

a c c

Procedure Turn NA for arrivals at SBURG on V220-328 southeast bound

RE IL Rwy 28 0 HIRL Rwy 10-28 0

I 296deg to RW28

10000t ME~ HEMKI 53 NMto

DICEY RW28 BUYYA 4 NM to

25 NM Ia RW28 RW28

~-L-_~

CATEGORY

LNAV MDA 7140-1 538 (600-1)

CIRCLING 7220-1 618 (700-1)

BEEAR

6 NM

c 7140-1Y2

538 (600-11-7 )

PICIN

Procedure

D

Turn NA

NA

7220-1 = 7320-24 618 (700-1yen ) 718 (800-2 gt )

1shyc c f a c c a Ll Cf ltI

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Orig-B 09183 40deg29N-1 07deg13W RNAV (GPS) RWY 28

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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Page 4: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles

In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach

Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas

NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS

Recommendations

NBAA recommends the following actions

1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment

2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway

3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment

Comments

This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)

Submitted by Richard J Boll II Organization NBAA Phone 316-655-8856 FAX E-mail richardbollsbcglobalnet Date October 18 2009

HAYDEN COLORADO AL-5983 (FAA)

APP CRS Rwy ldg 9998 TDZE 6602 RNAV (GPS) RWY 28

2960 Apt Elev 6602 HAYDENYAMPA VALLEY (HDN)

bull crX ~MEKWY

ltp ($o

~ NM

MISSED APPROACH Climb to 10000 direct MEKWY WP ond hold

a c c

Procedure Turn NA for arrivals at SBURG on V220-328 southeast bound

RE IL Rwy 28 0 HIRL Rwy 10-28 0

I 296deg to RW28

10000t ME~ HEMKI 53 NMto

DICEY RW28 BUYYA 4 NM to

25 NM Ia RW28 RW28

~-L-_~

CATEGORY

LNAV MDA 7140-1 538 (600-1)

CIRCLING 7220-1 618 (700-1)

BEEAR

6 NM

c 7140-1Y2

538 (600-11-7 )

PICIN

Procedure

D

Turn NA

NA

7220-1 = 7320-24 618 (700-1yen ) 718 (800-2 gt )

1shyc c f a c c a Ll Cf ltI

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Orig-B 09183 40deg29N-1 07deg13W RNAV (GPS) RWY 28

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 RUS 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Page 5: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

HAYDEN COLORADO AL-5983 (FAA)

APP CRS Rwy ldg 9998 TDZE 6602 RNAV (GPS) RWY 28

2960 Apt Elev 6602 HAYDENYAMPA VALLEY (HDN)

bull crX ~MEKWY

ltp ($o

~ NM

MISSED APPROACH Climb to 10000 direct MEKWY WP ond hold

a c c

Procedure Turn NA for arrivals at SBURG on V220-328 southeast bound

RE IL Rwy 28 0 HIRL Rwy 10-28 0

I 296deg to RW28

10000t ME~ HEMKI 53 NMto

DICEY RW28 BUYYA 4 NM to

25 NM Ia RW28 RW28

~-L-_~

CATEGORY

LNAV MDA 7140-1 538 (600-1)

CIRCLING 7220-1 618 (700-1)

BEEAR

6 NM

c 7140-1Y2

538 (600-11-7 )

PICIN

Procedure

D

Turn NA

NA

7220-1 = 7320-24 618 (700-1yen ) 718 (800-2 gt )

1shyc c f a c c a Ll Cf ltI

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Orig-B 09183 40deg29N-1 07deg13W RNAV (GPS) RWY 28

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU ltFEFF00560065007200770065006e00640065006e0020005300690065002000640069006500730065002000450069006e007300740065006c006c0075006e00670065006e0020007a0075006d002000450072007300740065006c006c0065006e00200076006f006e002000410064006f006200650020005000440046002d0044006f006b0075006d0065006e00740065006e002c00200076006f006e002000640065006e0065006e002000530069006500200068006f006300680077006500720074006900670065002000500072006500700072006500730073002d0044007200750063006b0065002000650072007a0065007500670065006e0020006d00f60063006800740065006e002e002000450072007300740065006c006c007400650020005000440046002d0044006f006b0075006d0065006e007400650020006b00f6006e006e0065006e0020006d006900740020004100630072006f00620061007400200075006e0064002000410064006f00620065002000520065006100640065007200200035002e00300020006f0064006500720020006800f600680065007200200067006500f600660066006e00650074002000770065007200640065006e002egt13 ESP 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 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA ltFEFF005500740069006c006900730065007a00200063006500730020006f007000740069006f006e00730020006100660069006e00200064006500200063007200e900650072002000640065007300200064006f00630075006d0065006e00740073002000410064006f00620065002000500044004600200070006f0075007200200075006e00650020007100750061006c0069007400e90020006400270069006d007000720065007300730069006f006e00200070007200e9007000720065007300730065002e0020004c0065007300200064006f00630075006d0065006e00740073002000500044004600200063007200e900e90073002000700065007500760065006e0074002000ea0074007200650020006f007500760065007200740073002000640061006e00730020004100630072006f006200610074002c002000610069006e00730069002000710075002700410064006f00620065002000520065006100640065007200200035002e0030002000650074002000760065007200730069006f006e007300200075006c007400e90072006900650075007200650073002egt13 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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Page 6: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

HAYDEN COLORADO AL-5983 (FAA)

N jgt

() m -u N 0 0 (0

0 N N

0 0 -I N 0 0 (0

13400 REBYO SONVE TILLI0580 146o 7NM

Holding Pattern REVME t ~ track ~ track [101deg to RW10

-281 deg ~ 9600 101 ltgt_i

Gs 3ooo TCH 55

ACATEGORY

LPV DA

LNAV DA

WAAS CH 53410

W10A

APP CRS Rwy ldg 9490 TDZE 65871010 Apt Elev 6602

Inoperative table does not apply DMEDME RNP-03 NA Baro-VNAV NA when using Craig-Moffat altimeter setting Far uncompensated Bara-VNAV systems LNAVVNAV NA below -28degC (-18degF) or above 36degC (96degF) Visibility reduction by helicopters NA

RNAV (GPS) Y RWY 10 HAYDEN YAMPA VALLEY (HDN)

MALSF

When local altimeter setting not received use Craig-Moffat altimeter setting and increase all DAMDA 100 feet and LPV all Cats visibility V mile VDP NA when using Craig-Moffat altimeter setting

MISSED APPROACH Climb to 1 3400 direct REBYO and via 058deg track to SONVE and via 146deg track to TILLI and hold continue climb-in-hold to 13400

0

AWOS-3 119275

TEDUE

Ol 0 0 N 1shyu 0 N N

9 Ol 0 0 N

0 UJ () N

LNAVonly

lOJo__ l

X 9000-P

D

8356middot7 1769(1800-7)VNAV

7780-1 Y4 7780-1 7780-3 1193 (1200-3) LNAV MDA 1193(1200-1 1 ) 1193 (1200-JV )

REIL Rwy 28 0 7780-1 Y4 7780-1 7780middot3 1178 ( 1200-3) CIRCLINGHIRL Rwy 10-28 G 1178 ( 1200-1 Y ) 1178 (1200-lY )

HAYDEN COLORADO HAYDEN YAMPA VALLEY (HDN) Arndt 1 09183 RNAV (GPS) Y RWY 10

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE ltFEFF005400610074006f0020006e006100730074006100760065006e00ed00200070006f0075017e0069006a007400650020006b0020007600790074007600e101590065006e00ed00200064006f006b0075006d0065006e0074016f002000410064006f006200650020005000440046002c0020006b00740065007200e90020007300650020006e0065006a006c00e90070006500200068006f006400ed002000700072006f0020006b00760061006c00690074006e00ed0020007400690073006b00200061002000700072006500700072006500730073002e002000200056007900740076006f01590065006e00e900200064006f006b0075006d0065006e007400790020005000440046002000620075006400650020006d006f017e006e00e90020006f007400650076015900ed007400200076002000700072006f006700720061006d0065006300680020004100630072006f00620061007400200061002000410064006f00620065002000520065006100640065007200200035002e0030002000610020006e006f0076011b006a016100ed00630068002egt13 DAN 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 DEU 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 ESP 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 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN ltFEFF004b0069007600e1006c00f30020006d0069006e0151007300e9006701710020006e0079006f006d00640061006900200065006c0151006b00e90073007a00ed007401510020006e0079006f006d00740061007400e100730068006f007a0020006c006500670069006e006b00e1006200620020006d0065006700660065006c0065006c0151002000410064006f00620065002000500044004600200064006f006b0075006d0065006e00740075006d006f006b0061007400200065007a0065006b006b0065006c0020006100200062006500e1006c006c00ed007400e10073006f006b006b0061006c0020006b00e90073007a00ed0074006800650074002e0020002000410020006c00e90074007200650068006f007a006f00740074002000500044004600200064006f006b0075006d0065006e00740075006d006f006b00200061007a0020004100630072006f006200610074002000e9007300200061007a002000410064006f00620065002000520065006100640065007200200035002e0030002c0020007600610067007900200061007a002000610074007400f3006c0020006b00e9007301510062006200690020007600650072007a006900f3006b006b0061006c0020006e00790069007400680061007400f3006b0020006d00650067002egt13 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 7: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

740-1 644 (70Q-I )

740-1

Xshy I I 1 500 1 Procedure Turn

1- I NA

740-1 ~ 644 (700-1 l-A )

D

740-2

BREWTON ALABAMA AL-5920 (FAA)

VORTAC CEW APP CRS Rwy ldg 1159 TDZE301 o

Chan 106 Apt Elev

1 1 518 625

1 359 1

(MARBG)

1 520

(j) m _l

gt (j) m 0

0 0 ()

0

0 0 -I

0 0 ()

~

301 deg 47 NM from FAF

MIRL Rwy 12-30 0 BREWTON ALABAMA Amdt7 09183

AWOS-3 119325

middotmiddot

ELEV 96

-x- R-263 (lAF)

(ITNEW)

Bl

--- ~ (ITUYU)

ltX) 10 ()

Q

5001 96 VORDME or GPS RWY 30 96 BREWTON MUNI (12J)

MISSED APPROACH Climbing right turn to 2000 via CEW R-301 to ROICE CEW 14 DME and hold

UNICOM 122725 (CTAFI G

t (IAF)

2000 ROICE ROICE

CEW R-301 CEW 0) HIHIT CEW 0) 1159

CEW (lli () -1 2000i ~) I

CATEGORY

S-30

CIRCLING

BREWTON MUNI (12J) 31deg 03 N-8704W VORDME or GPS RWY 30

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 DAN 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 DEU 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 ESP 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 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA 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 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS ltFEFF04180441043f043e043b044c04370443043904420435002004340430043d043d044b04350020043d0430044104420440043e0439043a043800200434043b044f00200441043e043704340430043d0438044f00200434043e043a0443043c0435043d0442043e0432002000410064006f006200650020005000440046002c0020043c0430043a04410438043c0430043b044c043d043e0020043f043e04340445043e0434044f04490438044500200434043b044f00200432044b0441043e043a043e043a0430044704350441044204320435043d043d043e0433043e00200434043e043f0435044704300442043d043e0433043e00200432044b0432043e04340430002e002000200421043e043704340430043d043d044b04350020005000440046002d0434043e043a0443043c0435043d0442044b0020043c043e0436043d043e0020043e0442043a0440044b043204300442044c002004410020043f043e043c043e0449044c044e0020004100630072006f00620061007400200438002000410064006f00620065002000520065006100640065007200200035002e00300020043800200431043e043b043504350020043f043e04370434043d043804450020043204350440044104380439002egt13 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 8: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

BREWTON ALABAMA AL-5920 (FAA)

() m

_J N - () m -u N 0 0 ltD

0 N N

0 0 --1 N 0 0 ltD

BREWTON ALABAMA BREWTON MUNI (12J) Orig 091B3 31 deg03N-Br04W GPS RWY 6

GPS RWY 6 BREWTON MUNI (12J)

APP CRS Rwy ldg 5136 064o TDZE 81

Apt Elev 96

v laNA

Use Pensacola altimeter setting MISSED APPROACH Climb to BOO then climbing left turn to 3000 direct EMUSY W P and hold

CATEGORY

S-6

CIRCLING

AWOS-3

119325 I JACKSONVILLE CENTER

1202 3464

y MONROEVILLE

~ MVC

~ tgt~lt5

I UNICOM

122725 (CTAF) G

gt_o

778 g oO

ODAZO

5 1B 625

Abullbull

359A f2B5 ~ bully 479 bull ltJ (IAF) YMUSY RW06~middotmiddotmiddotmiddot

~) ult (FAFV 340 + - 0-~ AZEBE -~ 17o

cocl-J o 520 ()b~

~ gt ODAZO

Igoo~ g8~

ELEV 96 I

1~AF)PENSI

BOO 3000 EMUSY

t ~ ~ 0 ---=-------1----1 a- Clgt sco

w

B1

~

l w

gtlt lt 0

TDZE up- -~ls0

064deg to 36

5NM

A I B

5NM

(r

680-1 599 (600-1)

7 40-1 644 (700-1 )

c 680-lY2

599 (600- lY )

760-1 Y 664 (700-1 h )

D

680-lY 599 (600-1 h )

RW06

780-2 ~ 6B4 (700-2 gt ) MIRL Rwy 12-30 (t

~

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 DEU 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 ESP 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 ETI 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 FRA ltFEFF005500740069006c006900730065007a00200063006500730020006f007000740069006f006e00730020006100660069006e00200064006500200063007200e900650072002000640065007300200064006f00630075006d0065006e00740073002000410064006f00620065002000500044004600200070006f0075007200200075006e00650020007100750061006c0069007400e90020006400270069006d007000720065007300730069006f006e00200070007200e9007000720065007300730065002e0020004c0065007300200064006f00630075006d0065006e00740073002000500044004600200063007200e900e90073002000700065007500760065006e0074002000ea0074007200650020006f007500760065007200740073002000640061006e00730020004100630072006f006200610074002c002000610069006e00730069002000710075002700410064006f00620065002000520065006100640065007200200035002e0030002000650074002000760065007200730069006f006e007300200075006c007400e90072006900650075007200650073002egt13 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN ltFEFF004b0069007600e1006c00f30020006d0069006e0151007300e9006701710020006e0079006f006d00640061006900200065006c0151006b00e90073007a00ed007401510020006e0079006f006d00740061007400e100730068006f007a0020006c006500670069006e006b00e1006200620020006d0065006700660065006c0065006c0151002000410064006f00620065002000500044004600200064006f006b0075006d0065006e00740075006d006f006b0061007400200065007a0065006b006b0065006c0020006100200062006500e1006c006c00ed007400e10073006f006b006b0061006c0020006b00e90073007a00ed0074006800650074002e0020002000410020006c00e90074007200650068006f007a006f00740074002000500044004600200064006f006b0075006d0065006e00740075006d006f006b00200061007a0020004100630072006f006200610074002000e9007300200061007a002000410064006f00620065002000520065006100640065007200200035002e0030002c0020007600610067007900200061007a002000610074007400f3006c0020006b00e9007301510062006200690020007600650072007a006900f3006b006b0061006c0020006e00790069007400680061007400f3006b0020006d00650067002egt13 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 9: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Data Current as of Sun 18 Oct 2009 162700 GMT

KHDN YAMPA VALLEY

10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009 FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT1

LPV DA MINIMUMS NA LNAVVNAV DA MINIMUMS NALNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009

FDC 94499 - FIT YAMPA VALLEY HAYDEN CORNAV (GPS) RWY 28 ORIG-B

LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009 FDC 95427 - FIT YAMPA VALLEY HAYDEN CO

RNAV (RNP) Z RWY 10 ORIGPROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009

K12J BREWTON MUNI

10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS(ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 200910272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 200910188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009FDC 91802 - FIT BREWTON MUNI BREWTON AL

GPS RWY 6 ORIGPROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009

FDC 97088 - FIT BREWTON MUNI BREWTON ALTAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES

NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHTOF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM ENDOF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEETMSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OFCENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OFRUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSLALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05

MAY 1245 2009 FDC 84820 - FIT BREWTON MUNI BREWTON AL

VORDME OR GPS RWY 30 AMDT 7DISTANCE HIHIT (FAF) TO MAP 440 NMMAP CEW R-3012340 DMETERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE(CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG

1944 2008

Number of NOTAMs selected 10 End of Report

Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some

_______________________________________________________________________

_________________________________________________________________________

cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 GRE 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 HEB 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Page 10: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

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cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document -see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP

MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis ACTION ACF-IPG Chair and US-IFPP

MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if

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straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 UKR 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Page 11: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

________________________________________________________________________

________________________________________________________________________

straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)

MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting

For each approach designed

1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required

2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized

3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg

Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night

Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night

Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)

MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS-420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS-450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling

________________________________________________________________________

_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DEU 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL ltFEFF0055007300740061007700690065006e0069006100200064006f002000740077006f0072007a0065006e0069006100200064006f006b0075006d0065006e007400f300770020005000440046002000700072007a0065007a006e00610063007a006f006e00790063006800200064006f002000770079006400720075006b00f30077002000770020007700790073006f006b00690065006a0020006a0061006b006f015b00630069002e002000200044006f006b0075006d0065006e0074007900200050004400460020006d006f017c006e00610020006f007400770069006500720061010700200077002000700072006f006700720061006d006900650020004100630072006f00620061007400200069002000410064006f00620065002000520065006100640065007200200035002e0030002000690020006e006f00770073007a0079006d002egt13 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR ltFEFF04120438043a043e0440043804410442043e043204430439044204350020044604560020043f043004400430043c043504420440043800200434043b044f0020044104420432043e04400435043d043d044f00200434043e043a0443043c0435043d044204560432002000410064006f006200650020005000440046002c0020044f043a04560020043d04300439043a04400430044904350020043f045604340445043e0434044f0442044c00200434043b044f0020043204380441043e043a043e044f043a04560441043d043e0433043e0020043f0435044004350434043404400443043a043e0432043e0433043e0020043404400443043a0443002e00200020042104420432043e04400435043d045600200434043e043a0443043c0435043d0442043800200050004400460020043c043e0436043d04300020043204560434043a0440043804420438002004430020004100630072006f006200610074002004420430002000410064006f00620065002000520065006100640065007200200035002e0030002004300431043e0020043f04560437043d04560448043e04570020043204350440044104560457002egt13 ENU (Use these settings to create Adobe PDF documents best suited for high-quality prepress printing Created PDF documents can be opened with Acrobat and Adobe Reader 50 and later)13 gtgt13 Namespace [13 (Adobe)13 (Common)13 (10)13 ]13 OtherNamespaces [13 ltlt13 AsReaderSpreads false13 CropImagesToFrames true13 ErrorControl WarnAndContinue13 FlattenerIgnoreSpreadOverrides false13 IncludeGuidesGrids false13 IncludeNonPrinting false13 IncludeSlug false13 Namespace [13 (Adobe)13 (InDesign)13 (40)13 ]13 OmitPlacedBitmaps false13 OmitPlacedEPS false13 OmitPlacedPDF false13 SimulateOverprint Legacy13 gtgt13 ltlt13 AddBleedMarks false13 AddColorBars false13 AddCropMarks false13 AddPageInfo false13 AddRegMarks false13 ConvertColors ConvertToCMYK13 DestinationProfileName ()13 DestinationProfileSelector DocumentCMYK13 Downsample16BitImages true13 FlattenerPreset ltlt13 PresetSelector MediumResolution13 gtgt13 FormElements false13 GenerateStructure false13 IncludeBookmarks false13 IncludeHyperlinks false13 IncludeInteractive false13 IncludeLayers false13 IncludeProfiles false13 MultimediaHandling UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

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_________________________________________________________________________

________________________________________________________________________

surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)

MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB ltFEFF05D405E905EA05DE05E905D5002005D105D405D205D305E805D505EA002005D005DC05D4002005DB05D305D9002005DC05D905E605D505E8002005DE05E105DE05DB05D9002000410064006F006200650020005000440046002005D405DE05D505EA05D005DE05D905DD002005DC05D405D305E405E105EA002005E705D305DD002D05D305E405D505E1002005D005D905DB05D505EA05D905EA002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002E05D005DE05D905DD002005DC002D005000440046002F0058002D0033002C002005E205D905D905E005D5002005D105DE05D305E805D905DA002005DC05DE05E905EA05DE05E9002005E905DC0020004100630072006F006200610074002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002Egt13 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB ltFEFF005500740069006c0069007a006500200065007300730061007300200063006f006e00660069006700750072006100e700f50065007300200064006500200066006f0072006d00610020006100200063007200690061007200200064006f00630075006d0065006e0074006f0073002000410064006f0062006500200050004400460020006d00610069007300200061006400650071007500610064006f00730020007000610072006100200070007200e9002d0069006d0070007200650073007300f50065007300200064006500200061006c007400610020007100750061006c00690064006100640065002e0020004f007300200064006f00630075006d0065006e0074006f00730020005000440046002000630072006900610064006f007300200070006f00640065006d0020007300650072002000610062006500720074006f007300200063006f006d0020006f0020004100630072006f006200610074002000650020006f002000410064006f00620065002000520065006100640065007200200035002e0030002000650020007600650072007300f50065007300200070006f00730074006500720069006f007200650073002egt13 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 13: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

________________________________________________________________________

is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary ACTION AFS-420 (US-IFPP)

MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night

Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting

Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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 HEB 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Page 14: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

US-IFPP 13-01 MINUTES ndash January 2013 ACF-IPG 09-02-291 ndash Straight-in Minimums NA at Night

Excerpt from US-IFPP Minutes ndash AFS-420

This is a joint decision before the USIFPP If the straight-in is NA at night circling is NA at night to that runway Brad Rush suggested we change the terminology to ldquolanding NA at nightrdquo The initial goal was to harmonize the surfaces however we donrsquot have the resources right now to accomplish the necessary study The conservative approach is the most prudent way to go (landings NA at night) and we need to capture the language used on IAP charts AFS-410 should be in agreement on the language on this Tom said there should be some operational consideration first before we made a decision on this Bill Hammett Tom Schneider Valerie Watson and Brad Rush will work a joint proposal from the IFPP to the ACF that will include proposed chart notes

1Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DEU 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL ltFEFF0055007300740061007700690065006e0069006100200064006f002000740077006f0072007a0065006e0069006100200064006f006b0075006d0065006e007400f300770020005000440046002000700072007a0065007a006e00610063007a006f006e00790063006800200064006f002000770079006400720075006b00f30077002000770020007700790073006f006b00690065006a0020006a0061006b006f015b00630069002e002000200044006f006b0075006d0065006e0074007900200050004400460020006d006f017c006e00610020006f007400770069006500720061010700200077002000700072006f006700720061006d006900650020004100630072006f00620061007400200069002000410064006f00620065002000520065006100640065007200200035002e0030002000690020006e006f00770073007a0079006d002egt13 PTB 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 RUM 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 RUS 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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 ENU (Use these settings to create Adobe PDF documents best suited for high-quality prepress printing Created PDF documents can be opened with Acrobat and Adobe Reader 50 and later)13 gtgt13 Namespace [13 (Adobe)13 (Common)13 (10)13 ]13 OtherNamespaces [13 ltlt13 AsReaderSpreads false13 CropImagesToFrames true13 ErrorControl WarnAndContinue13 FlattenerIgnoreSpreadOverrides false13 IncludeGuidesGrids false13 IncludeNonPrinting false13 IncludeSlug false13 Namespace [13 (Adobe)13 (InDesign)13 (40)13 ]13 OmitPlacedBitmaps false13 OmitPlacedEPS false13 OmitPlacedPDF false13 SimulateOverprint Legacy13 gtgt13 ltlt13 AddBleedMarks false13 AddColorBars false13 AddCropMarks false13 AddPageInfo false13 AddRegMarks false13 ConvertColors ConvertToCMYK13 DestinationProfileName ()13 DestinationProfileSelector DocumentCMYK13 Downsample16BitImages true13 FlattenerPreset ltlt13 PresetSelector MediumResolution13 gtgt13 FormElements false13 GenerateStructure false13 IncludeBookmarks false13 IncludeHyperlinks false13 IncludeInteractive false13 IncludeLayers false13 IncludeProfiles false13 MultimediaHandling UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 15: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Situation Requiring Use of VGSI

Original proposal Night landing Rwy 9 27 32 NA and Rwy 14 26 requires use of VGSI

Rich Boll recommended Night landing Rwy 9 27 32 NA Rwy 14 26 operational VGSI required remain on or above visual glidepath until threshold

Alternative Night landing Rwy 9 27 32 NA Rwy 14 26 use of VGSI required remain on or above visual glidepath until threshold

2Federal Aviation Administration

ltPresentation Title ndash Change on Master Slidegt ltDate of Presentation ndash Change on Master Slidegt

2

afs420sv
File Attachment
291 1pdf

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 DEU 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 ESP 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 ETI 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 FRA ltFEFF005500740069006c006900730065007a00200063006500730020006f007000740069006f006e00730020006100660069006e00200064006500200063007200e900650072002000640065007300200064006f00630075006d0065006e00740073002000410064006f00620065002000500044004600200070006f0075007200200075006e00650020007100750061006c0069007400e90020006400270069006d007000720065007300730069006f006e00200070007200e9007000720065007300730065002e0020004c0065007300200064006f00630075006d0065006e00740073002000500044004600200063007200e900e90073002000700065007500760065006e0074002000ea0074007200650020006f007500760065007200740073002000640061006e00730020004100630072006f006200610074002c002000610069006e00730069002000710075002700410064006f00620065002000520065006100640065007200200035002e0030002000650074002000760065007200730069006f006e007300200075006c007400e90072006900650075007200650073002egt13 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN ltFEFF004b0069007600e1006c00f30020006d0069006e0151007300e9006701710020006e0079006f006d00640061006900200065006c0151006b00e90073007a00ed007401510020006e0079006f006d00740061007400e100730068006f007a0020006c006500670069006e006b00e1006200620020006d0065006700660065006c0065006c0151002000410064006f00620065002000500044004600200064006f006b0075006d0065006e00740075006d006f006b0061007400200065007a0065006b006b0065006c0020006100200062006500e1006c006c00ed007400e10073006f006b006b0061006c0020006b00e90073007a00ed0074006800650074002e0020002000410020006c00e90074007200650068006f007a006f00740074002000500044004600200064006f006b0075006d0065006e00740075006d006f006b00200061007a0020004100630072006f006200610074002000e9007300200061007a002000410064006f00620065002000520065006100640065007200200035002e0030002c0020007600610067007900200061007a002000610074007400f3006c0020006b00e9007301510062006200690020007600650072007a006900f3006b006b0061006c0020006e00790069007400680061007400f3006b0020006d00650067002egt13 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE ltFEFF0041006e007600e4006e00640020006400650020006800e4007200200069006e0073007400e4006c006c006e0069006e006700610072006e00610020006f006d002000640075002000760069006c006c00200073006b006100700061002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e007400200073006f006d002000e400720020006c00e4006d0070006c0069006700610020006600f60072002000700072006500700072006500730073002d007500740073006b00720069006600740020006d006500640020006800f600670020006b00760061006c0069007400650074002e002000200053006b006100700061006400650020005000440046002d0064006f006b0075006d0065006e00740020006b0061006e002000f600700070006e00610073002000690020004100630072006f0062006100740020006f00630068002000410064006f00620065002000520065006100640065007200200035002e00300020006f00630068002000730065006e006100720065002egt13 TUR 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 UKR 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Page 16: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Agenda Item 09-02-291 - Added discussion item

NBAA presents the following separate area of concern with associated recommendations to ACF IPG Recommendation 09-02-291 (Straight-in Minimums NA at Night) There have been a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures NBAA presents two recent examples Flagstaff AZ (FLG) and Chicago Executive IL (PWK) FDC 32709 - FIT IAP FLAGSTAFF PULLIAM FLAGSTAFF AZ RNAV (GPS) Y RWY 21 ORIG

ADD NOTE RWY 21 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT DISREGARD NOTE VISIBILITY REDUCTION BY HELICOPTERS NA ADD NOTE HELICOPTER VISIBILITY REDUCTION BELOW 1 SM NOT AUTHORIZED WIE UNTIL UFN CREATED 28 MAY 1840 2013

FDC 31239 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL RNAV (GPS) RWY 16 AMDT 1

LPV DA VIS 1 ALL CATS NOTE WHEN VGSI INOPERATIVE RWY 16 STRAIGHT-IN AND CIRCLING MINIMUMS NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013

FDC 31238 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL VOR RWY 16 ORIG-B DME MINIMUMS S-16 MDA 1120HAT 477 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 FDC 31237 - FIT IAP CHICAGO EXECUTIVE CHICAGOPROSPECT HEIGHTSWHEELING IL ILS OR LOC RWY 16 AMDT 2 S-ILS 16 DA 927HAT 284 VIS 1 ALL CATS CIRCLING CAT C MDA 1160HAA 513 WHEN VGSI INOPERATIVE PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 05 SEP 1802 2013 Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are ldquoNArdquo NBAA believes that instructions provided in Order 826091E do not adequately convene to the pilot or to ATC that the approach is not authorized at night and is open to misinterpretation

NBAA believes that the NOTAM examples at Flagstaff and Chicago (Pal Waukee) as well as the guidance in Order 826019E regarding minima NA NOTAMS have the potential to create confusion similar to that described in the NTSB accident brief relating to a Gulfstream G-III crash at Aspen CO on 29 March 2001 NBAA believes Order 8260 should clearly state that when both straight-in minima and circling minima are not authorized at night the procedure itself must NA at night

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU ltFEFF00560065007200770065006e00640065006e0020005300690065002000640069006500730065002000450069006e007300740065006c006c0075006e00670065006e0020007a0075006d002000450072007300740065006c006c0065006e00200076006f006e002000410064006f006200650020005000440046002d0044006f006b0075006d0065006e00740065006e002c00200076006f006e002000640065006e0065006e002000530069006500200068006f006300680077006500720074006900670065002000500072006500700072006500730073002d0044007200750063006b0065002000650072007a0065007500670065006e0020006d00f60063006800740065006e002e002000450072007300740065006c006c007400650020005000440046002d0044006f006b0075006d0065006e007400650020006b00f6006e006e0065006e0020006d006900740020004100630072006f00620061007400200075006e0064002000410064006f00620065002000520065006100640065007200200035002e00300020006f0064006500720020006800f600680065007200200067006500f600660066006e00650074002000770065007200640065006e002egt13 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN ltFEFF004b0069007600e1006c00f30020006d0069006e0151007300e9006701710020006e0079006f006d00640061006900200065006c0151006b00e90073007a00ed007401510020006e0079006f006d00740061007400e100730068006f007a0020006c006500670069006e006b00e1006200620020006d0065006700660065006c0065006c0151002000410064006f00620065002000500044004600200064006f006b0075006d0065006e00740075006d006f006b0061007400200065007a0065006b006b0065006c0020006100200062006500e1006c006c00ed007400e10073006f006b006b0061006c0020006b00e90073007a00ed0074006800650074002e0020002000410020006c00e90074007200650068006f007a006f00740074002000500044004600200064006f006b0075006d0065006e00740075006d006f006b00200061007a0020004100630072006f006200610074002000e9007300200061007a002000410064006f00620065002000520065006100640065007200200035002e0030002c0020007600610067007900200061007a002000610074007400f3006c0020006b00e9007301510062006200690020007600650072007a006900f3006b006b0061006c0020006e00790069007400680061007400f3006b0020006d00650067002egt13 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH ltFEFF004e006100750064006f006b0069007400650020016100690075006f007300200070006100720061006d006500740072007500730020006e006f0072011700640061006d00690020006b0075007200740069002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b00750072006900650020006c0061006200690061007500730069006100690020007000720069007400610069006b007900740069002000610075006b01610074006f00730020006b006f006b007900620117007300200070006100720065006e006700740069006e00690061006d00200073007000610075007300640069006e0069006d00750069002e0020002000530075006b0075007200740069002000500044004600200064006f006b0075006d0065006e007400610069002000670061006c006900200062016b007400690020006100740069006400610072006f006d00690020004100630072006f006200610074002000690072002000410064006f00620065002000520065006100640065007200200035002e0030002000610072002000760117006c00650073006e0117006d00690073002000760065007200730069006a006f006d00690073002egt13 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 17: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Tom Schneider AFS-420 agrees with the NBAA concern and will include the following revision to FAA Order 826019 paragraph 8-54 m (2) (a) If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at nightrdquo Order 826019F has just gone out for coordination but this change will be made as a result of comments received during the formal coordination process

afs420sv
File Attachment
291-2pdf

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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 SUO 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Page 18: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

0EOICATpoundo TO HELPING BUSINEss ACHIEVE ITS HIGHEST GOALS

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 JPN 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ltFEFF0049007a006d0061006e0074006f006a00690065007400200161006f00730020006900650073007400610074012b006a0075006d00750073002c0020006c0061006900200076006500690064006f00740075002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006100730020006900720020012b00700061016100690020007000690065006d01130072006f00740069002000610075006700730074006100730020006b00760061006c0069007401010074006500730020007000690072006d007300690065007300700069006501610061006e006100730020006400720075006b00610069002e00200049007a0076006500690064006f006a006900650074002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006f002000760061007200200061007400760113007200740020006100720020004100630072006f00620061007400200075006e002000410064006f00620065002000520065006100640065007200200035002e0030002c0020006b0101002000610072012b00200074006f0020006a00610075006e0101006b0101006d002000760065007200730069006a0101006d002egt13 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 19: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

3

ACF IGP 09-02-291 Straight-in Minima NA at Night

bull Presented by NBAA

bull Straight-in minima NA but circling minima remained authorized

bull Result of TERPS 201 Visual Area Assessment obstacle penetrations ndash Ref TERPS paragraph 332 C

bull At first only isolated instances

bull Today a growing concern in the US NAS

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 JPN 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 20: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

4

ACF IGP 09-02-291 TERPS 201 Visual Area Assessment

bull NBAA supports visual area obstacle assessment and if required denial of minima restrictions on night landing andor prohibition of procedure at night

bull NBAA Concerns ndash The current TERPS criteria results in minimaprocedure restrictions

not understood by pilots ndash Forces pilots to execute a circle-to-land approach when an

otherwise operational straight-in approach is available ndash Desired level of safety intended by the visual segment assessment

is not being achieved

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 JPN 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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ltFEFF005500740069006c0069007a006500200065007300730061007300200063006f006e00660069006700750072006100e700f50065007300200064006500200066006f0072006d00610020006100200063007200690061007200200064006f00630075006d0065006e0074006f0073002000410064006f0062006500200050004400460020006d00610069007300200061006400650071007500610064006f00730020007000610072006100200070007200e9002d0069006d0070007200650073007300f50065007300200064006500200061006c007400610020007100750061006c00690064006100640065002e0020004f007300200064006f00630075006d0065006e0074006f00730020005000440046002000630072006900610064006f007300200070006f00640065006d0020007300650072002000610062006500720074006f007300200063006f006d0020006f0020004100630072006f006200610074002000650020006f002000410064006f00620065002000520065006100640065007200200035002e0030002000650020007600650072007300f50065007300200070006f00730074006500720069006f007200650073002egt13 RUM 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 RUS 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Page 21: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

5

Example MonticelloSullivan County Intl (MSV)

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 22: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

6

Example MonticelloSullivan County Intl (MSV) Three straight-in amp circling minima to Monticellorsquos runway 15 at are not authorized at night

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

One Might Assume That It Is Unsafe To Land On Runway 15 Night

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 23: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

7

Example MonticelloSullivan County Intl (MSV) Pilots can to land on runway 15 by circling from the RNAV (GPS) Rwy 33 approach

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 24: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

8

Example Spencer IA (SPW) RNAV (GPS) Rwy 36 publishes only CAT A amp CAT B minima due to unlit 201 penetrations in the larger CAT C amp CAT D visual assessment areas

Same for the RNAV (GPS) Rwy 18 approach

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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ltFEFF005500740069006c0069007a006500200065007300730061007300200063006f006e00660069006700750072006100e700f50065007300200064006500200066006f0072006d00610020006100200063007200690061007200200064006f00630075006d0065006e0074006f0073002000410064006f0062006500200050004400460020006d00610069007300200061006400650071007500610064006f00730020007000610072006100200070007200e9002d0069006d0070007200650073007300f50065007300200064006500200061006c007400610020007100750061006c00690064006100640065002e0020004f007300200064006f00630075006d0065006e0074006f00730020005000440046002000630072006900610064006f007300200070006f00640065006d0020007300650072002000610062006500720074006f007300200063006f006d0020006f0020004100630072006f006200610074002000650020006f002000410064006f00620065002000520065006100640065007200200035002e0030002000650020007600650072007300f50065007300200070006f00730074006500720069006f007200650073002egt13 RUM 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 RUS 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 SKY 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 SUO 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Page 25: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

9

Example Spencer IA (SPW) However circling for CAT C amp CAT D aircraft is permitted from the approaches to runways 12 amp 30

While a CAT C or CAT D aircraft is prohibited from landing straight-in on runways 18 amp 36 circling to either of these runways is perfectly fine

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR ltFEFF004200720075006b00200064006900730073006500200069006e006e007300740069006c006c0069006e00670065006e0065002000740069006c002000e50020006f0070007000720065007400740065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740065007200200073006f006d00200065007200200062006500730074002000650067006e0065007400200066006f00720020006600f80072007400720079006b006b0073007500740073006b00720069006600740020006100760020006800f800790020006b00760061006c0069007400650074002e0020005000440046002d0064006f006b0075006d0065006e00740065006e00650020006b0061006e002000e50070006e00650073002000690020004100630072006f00620061007400200065006c006c00650072002000410064006f00620065002000520065006100640065007200200035002e003000200065006c006c00650072002000730065006e006500720065002egt13 POL 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 RUM 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 RUS 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Page 26: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

10

Example Spencer IA (SPW) There NOTAMS affecting the approaches to runways 12 amp 30 do not prohibit circling to runway 18 or to runway 36

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 27: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

11

Example Flagstaff AZ (FLG) Beginning 28 May 2013 most approaches had their Straight-In amp Circling minimums NA at night

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 28: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

12

Only Two Approaches Available At Night Landing Flagstaff AZ Neither Approach Is Aligned With The Runway

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS ltFEFF04180441043f043e043b044c04370443043904420435002004340430043d043d044b04350020043d0430044104420440043e0439043a043800200434043b044f00200441043e043704340430043d0438044f00200434043e043a0443043c0435043d0442043e0432002000410064006f006200650020005000440046002c0020043c0430043a04410438043c0430043b044c043d043e0020043f043e04340445043e0434044f04490438044500200434043b044f00200432044b0441043e043a043e043a0430044704350441044204320435043d043d043e0433043e00200434043e043f0435044704300442043d043e0433043e00200432044b0432043e04340430002e002000200421043e043704340430043d043d044b04350020005000440046002d0434043e043a0443043c0435043d0442044b0020043c043e0436043d043e0020043e0442043a0440044b043204300442044c002004410020043f043e043c043e0449044c044e0020004100630072006f00620061007400200438002000410064006f00620065002000520065006100640065007200200035002e00300020043800200431043e043b043504350020043f043e04370434043d043804450020043204350440044104380439002egt13 SKY 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 SUO 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Page 29: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

13

Example Flagstaff AZ (FLG) All approaches with final approach course aligned with the runway was effectively ldquoNA at Nightrdquo

NBAArsquos position is that the NOTAM should have stated

ldquoProcedure NA at Nightrdquo

Proposal is incorporated into Draft FAAO 826019F

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 30: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

Example Flagstaff AZ (FLG) On 19 August amended NOTAMs were issued removing the ldquoCircling Minimums NA at Nightrdquo restriction

However the straight-in minimums for the ILS Rwy 21 RNAV (GPS) Y 21 RNAV (GPS) Z Rwy 21 and the RNAV (GPS) Rwy 3 remain NA at night

14

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 RUM 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 RUS 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Page 31: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

15

TERPS 332c(1)(a) Standard Area

10000rsquo From RCL

Courtesy Paul Hannah Flight Operations Engineering LLC

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 32: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

16

TERPS 332c(1)(b) Straight-In Area

DA or VDP Distance

Courtesy Paul Hannah Flight Operations Engineering LLC

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR ltFEFF004200720075006b00200064006900730073006500200069006e006e007300740069006c006c0069006e00670065006e0065002000740069006c002000e50020006f0070007000720065007400740065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740065007200200073006f006d00200065007200200062006500730074002000650067006e0065007400200066006f00720020006600f80072007400720079006b006b0073007500740073006b00720069006600740020006100760020006800f800790020006b00760061006c0069007400650074002e0020005000440046002d0064006f006b0075006d0065006e00740065006e00650020006b0061006e002000e50070006e00650073002000690020004100630072006f00620061007400200065006c006c00650072002000410064006f00620065002000520065006100640065007200200035002e003000200065006c006c00650072002000730065006e006500720065002egt13 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 33: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

17

TERPS 332c(1)(c) Offset Area

DA or VDP Location

Courtesy Paul Hannah Flight Operations Engineering LLC

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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Page 34: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

18

Standard Area amp Straight-In Area

Courtesy Paul Hannah Flight Operations Engineering LLC

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI ltFEFF004b00610073007500740061006700650020006e0065006900640020007300e4007400740065006900640020006b00760061006c006900740065006500740073006500200074007200fc006b006900650065006c007300650020007000720069006e00740069006d0069007300650020006a0061006f006b007300200073006f00620069006c0069006b0065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740069006400650020006c006f006f006d006900730065006b0073002e00200020004c006f006f0064007500640020005000440046002d0064006f006b0075006d0065006e00740065002000730061006100740065002000610076006100640061002000700072006f006700720061006d006d006900640065006700610020004100630072006f0062006100740020006e0069006e0067002000410064006f00620065002000520065006100640065007200200035002e00300020006a00610020007500750065006d006100740065002000760065007200730069006f006f006e00690064006500670061002e000d000agt13 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 35: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

19

TERPS Glideslope Qualification Surface

Courtesy Paul Hannah Flight Operations Engineering LLC

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB ltFEFF05D405E905EA05DE05E905D5002005D105D405D205D305E805D505EA002005D005DC05D4002005DB05D305D9002005DC05D905E605D505E8002005DE05E105DE05DB05D9002000410064006F006200650020005000440046002005D405DE05D505EA05D005DE05D905DD002005DC05D405D305E405E105EA002005E705D305DD002D05D305E405D505E1002005D005D905DB05D505EA05D905EA002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002E05D005DE05D905DD002005DC002D005000440046002F0058002D0033002C002005E205D905D905E005D5002005D105DE05D305E805D905DA002005DC05DE05E905EA05DE05E9002005E905DC0020004100630072006F006200610074002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002Egt13 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV ltFEFF005400650020006e006100730074006100760069007400760065002000750070006f0072006100620069007400650020007a00610020007500730074007600610072006a0061006e006a006500200064006f006b0075006d0065006e0074006f0076002000410064006f006200650020005000440046002c0020006b006900200073006f0020006e0061006a007000720069006d00650072006e0065006a016100690020007a00610020006b0061006b006f0076006f00730074006e006f0020007400690073006b0061006e006a00650020007300200070007200690070007200610076006f0020006e00610020007400690073006b002e00200020005500730074007600610072006a0065006e006500200064006f006b0075006d0065006e0074006500200050004400460020006a00650020006d006f0067006f010d00650020006f0064007000720065007400690020007a0020004100630072006f00620061007400200069006e002000410064006f00620065002000520065006100640065007200200035002e003000200069006e0020006e006f00760065006a01610069006d002egt13 SUO 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 SVE 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 TUR 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 UKR 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Page 36: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

20

Distance From Threshold

Courtesy Paul Hannah Flight Operations Engineering LLC

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 37: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

21

Stabilized Approach Concept Out of a circling approach a transport airplane is expected to be wings level no lower than 300rsquo above the airport elevation

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU ltFEFF00560065007200770065006e00640065006e0020005300690065002000640069006500730065002000450069006e007300740065006c006c0075006e00670065006e0020007a0075006d002000450072007300740065006c006c0065006e00200076006f006e002000410064006f006200650020005000440046002d0044006f006b0075006d0065006e00740065006e002c00200076006f006e002000640065006e0065006e002000530069006500200068006f006300680077006500720074006900670065002000500072006500700072006500730073002d0044007200750063006b0065002000650072007a0065007500670065006e0020006d00f60063006800740065006e002e002000450072007300740065006c006c007400650020005000440046002d0044006f006b0075006d0065006e007400650020006b00f6006e006e0065006e0020006d006900740020004100630072006f00620061007400200075006e0064002000410064006f00620065002000520065006100640065007200200035002e00300020006f0064006500720020006800f600680065007200200067006500f600660066006e00650074002000770065007200640065006e002egt13 ESP ltFEFF005500740069006c0069006300650020006500730074006100200063006f006e0066006900670075007200610063006900f3006e0020007000610072006100200063007200650061007200200064006f00630075006d0065006e0074006f00730020005000440046002000640065002000410064006f0062006500200061006400650063007500610064006f00730020007000610072006100200069006d0070007200650073006900f3006e0020007000720065002d0065006400690074006f007200690061006c00200064006500200061006c00740061002000630061006c0069006400610064002e002000530065002000700075006500640065006e00200061006200720069007200200064006f00630075006d0065006e0074006f00730020005000440046002000630072006500610064006f007300200063006f006e0020004100630072006f006200610074002c002000410064006f00620065002000520065006100640065007200200035002e003000200079002000760065007200730069006f006e0065007300200070006f00730074006500720069006f007200650073002egt13 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA ltFEFF005500740069006c0069007a007a006100720065002000710075006500730074006500200069006d0070006f007300740061007a0069006f006e00690020007000650072002000630072006500610072006500200064006f00630075006d0065006e00740069002000410064006f00620065002000500044004600200070006900f900200061006400610074007400690020006100200075006e00610020007000720065007300740061006d0070006100200064006900200061006c007400610020007100750061006c0069007400e0002e0020004900200064006f00630075006d0065006e007400690020005000440046002000630072006500610074006900200070006f00730073006f006e006f0020006500730073006500720065002000610070006500720074006900200063006f006e0020004100630072006f00620061007400200065002000410064006f00620065002000520065006100640065007200200035002e003000200065002000760065007200730069006f006e006900200073007500630063006500730073006900760065002egt13 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH ltFEFF004e006100750064006f006b0069007400650020016100690075006f007300200070006100720061006d006500740072007500730020006e006f0072011700640061006d00690020006b0075007200740069002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b00750072006900650020006c0061006200690061007500730069006100690020007000720069007400610069006b007900740069002000610075006b01610074006f00730020006b006f006b007900620117007300200070006100720065006e006700740069006e00690061006d00200073007000610075007300640069006e0069006d00750069002e0020002000530075006b0075007200740069002000500044004600200064006f006b0075006d0065006e007400610069002000670061006c006900200062016b007400690020006100740069006400610072006f006d00690020004100630072006f006200610074002000690072002000410064006f00620065002000520065006100640065007200200035002e0030002000610072002000760117006c00650073006e0117006d00690073002000760065007200730069006a006f006d00690073002egt13 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 38: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

22

Final Approach ndash Visual Segment

Courtesy Paul Hannah Flight Operations Engineering LLC

Airplane Must Be Wings Level No Lower Than 300rsquo AAE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

1 NM From Threshold

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI ltFEFF0049007a006d0061006e0074006f006a00690065007400200161006f00730020006900650073007400610074012b006a0075006d00750073002c0020006c0061006900200076006500690064006f00740075002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006100730020006900720020012b00700061016100690020007000690065006d01130072006f00740069002000610075006700730074006100730020006b00760061006c0069007401010074006500730020007000690072006d007300690065007300700069006501610061006e006100730020006400720075006b00610069002e00200049007a0076006500690064006f006a006900650074002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006f002000760061007200200061007400760113007200740020006100720020004100630072006f00620061007400200075006e002000410064006f00620065002000520065006100640065007200200035002e0030002c0020006b0101002000610072012b00200074006f0020006a00610075006e0101006b0101006d002000760065007200730069006a0101006d002egt13 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS ltFEFF04180441043f043e043b044c04370443043904420435002004340430043d043d044b04350020043d0430044104420440043e0439043a043800200434043b044f00200441043e043704340430043d0438044f00200434043e043a0443043c0435043d0442043e0432002000410064006f006200650020005000440046002c0020043c0430043a04410438043c0430043b044c043d043e0020043f043e04340445043e0434044f04490438044500200434043b044f00200432044b0441043e043a043e043a0430044704350441044204320435043d043d043e0433043e00200434043e043f0435044704300442043d043e0433043e00200432044b0432043e04340430002e002000200421043e043704340430043d043d044b04350020005000440046002d0434043e043a0443043c0435043d0442044b0020043c043e0436043d043e0020043e0442043a0440044b043204300442044c002004410020043f043e043c043e0449044c044e0020004100630072006f00620061007400200438002000410064006f00620065002000520065006100640065007200200035002e00300020043800200431043e043b043504350020043f043e04370434043d043804450020043204350440044104380439002egt13 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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Page 39: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

23

Pilotrsquos View 300rsquo Above TDZE

Why Are The Dimensions Of The Visual Segment Different In The Area Where Aircraftrsquos Track Should Be Aligned With The Runway

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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Page 40: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

24

Summary

bull Standard amp Straight-in Visual Assessment areas overly the same approach path to the runway ndash Both are aligned with the extended runway centerline (RCL)

bull (ref TERPS 332 (c)(1)(a) amp(b) ndash bullet 1) ndash Variable Length (Standard = 10000rsquo Straight-in = DA(H)VDP)

bull No guarantee that circling aircraft will leave MDA once within the Standard Area ndash Dependent on CMDA amp Circling CAR ndash CAT C amp CAT D aircraft often required to leave CMDA prior to being

aligned with runway centerline bull Once aligned with the runway centerline aircraft faces the same

risks regarding unlit obstacles

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS ltFEFF04180441043f043e043b044c04370443043904420435002004340430043d043d044b04350020043d0430044104420440043e0439043a043800200434043b044f00200441043e043704340430043d0438044f00200434043e043a0443043c0435043d0442043e0432002000410064006f006200650020005000440046002c0020043c0430043a04410438043c0430043b044c043d043e0020043f043e04340445043e0434044f04490438044500200434043b044f00200432044b0441043e043a043e043a0430044704350441044204320435043d043d043e0433043e00200434043e043f0435044704300442043d043e0433043e00200432044b0432043e04340430002e002000200421043e043704340430043d043d044b04350020005000440046002d0434043e043a0443043c0435043d0442044b0020043c043e0436043d043e0020043e0442043a0440044b043204300442044c002004410020043f043e043c043e0449044c044e0020004100630072006f00620061007400200438002000410064006f00620065002000520065006100640065007200200035002e00300020043800200431043e043b043504350020043f043e04370434043d043804450020043204350440044104380439002egt13 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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Page 41: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

25

NBAA Position

bull When 201 straight-in area visual surface penetrations prohibit straight-in minima at night landing to that runway must prohibited at night for all approaches at that airport ndash Exception Use a VGSI IAW existing AFS policy

bull When 201 straight-in area visual surface penetrations are identified all approaches at the airport should be amended by NOTAM

bull Until such time that policy changes can be effected AFS should initiate a moratorium on further application of TERPS paragraph 332 C

  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE 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 DAN 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 DEU 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 ESP ltFEFF005500740069006c0069006300650020006500730074006100200063006f006e0066006900670075007200610063006900f3006e0020007000610072006100200063007200650061007200200064006f00630075006d0065006e0074006f00730020005000440046002000640065002000410064006f0062006500200061006400650063007500610064006f00730020007000610072006100200069006d0070007200650073006900f3006e0020007000720065002d0065006400690074006f007200690061006c00200064006500200061006c00740061002000630061006c0069006400610064002e002000530065002000700075006500640065006e00200061006200720069007200200064006f00630075006d0065006e0074006f00730020005000440046002000630072006500610064006f007300200063006f006e0020004100630072006f006200610074002c002000410064006f00620065002000520065006100640065007200200035002e003000200079002000760065007200730069006f006e0065007300200070006f00730074006500720069006f007200650073002egt13 ETI 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 FRA 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 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM ltFEFF005500740069006c0069007a00610163006900200061006300650073007400650020007300650074010300720069002000700065006e007400720075002000610020006300720065006100200064006f00630075006d0065006e00740065002000410064006f006200650020005000440046002000610064006500630076006100740065002000700065006e0074007200750020007400690070010300720069007200650061002000700072006500700072006500730073002000640065002000630061006c006900740061007400650020007300750070006500720069006f006100720103002e002000200044006f00630075006d0065006e00740065006c00650020005000440046002000630072006500610074006500200070006f00740020006600690020006400650073006300680069007300650020006300750020004100630072006f006200610074002c002000410064006f00620065002000520065006100640065007200200035002e00300020015f00690020007600650072007300690075006e0069006c006500200075006c0074006500720069006f006100720065002egt13 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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Page 42: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in
  • Slide Number 1
  • Straight-in Approaches NA at Night
  • ACF IGP 09-02-291
  • ACF IGP 09-02-291
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example MonticelloSullivan County Intl (MSV)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Spencer IA (SPW)
  • Example Flagstaff AZ (FLG)
  • Slide Number 12
  • Example Flagstaff AZ (FLG)
  • Example Flagstaff AZ (FLG)
  • TERPS 332c(1)(a) Standard Area
  • TERPS 332c(1)(b) Straight-In Area
  • TERPS 332c(1)(c) Offset Area
  • Standard Area amp Straight-In Area
  • TERPS Glideslope Qualification Surface
  • Distance From Threshold
  • Stabilized Approach Concept
  • Final Approach ndash Visual Segment
  • Pilotrsquos View 300rsquo Above TDZE
  • Summary
  • NBAA Position
  • Slide Number 26
      • afs420sv
        File Attachment
        291-3pdf

        DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

        Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

        1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

        2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

        3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

        4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

        5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

        Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

        _______________________________________________________________________

        _________________________________________________________________________

        _________________________________________________________________________

        NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

        MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

        Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

        Ft Dodge IARWY 24 201 Penetration

        FOD RWY 24

        FOD RWY 24 (Continued 2)

        FOD RWY 24 (Continued 3)

        image1jpg

        image2jpg

        image3png

        image4jpg

        afs420sv
        File Attachment
        291-6pptx

        1

        09-02-291 Straight-In Minimums NA Night

        AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

        Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

        Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

        Federal Aviation

        Administration

        April 2014

        1

        Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

        If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

        If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

        If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

        Re-design the procedure to the highest allowable value within the standard range

        If the value required exceeds the standard range do not publish VDA

        e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

        image1jpeg

        afs420sv
        File Attachment
        291-5pptx

        1

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        Federal Aviation

        Administration

        1

        2

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        Federal Aviation

        Administration

        2

        3

        09-02-291 (continued)

        Resolution

        Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

        Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

        Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

        Federal Aviation

        Administration

        3

        image4png

        image1jpeg

        afs420sv
        File Attachment
        ACF Slide 09-02-291 JBpptx

        MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

        Status Rich Boll NBAA agreed to close Item Closed

        2

        09-02-291 Straight-In Minimums NA Night

        Issue Straight-in procedure NA at night but circling to the same runway is authorized

        Causes

        (1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

        (2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

        09-02-291 (continued)

        - Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

        - Standard area extends 10000 feet from origin whereas the straight-in area length is variable

        - Offset area (not shown) exceeds lateral boundary of standard area

        09-02-291 (continued)

        Resolution

        (1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

        (2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

        (3) US-IFPP item is going to remain open until Order 82603C is published

        4

        afs420sv
        File Attachment
        Slide for 09_02_291_straight in minimumsppt
        • AERONAUTICAL CHARTING FORUM
        • Instrument Procedures Group
        • October 27 2009
        • HISTORY RECORD
        • FAA Control 09-02-291
        • Subject Straight-in Minimums NA at Night
        • BackgroundDiscussion
        • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
        • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
        • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
        • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
        • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
        • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
        • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
        • Penetrations of the 201 surface on a circling approach results in the following action
        • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
        • An exception is provided in TERPS for certain 201 penetrations
        • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
        • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
        • TERPS 333 d contains the following NOTE
        • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
        • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
        • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
        • STANDARD
        • STRAIGHT-IN
        • OFFSET
        • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
        • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
        • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
        • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
        • Recommendations
        • NBAA recommends the following actions
        • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
        • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
        • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
        • Comments
        • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
        • Submitted by Richard J Boll II
        • Organization NBAA
        • Phone 316-655-8856
        • FAX
        • E-mail richardbollsbcglobalnet
        • Date October 18 2009
        • Data Current as of Sun 18 Oct 2009 162700 GMT
        • KHDN YAMPA VALLEY
        • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
        • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
        • LPV DA MINIMUMS NA
        • LNAVVNAV DA MINIMUMS NA
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (GPS) RWY 28 ORIG-B
        • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
        • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
        • RNAV (RNP) Z RWY 10 ORIG
        • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
        • K12J BREWTON MUNI
        • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
        • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
        • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
        • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
        • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
        • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
        • FDC 91802 - FIT BREWTON MUNI BREWTON AL
        • GPS RWY 6 ORIG
        • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
        • FDC 97088 - FIT BREWTON MUNI BREWTON AL
        • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
        • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
        • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
        • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
        • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
        • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
        • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
        • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
        • 2009
        • FDC 84820 - FIT BREWTON MUNI BREWTON AL
        • VORDME OR GPS RWY 30 AMDT 7
        • DISTANCE HIHIT (FAF) TO MAP 440 NM
        • MAP CEW R-3012340 DME
        • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
        • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
        • Number of NOTAMs selected 10 End of Report
        • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
        • _______________________________________________________________________
        • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
        • ACTION ACF-IPG Chair and US-IFPP
        • _________________________________________________________________________
        • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
        • For each approach designed
        • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
        • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
        • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
        • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
        • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
        • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
        • ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
        • ACTION AFS-420 (US-IFPP)
        • ________________________________________________________________________
        • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
        • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
        • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
        • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
        • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
        • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
        • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
        • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
        • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
        • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
        • Status AFS-420 will continue to work the issue through the US-IFPP
        • Item Open AFS-420 (US-IFPP)]
        • _______________________________________________________________________
        • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________
        • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
        • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
        • _________________________________________________________________________

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 DAN 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 DEU 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 ESP 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 ETI 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 FRA ltFEFF005500740069006c006900730065007a00200063006500730020006f007000740069006f006e00730020006100660069006e00200064006500200063007200e900650072002000640065007300200064006f00630075006d0065006e00740073002000410064006f00620065002000500044004600200070006f0075007200200075006e00650020007100750061006c0069007400e90020006400270069006d007000720065007300730069006f006e00200070007200e9007000720065007300730065002e0020004c0065007300200064006f00630075006d0065006e00740073002000500044004600200063007200e900e90073002000700065007500760065006e0074002000ea0074007200650020006f007500760065007200740073002000640061006e00730020004100630072006f006200610074002c002000610069006e00730069002000710075002700410064006f00620065002000520065006100640065007200200035002e0030002000650074002000760065007200730069006f006e007300200075006c007400e90072006900650075007200650073002egt13 GRE 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 HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB ltFEFF005500740069006c0069007a006500200065007300730061007300200063006f006e00660069006700750072006100e700f50065007300200064006500200066006f0072006d00610020006100200063007200690061007200200064006f00630075006d0065006e0074006f0073002000410064006f0062006500200050004400460020006d00610069007300200061006400650071007500610064006f00730020007000610072006100200070007200e9002d0069006d0070007200650073007300f50065007300200064006500200061006c007400610020007100750061006c00690064006100640065002e0020004f007300200064006f00630075006d0065006e0074006f00730020005000440046002000630072006900610064006f007300200070006f00640065006d0020007300650072002000610062006500720074006f007300200063006f006d0020006f0020004100630072006f006200610074002000650020006f002000410064006f00620065002000520065006100640065007200200035002e0030002000650020007600650072007300f50065007300200070006f00730074006500720069006f007200650073002egt13 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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Page 43: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications

Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to

1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS

2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)

3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review

4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway

5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo

Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo

_______________________________________________________________________

_________________________________________________________________________

_________________________________________________________________________

NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

Ft Dodge IARWY 24 201 Penetration

FOD RWY 24

FOD RWY 24 (Continued 2)

FOD RWY 24 (Continued 3)

image1jpg

image2jpg

image3png

image4jpg

afs420sv
File Attachment
291-6pptx

1

09-02-291 Straight-In Minimums NA Night

AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

Federal Aviation

Administration

April 2014

1

Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

Re-design the procedure to the highest allowable value within the standard range

If the value required exceeds the standard range do not publish VDA

e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

image1jpeg

afs420sv
File Attachment
291-5pptx

1

09-02-291 Straight-In Minimums NA Night

Issue Straight-in procedure NA at night but circling to the same runway is authorized

Causes

(1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

(2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

Federal Aviation

Administration

1

2

09-02-291 (continued)

- Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

- Standard area extends 10000 feet from origin whereas the straight-in area length is variable

- Offset area (not shown) exceeds lateral boundary of standard area

Federal Aviation

Administration

2

3

09-02-291 (continued)

Resolution

Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

Federal Aviation

Administration

3

image4png

image1jpeg

afs420sv
File Attachment
ACF Slide 09-02-291 JBpptx

MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

Status Rich Boll NBAA agreed to close Item Closed

2

09-02-291 Straight-In Minimums NA Night

Issue Straight-in procedure NA at night but circling to the same runway is authorized

Causes

(1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

(2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

09-02-291 (continued)

- Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

- Standard area extends 10000 feet from origin whereas the straight-in area length is variable

- Offset area (not shown) exceeds lateral boundary of standard area

09-02-291 (continued)

Resolution

(1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

(2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

(3) US-IFPP item is going to remain open until Order 82603C is published

4

afs420sv
File Attachment
Slide for 09_02_291_straight in minimumsppt
  • AERONAUTICAL CHARTING FORUM
  • Instrument Procedures Group
  • October 27 2009
  • HISTORY RECORD
  • FAA Control 09-02-291
  • Subject Straight-in Minimums NA at Night
  • BackgroundDiscussion
  • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
  • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
  • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
  • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
  • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
  • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
  • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
  • Penetrations of the 201 surface on a circling approach results in the following action
  • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
  • An exception is provided in TERPS for certain 201 penetrations
  • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
  • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
  • TERPS 333 d contains the following NOTE
  • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
  • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
  • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
  • STANDARD
  • STRAIGHT-IN
  • OFFSET
  • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
  • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
  • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
  • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
  • Recommendations
  • NBAA recommends the following actions
  • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
  • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
  • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
  • Comments
  • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
  • Submitted by Richard J Boll II
  • Organization NBAA
  • Phone 316-655-8856
  • FAX
  • E-mail richardbollsbcglobalnet
  • Date October 18 2009
  • Data Current as of Sun 18 Oct 2009 162700 GMT
  • KHDN YAMPA VALLEY
  • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
  • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
  • LPV DA MINIMUMS NA
  • LNAVVNAV DA MINIMUMS NA
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (GPS) RWY 28 ORIG-B
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (RNP) Z RWY 10 ORIG
  • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
  • K12J BREWTON MUNI
  • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
  • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
  • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
  • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
  • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
  • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
  • FDC 91802 - FIT BREWTON MUNI BREWTON AL
  • GPS RWY 6 ORIG
  • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
  • FDC 97088 - FIT BREWTON MUNI BREWTON AL
  • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
  • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
  • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
  • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
  • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
  • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
  • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
  • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
  • 2009
  • FDC 84820 - FIT BREWTON MUNI BREWTON AL
  • VORDME OR GPS RWY 30 AMDT 7
  • DISTANCE HIHIT (FAF) TO MAP 440 NM
  • MAP CEW R-3012340 DME
  • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
  • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
  • Number of NOTAMs selected 10 End of Report
  • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
  • _______________________________________________________________________
  • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
  • ACTION ACF-IPG Chair and US-IFPP
  • _________________________________________________________________________
  • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
  • For each approach designed
  • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
  • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
  • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
  • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
  • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
  • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
  • ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
  • ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
  • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
  • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
  • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
  • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
  • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
  • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
  • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
  • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
  • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
  • Status AFS-420 will continue to work the issue through the US-IFPP
  • Item Open AFS-420 (US-IFPP)]
  • _______________________________________________________________________
  • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________

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 DEU 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 ESP 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 ETI 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 FRA 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 GRE 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 HEB ltFEFF05D405E905EA05DE05E905D5002005D105D405D205D305E805D505EA002005D005DC05D4002005DB05D305D9002005DC05D905E605D505E8002005DE05E105DE05DB05D9002000410064006F006200650020005000440046002005D405DE05D505EA05D005DE05D905DD002005DC05D405D305E405E105EA002005E705D305DD002D05D305E405D505E1002005D005D905DB05D505EA05D905EA002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002E05D005DE05D905DD002005DC002D005000440046002F0058002D0033002C002005E205D905D905E005D5002005D105DE05D305E805D905DA002005DC05DE05E905EA05DE05E9002005E905DC0020004100630072006F006200610074002E002005DE05E105DE05DB05D90020005000440046002005E905E005D505E605E805D5002005E005D905EA05E005D905DD002005DC05E405EA05D905D705D4002005D105D005DE05E605E205D505EA0020004100630072006F006200610074002005D5002D00410064006F00620065002000520065006100640065007200200035002E0030002005D505D205E805E105D005D505EA002005DE05EA05E705D305DE05D505EA002005D905D505EA05E8002Egt13 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 LVI ltFEFF0049007a006d0061006e0074006f006a00690065007400200161006f00730020006900650073007400610074012b006a0075006d00750073002c0020006c0061006900200076006500690064006f00740075002000410064006f00620065002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006100730020006900720020012b00700061016100690020007000690065006d01130072006f00740069002000610075006700730074006100730020006b00760061006c0069007401010074006500730020007000690072006d007300690065007300700069006501610061006e006100730020006400720075006b00610069002e00200049007a0076006500690064006f006a006900650074002000500044004600200064006f006b0075006d0065006e007400750073002c0020006b006f002000760061007200200061007400760113007200740020006100720020004100630072006f00620061007400200075006e002000410064006f00620065002000520065006100640065007200200035002e0030002c0020006b0101002000610072012b00200074006f0020006a00610075006e0101006b0101006d002000760065007200730069006a0101006d002egt13 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR 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 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE ltFEFF0041006e007600e4006e00640020006400650020006800e4007200200069006e0073007400e4006c006c006e0069006e006700610072006e00610020006f006d002000640075002000760069006c006c00200073006b006100700061002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e007400200073006f006d002000e400720020006c00e4006d0070006c0069006700610020006600f60072002000700072006500700072006500730073002d007500740073006b00720069006600740020006d006500640020006800f600670020006b00760061006c0069007400650074002e002000200053006b006100700061006400650020005000440046002d0064006f006b0075006d0065006e00740020006b0061006e002000f600700070006e00610073002000690020004100630072006f0062006100740020006f00630068002000410064006f00620065002000520065006100640065007200200035002e00300020006f00630068002000730065006e006100720065002egt13 TUR 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Page 44: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

_______________________________________________________________________

_________________________________________________________________________

_________________________________________________________________________

NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)]

MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport

Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS-420 (US-IFPP)

Ft Dodge IARWY 24 201 Penetration

FOD RWY 24

FOD RWY 24 (Continued 2)

FOD RWY 24 (Continued 3)

image1jpg

image2jpg

image3png

image4jpg

afs420sv
File Attachment
291-6pptx

1

09-02-291 Straight-In Minimums NA Night

AFS-450 has been tasked to examine the difference in dimensions between the standard visual area (applicable to circling) and the straight-in and offset visual areas (ie other than circling)

Data appears to be available to support analysis of the straight-in visual area however data gathering may be required to support analysis of the standard (circling) visual area

Data being gathered for the Airport Obstruction Standards Committee (AOSC) ldquoConsolidated Surfacesrdquo project may also support a change to the dimensions of the straight-in visual area A Consolidated Surfaces analysis report by MITRE is expected to be delivered September 2014

Federal Aviation

Administration

April 2014

1

Identify that the procedure VDA must be equal to or greater than the published vertically guided procedure if within the standard range

If no vertically guided procedure is published use commissioned VGSI angle if within the standard range

If VGSI angle is not commissioned or it is not within the standard range use a value within the standard range (AFS-420)

If flight inspection determines the procedure UNSAT due to obstacles (AJW-331 AJV-3 AFS-420)

Re-design the procedure to the highest allowable value within the standard range

If the value required exceeds the standard range do not publish VDA

e When VDA is NA the LPLNAV VDA will be coded as zero (AFS-420)

image1jpeg

afs420sv
File Attachment
291-5pptx

1

09-02-291 Straight-In Minimums NA Night

Issue Straight-in procedure NA at night but circling to the same runway is authorized

Causes

(1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

(2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

Federal Aviation

Administration

1

2

09-02-291 (continued)

- Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

- Standard area extends 10000 feet from origin whereas the straight-in area length is variable

- Offset area (not shown) exceeds lateral boundary of standard area

Federal Aviation

Administration

2

3

09-02-291 (continued)

Resolution

Harmonized Standard (circling) and Straight-In Visual Areas currently in draft Order 82603C out for coordination

Change straight-inoffset beginning width to match the standard arearsquos beginning width of +- 200 feet Data collected through AOSC appears to support this change

Prohibit night landings to a runway when either the standard or straight-inoffset 201 surface is penetrated by an unlit amp unmitigated obstacle

Federal Aviation

Administration

3

image4png

image1jpeg

afs420sv
File Attachment
ACF Slide 09-02-291 JBpptx

MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

Status Rich Boll NBAA agreed to close Item Closed

2

09-02-291 Straight-In Minimums NA Night

Issue Straight-in procedure NA at night but circling to the same runway is authorized

Causes

(1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

(2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

09-02-291 (continued)

- Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

- Standard area extends 10000 feet from origin whereas the straight-in area length is variable

- Offset area (not shown) exceeds lateral boundary of standard area

09-02-291 (continued)

Resolution

(1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

(2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

(3) US-IFPP item is going to remain open until Order 82603C is published

4

afs420sv
File Attachment
Slide for 09_02_291_straight in minimumsppt
  • AERONAUTICAL CHARTING FORUM
  • Instrument Procedures Group
  • October 27 2009
  • HISTORY RECORD
  • FAA Control 09-02-291
  • Subject Straight-in Minimums NA at Night
  • BackgroundDiscussion
  • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
  • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
  • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
  • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
  • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
  • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
  • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
  • Penetrations of the 201 surface on a circling approach results in the following action
  • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
  • An exception is provided in TERPS for certain 201 penetrations
  • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
  • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
  • TERPS 333 d contains the following NOTE
  • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
  • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
  • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
  • STANDARD
  • STRAIGHT-IN
  • OFFSET
  • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
  • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
  • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
  • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
  • Recommendations
  • NBAA recommends the following actions
  • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
  • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
  • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
  • Comments
  • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
  • Submitted by Richard J Boll II
  • Organization NBAA
  • Phone 316-655-8856
  • FAX
  • E-mail richardbollsbcglobalnet
  • Date October 18 2009
  • Data Current as of Sun 18 Oct 2009 162700 GMT
  • KHDN YAMPA VALLEY
  • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
  • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
  • LPV DA MINIMUMS NA
  • LNAVVNAV DA MINIMUMS NA
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (GPS) RWY 28 ORIG-B
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (RNP) Z RWY 10 ORIG
  • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
  • K12J BREWTON MUNI
  • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
  • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
  • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
  • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
  • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
  • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
  • FDC 91802 - FIT BREWTON MUNI BREWTON AL
  • GPS RWY 6 ORIG
  • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
  • FDC 97088 - FIT BREWTON MUNI BREWTON AL
  • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
  • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
  • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
  • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
  • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
  • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
  • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
  • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
  • 2009
  • FDC 84820 - FIT BREWTON MUNI BREWTON AL
  • VORDME OR GPS RWY 30 AMDT 7
  • DISTANCE HIHIT (FAF) TO MAP 440 NM
  • MAP CEW R-3012340 DME
  • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
  • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
  • Number of NOTAMs selected 10 End of Report
  • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
  • _______________________________________________________________________
  • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
  • ACTION ACF-IPG Chair and US-IFPP
  • _________________________________________________________________________
  • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
  • For each approach designed
  • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
  • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
  • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
  • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
  • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
  • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
  • ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
  • ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
  • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
  • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
  • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
  • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
  • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
  • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
  • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
  • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
  • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
  • Status AFS-420 will continue to work the issue through the US-IFPP
  • Item Open AFS-420 (US-IFPP)]
  • _______________________________________________________________________
  • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________

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 DEU 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 GRE 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HEB 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 HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN ltFEFF004b0069007600e1006c00f30020006d0069006e0151007300e9006701710020006e0079006f006d00640061006900200065006c0151006b00e90073007a00ed007401510020006e0079006f006d00740061007400e100730068006f007a0020006c006500670069006e006b00e1006200620020006d0065006700660065006c0065006c0151002000410064006f00620065002000500044004600200064006f006b0075006d0065006e00740075006d006f006b0061007400200065007a0065006b006b0065006c0020006100200062006500e1006c006c00ed007400e10073006f006b006b0061006c0020006b00e90073007a00ed0074006800650074002e0020002000410020006c00e90074007200650068006f007a006f00740074002000500044004600200064006f006b0075006d0065006e00740075006d006f006b00200061007a0020004100630072006f006200610074002000e9007300200061007a002000410064006f00620065002000520065006100640065007200200035002e0030002c0020007600610067007900200061007a002000610074007400f3006c0020006b00e9007301510062006200690020007600650072007a006900f3006b006b0061006c0020006e00790069007400680061007400f3006b0020006d00650067002egt13 ITA 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 JPN ltFEFF9ad854c18cea306a30d730ea30d730ec30b951fa529b7528002000410064006f0062006500200050004400460020658766f8306e4f5c6210306b4f7f75283057307e305930023053306e8a2d5b9a30674f5c62103055308c305f0020005000440046002030d530a130a430eb306f3001004100630072006f0062006100740020304a30883073002000410064006f00620065002000520065006100640065007200200035002e003000204ee5964d3067958b304f30533068304c3067304d307e305930023053306e8a2d5b9a306b306f30d530a930f330c8306e57cb30818fbc307f304c5fc59808306730593002gt13 KOR ltFEFFc7740020c124c815c7440020c0acc6a9d558c5ec0020ace0d488c9c80020c2dcd5d80020c778c1c4c5d00020ac00c7a50020c801d569d55c002000410064006f0062006500200050004400460020bb38c11cb97c0020c791c131d569b2c8b2e4002e0020c774b807ac8c0020c791c131b41c00200050004400460020bb38c11cb2940020004100630072006f0062006100740020bc0f002000410064006f00620065002000520065006100640065007200200035002e00300020c774c0c1c5d0c11c0020c5f40020c2180020c788c2b5b2c8b2e4002egt13 LTH 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 NLD (Gebruik deze instellingen om Adobe PDF-documenten te maken die zijn geoptimaliseerd voor prepress-afdrukken van hoge kwaliteit De gemaakte PDF-documenten kunnen worden geopend met Acrobat en Adobe Reader 50 en hoger)13 NOR ltFEFF004200720075006b00200064006900730073006500200069006e006e007300740069006c006c0069006e00670065006e0065002000740069006c002000e50020006f0070007000720065007400740065002000410064006f006200650020005000440046002d0064006f006b0075006d0065006e00740065007200200073006f006d00200065007200200062006500730074002000650067006e0065007400200066006f00720020006600f80072007400720079006b006b0073007500740073006b00720069006600740020006100760020006800f800790020006b00760061006c0069007400650074002e0020005000440046002d0064006f006b0075006d0065006e00740065006e00650020006b0061006e002000e50070006e00650073002000690020004100630072006f00620061007400200065006c006c00650072002000410064006f00620065002000520065006100640065007200200035002e003000200065006c006c00650072002000730065006e006500720065002egt13 POL 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 PTB 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 RUM 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 RUS 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 SKY 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 SLV 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 SUO 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 SVE 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 TUR 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 UKR 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 ENU (Use these settings to create Adobe PDF documents best suited for high-quality prepress printing Created PDF documents can be opened with Acrobat and Adobe Reader 50 and later)13 gtgt13 Namespace [13 (Adobe)13 (Common)13 (10)13 ]13 OtherNamespaces [13 ltlt13 AsReaderSpreads false13 CropImagesToFrames true13 ErrorControl WarnAndContinue13 FlattenerIgnoreSpreadOverrides false13 IncludeGuidesGrids false13 IncludeNonPrinting false13 IncludeSlug false13 Namespace [13 (Adobe)13 (InDesign)13 (40)13 ]13 OmitPlacedBitmaps false13 OmitPlacedEPS false13 OmitPlacedPDF false13 SimulateOverprint Legacy13 gtgt13 ltlt13 AddBleedMarks false13 AddColorBars false13 AddCropMarks false13 AddPageInfo false13 AddRegMarks false13 ConvertColors ConvertToCMYK13 DestinationProfileName ()13 DestinationProfileSelector DocumentCMYK13 Downsample16BitImages true13 FlattenerPreset ltlt13 PresetSelector MediumResolution13 gtgt13 FormElements false13 GenerateStructure false13 IncludeBookmarks false13 IncludeHyperlinks false13 IncludeInteractive false13 IncludeLayers false13 IncludeProfiles false13 MultimediaHandling UseObjectSettings13 Namespace [13 (Adobe)13 (CreativeSuite)13 (20)13 ]13 PDFXOutputIntentProfileSelector DocumentCMYK13 PreserveEditing true13 UntaggedCMYKHandling LeaveUntagged13 UntaggedRGBHandling UseDocumentProfile13 UseDocumentBleed false13 gtgt13 ]13gtgt setdistillerparams13ltlt13 HWResolution [2400 2400]13 PageSize [612000 792000]13gtgt setpagedevice13

Page 45: AERONAUTICAL CHARTING FORUM Instrument Procedures … · AERONAUTICAL CHARTING FORUM Instrument Procedures Group October 27, 2009 HISTORY RECORD FAA Control # 09-02-291 Subject: Straight-in

MEETING 15-01 Tom Schneider AFS-420 briefed using a slide ( ) provided by John Bordy AFS-420 recapping the issue of segment width differences for circling vs straight-in The old policy was a 400rsquo width and the new policy is a 200rsquo width providing consistency between straight-in and circling The memo issued in November 2014 was also displayed to the group The policy is now in use by Aeronautical Information Services (AIS) Procedures will be updated at the time of the next Periodic Review Lev Prichard Allied Pilots Association asked if PAPIVASI mitigation for 201 surface penetrations can be waived and Rick Dunham AFS-420 said yes Tom advised the issue is still open in US-IFPP pending publication of Order 82603C and asked NBAA if they would be willing to close

Status Rich Boll NBAA agreed to close Item Closed

2

09-02-291 Straight-In Minimums NA Night

Issue Straight-in procedure NA at night but circling to the same runway is authorized

Causes

(1) Difference in size between the standard visual area (circling) and the straight-inoffset visual area

(2) Current policy only restricts the minimums to which the visual area is being assessed (ie circling visual area penetration does not affect the straight-in)

09-02-291 (continued)

- Standard area begins at +- 200 foot width whereas straight-in area begins at +- 400 feet

- Standard area extends 10000 feet from origin whereas the straight-in area length is variable

- Offset area (not shown) exceeds lateral boundary of standard area

09-02-291 (continued)

Resolution

(1) The standard (circling) area and straight-in area process have been revised with the issuance of AFS-400 policy memorandum dated 11042014 This will be incorporated into the next revision of Order 82603

(2) Draft verbiage has been added to Order 82603C to deny circling to a runway at night when the straight-in approach is restricted

(3) US-IFPP item is going to remain open until Order 82603C is published

4

afs420sv
File Attachment
Slide for 09_02_291_straight in minimumsppt
  • AERONAUTICAL CHARTING FORUM
  • Instrument Procedures Group
  • October 27 2009
  • HISTORY RECORD
  • FAA Control 09-02-291
  • Subject Straight-in Minimums NA at Night
  • BackgroundDiscussion
  • The user community has raised questions concerning certain instrument approach procedure (IAP) charts containing the statement ldquoStraight-in minimums NA at nightrdquo when circling minimums for the approach are authorized and where a circle-land-maneuver to that runway is authorized using another IAP that serves the airport NBAA offers two examples Hayden CO (HDN) and Brewton AL (12J) where straight in minimums are not authorized at night (see attached HDN RNAV (GPS) Rwy 28 and 12J VORDME Rwy 30) However in both cases circling minimums published on these IAPs remain authorized at night and an IAP for a different runway authorizes circle to landing on the same runway where the use of the straight-in minimums is not authorized
  • TERPS para 251 defines the visual portion of the final approach segment and establishes criteria for obstacle clearance in this visual portion based on the assessment of two slopes set at 341 and at 201 Chapter 3 paragraph 333d provides procedures for determining the visibility based on the evaluation of the visual segment of the final approach segment (NOTE instructions and criteria provided in these two sections for assessment of the visual segment are not in agreement with each other)
  • The visual segment assessment areas differ in dimension depending on whether a straight-in approach (STRAIGHT-IN AREA) circling approach (STANDARD AREA) or straight-in approach not aligned with the runway centerline (OFFSET) is being evaluated The purpose of these evaluations is to determine if night operations must be prohibited due to close-in unlighted obstacles or whether visibility minimums must be restricted
  • Penetrations of the 201 surface affect the usability of the approach at night If a straight-in runwayrsquos 201 surface is penetrated ONE of the following actions is taken
  • 332 d (2)(b) 1 Adjust the obstacle height below the surface or remove the penetrating obstacles
  • 332 d (2)(b) 2 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and take action to have the penetrating obstacles marked and lighted
  • 332 d (2)(b) 3 Do not publish a VDP limit minimum visibility to 1 mile5000 RVR and publish a note denying the approach (both straight-in and circling) to the affected runway at night [also see paragraph 332d(2)(d)]
  • Penetrations of the 201 surface on a circling approach results in the following action
  • 332 d (2)(c) 201 Surface Penetrations (circling runways) Mark and light the penetrating obstacles or publish a note denying night circling to the affected runway (except as noted below)
  • An exception is provided in TERPS for certain 201 penetrations
  • 332 d (2)(d) 201 Surface Penetrations are sometimes impossible to mark and light In these cases ONLY nighttime operations may continue where an operating VGSI set at an angle ge 3 degrees serves the runway and its associated OCS is verified to be clear The approach chart must be annotated to indicate the straight-in approach procedure or circling operation (as appropriate) is not authorized at night when the VGSI is inoperative
  • Since neither of these procedures contain notes referencing the operation of the VGSI it can be assumed that this exception does not apply to the HDN and 12J examples
  • TERPS 333 d contains the following NOTE
  • Note 1 The type of visual area assessment conducted and the subsequent results depend on how the runway is used in relation to the procedure being developed For example a runway is served by an approach procedure not aligned with the runway centerline and is authorized for landing from a circling maneuver on another approach procedure to a different runway receives both standard and offset evaluations However it is not necessary to publish the results of a STANDARD area assessment to the runway to which the approach is being developed
  • On the two examples provided HDN and 12J the use of the straight-in landing minimums are prohibited at night which would indicate that the OFFSET assessment arearsquos 201 slope has been penetrated (OFFSET is used because in both cases the final approach course is not aligned with the runway centerline) However as two different approaches to this airport illustrate circling to the same runway is not prohibited even though the straight-in approach is prohibited The only logical explanation is the differing dimensions of the assessment areas for straight-in minimums (OFFSET area) in the case of HDN and 12J) and circling minimums (STANDARD area) to the applicable runway as allowed for by the NOTE shown above
  • As can be seen in these excerpts from TERPS the STRAIGHT-IN and OFFSET assessment areas are larger in width than the STANDARD (circling) assessment area
  • STANDARD
  • STRAIGHT-IN
  • OFFSET
  • It is likely that the application of the OFFSET assessment area has located offending obstacles that are otherwise missed with the application of the STANDARD assessment area Perhaps the difference results from nothing more than the presence of lights or lack thereof on the affected obstacles
  • In any event the fact that an IAP states that use of the straight-in minimums to a runway is not authorized at night while at the same time an IAP serving a different runway allows for circling to the very same runway at night introduces confusion for the pilot This practice encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach
  • Further it appears that this discrepancy might actually increase the risk of a low altitude encounter with unlighted low close in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the STANDARD area and the STRAIGHT-IN or OFFSET areas
  • NOTE While the HDN RNAV (GPS) Runway 28 approach straight-in minimums have been NOTAMrsquod NA the 12J VORDME Runway 30 approach remains effective (see attached NOTAMS
  • Recommendations
  • NBAA recommends the following actions
  • 1 Take action to harmonize TERPS paragraph 251 and TERPS chapter 3 paragraph 333 (d) with respect to visual segment obstacle assessment
  • 2 Assess the need to deny landing from a circling approaches to a runway where the STRAIGHT IN or OFFSET assessment results in a denial of the use of the straight-in landing minimums at night for that runway
  • 3 Since circling approaches involve low-altitude flight maneuvers towards the landing runway additional lateral protection must be provided beyond those stipulated in the STANDARD assessment area Therefore amend TERPS to expand the STANDARD assessment area to encompass the maneuvering necessary to align the aircraft with the final approach segment
  • Comments
  • This recommendation affects FAAO 82603 United States Standard for Terminal Instrument Procedures (TERPS)
  • Submitted by Richard J Boll II
  • Organization NBAA
  • Phone 316-655-8856
  • FAX
  • E-mail richardbollsbcglobalnet
  • Date October 18 2009
  • Data Current as of Sun 18 Oct 2009 162700 GMT
  • KHDN YAMPA VALLEY
  • 10001 - COM EFAS OUTLET 1220 OTS WIE UNTIL UFN CREATED 01 OCT 0110 2009
  • FDC 94500 - FIT YAMPA VALLEY HAYDEN CO RNAV (GPS) Y RWY 10 AMDT 1
  • LPV DA MINIMUMS NA
  • LNAVVNAV DA MINIMUMS NA
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 94499 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (GPS) RWY 28 ORIG-B
  • LNAV MDA MINIMUMS NA WIE UNTIL UFN CREATED 09 OCT 1822 2009
  • FDC 95427 - FIT YAMPA VALLEY HAYDEN CO
  • RNAV (RNP) Z RWY 10 ORIG
  • PROCEDURE NA WIE UNTIL UFN CREATED 23 APR 1326 2009
  • K12J BREWTON MUNI
  • 10306 - OBST TOWER 775 (501 AGL) 1107 NNW LGTS OTS
  • (ASR 1035440) WIE UNTIL 01 NOV 0325 2009 CREATED 17 OCT 0326 2009
  • 10272 - OBST TOWER 459 (253 AGL) 928 W LGTS OTS (ASR
  • 1224653) WIE UNTIL 30 OCT 2242 2009 CREATED 15 OCT 2242 2009
  • 10188 - OBST TOWER 625 (400 AGL) 434 NNE LGTS OTS (ASR
  • 1036525) WIE UNTIL 25 OCT 0502 2009 CREATED 10 OCT 0502 2009
  • FDC 91802 - FIT BREWTON MUNI BREWTON AL
  • GPS RWY 6 ORIG
  • PROCEDURE NA AT NIGHT WIE UNTIL UFN CREATED 03 JUN 1823 2009
  • FDC 97088 - FIT BREWTON MUNI BREWTON AL
  • TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES
  • NOTE RWY 12 TREE 199 FEET FROM END OF RUNWAY 495 FEET RIGHT
  • OF CENTERLINE 57 FEET AGL156 FEET MSL ROAD 1906 FEET FROM END
  • OF RUNWAY 456 FEET RIGHT OF CENTERLINE 15 FEET AGL156 FEET
  • MSL RWY 30 TREE 92 FEET FROM END OF RUNWAY 391 FEET RIGHT OF
  • CENTERLINE 46 FEET AGL126 FEET MSL TREE 2654 FEET FROM END OF
  • RUNWAY 1129 FEET LEFT OF CENTERLINE 83 FEET AGL161 FEET MSL
  • ALL OTHER DATA REMAINS AS PUBLISHED WIE UNTIL UFN CREATED 05 MAY 1245
  • 2009
  • FDC 84820 - FIT BREWTON MUNI BREWTON AL
  • VORDME OR GPS RWY 30 AMDT 7
  • DISTANCE HIHIT (FAF) TO MAP 440 NM
  • MAP CEW R-3012340 DME
  • TERMINAL ROUTE (ITUYU) CEW R-35814 DME (IAF) ARC TO ROICE
  • (CEW R-30114 DME) MIN ALT 2300 WIE UNTIL UFN CREATED 25 AUG 1944 2008
  • Number of NOTAMs selected 10 End of Report
  • Initial Discussion - Meeting 09-02 New issue presented by Rich Boll NBAA Rich stated that NBAA members have raised questions concerning certain instrument approach procedure (IAP) charts that contain the statement ldquoStraight-in minimums NA at nightrdquo however circling minimums for the same approach are authorized Additionally in some cases a circle-land maneuver to that runway is authorized if using another IAP that serves the airport - Several charted examples were provided in the Recommendation Document - see above NBAA believes this scenario introduces confusion for the pilot and also encourages pilots to conduct the much riskier circle-to-land approach at night in lieu of conducting a stabilized straight-in approach This perceived contradiction might actually increase the risk of a low altitude encounter with unlighted low close-in obstacles since the circling maneuver by nature is more likely to encounter obstacles at the fringes of the visual obstacle assessment area This is especially true for those obstacles that lie between the lateral limits of the Standard area and the Straight-in or Offset areas TERPS paragraph 251 specifies 3 different visual obstacle assessment areas Standard Straight-in and Offset however there seems to be a contradiction between TERPS paragraph 251 and the required actions of TERPS Chapter 3 paragraph 332d Brad Rush AJW-372 stated that in some cases minimums are restricted due to survey accuracy He questioned whether we should ever allow circling to a runway where an IFR straight-in approach is not authorized at night Tom Schneider AFS-420 concluded that this is a TERPS criteria issue and must be worked through the US-IFPP ACTION ACF-IPG Chair and US-IFPP
  • _______________________________________________________________________
  • MEETING 10-01 Tom Schneider AFS-420 briefed the following update as received from Jack Corman AFS-420 and Executive Director of the US-IFPP If an approach meets straight-in requirements even though offset it will receive a straight-in visual segment evaluation using the criteria that accounts for an off-set final segment If the evaluation results in mitigation actions that cannot be met at night night operations FROM THIS APPROACH to that runway will be disallowed In these cases because the aircraft is approaching the runway from a straight-in alignment the straight-in approach visual segment serves as the circling evaluation to this runway Other runways receive a standard evaluation Aircraft circling to the example runway from approaches to other runways are not prescribed a path to fly in the circling maneuver The standard area assessment evaluates the area where circling aircraft are expected to gain alignment and descend to the runway for landing If no mitigation is required for the standard evaluation night operations to the runway from approaches to other runways will be allowed ACTION accepted TERPS will be revised to assure circling to the straight-in approach runway from the straight-in approach (as in the stated example) is not allowed when offending obstacles cannot be mitigated The existing visual area dimensions are deemed satisfactory and will not be revised Rich Boll NBAA stated that he still has concerns with the proposed policy as it continues to allow a circling approach and landing from a published approach to a different runway to the runway where straight-in minimums are NA at night He added that the visual assessment area must be larger to account for joining the straight-in assessment area Rich recommended and was supported by others that consideration should be given to not allowing a circling approach to runways where straight-in minimums are NA at night Tom agreed to take the concerns back to the US-IFPP and ask for additional analysis
  • ACTION ACF-IPG Chair and US-IFPP
  • _________________________________________________________________________
  • MEETING 10-02 Tom Schneider AFS-420 briefed the following input from TJ Nichols the AFS-420 conventional TERPS criteria specialist The issue was resolved by the AFS-1 memorandum to AJW-3 dated October 1 2010 In summary only those airports notified of 201 penetrations within the three years preceding this memorandum (ie Oct 1 2007 through Sep 30 2010) continue to be exempted from compliance with Order 82603 paragraph 251 and only for the period specified in AJWs letter to the airport operator Tom went on to say that while this response addresses straight-in minimums at night when there are visual surface penetrations it does not address the original NBAA concern ie if straight in minimums are not authorized at night on a specific approach to a runway how can an aircraft be allowed to circle to land on that runway from another approach to a different runway NBAA believes that circling to a runway where straight-in minimums are not authorized at night should also not be allowed at night Tom will take the issue back to AFS-420 and have an answer at the next meeting ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-01 Tom Schneider AFS-420 briefed the following draft change proposal to FAA Order 82603 from TJ Nichols the AFS-420 lead conventional TERPS criteria specialist The change will be presented to the US-IFPP at the next meeting
  • For each approach designed
  • 1 Require evaluation of the applicable visual area assessment (straight-in or offset) to the approach runway If there are published approach procedures to other runways the applicable visual area is assessed separately for that approach and the procedure will be annotated accordingly Therefore no extra standard visual area assessment is required
  • 2 Require an additional standard visual area assessment only to those runways without a published approach procedure and to which circling is authorized
  • 3 Annotate the approach procedure to indicate that each runway with a documented unlit unmitigated 201 visual area penetration is not available at night eg
  • Option 1 RWY 36 NA at night or RWY 36 and 27 NA at night
  • Option 2 RWY 36 straight-in and circling NA at night or RWY 36 straight-in and circling and RWY 091827 circling NA at night
  • Lev Prichard APA stated that Option 1 was confusing and he believed Option 2 is preferred the group agreed The Executive Director of the US-IFPP will keep the ACF apprised of the issue status ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 11-02 Tom Schneider AFS-420 briefed the following update as received from TJ Nichols the AFS420 lead specialist for conventional TERPS criteria This issue was briefed at the June 2011 US-IFPP meeting where consensus was to reject the previous proposal Participants acknowledged that there is an intentional difference in the alignment and dimensions of the different visual areas Assuming that the standard visual area to the circling runway is suitable for its purpose the US-IFPP participants agreed that it is illogical to impose a restriction on the circling approach based on the straight-in or offset analysis which in many cases is based on a completely different final approach path The recommendation was for Flight Standards to determine whether the current standard visual area provides adequate protection for the visual portion of a circling approach from the point the aircraft leaves CMDA A request for AFS-450 analysis has been made to evaluate the adequacy of the standard visual area defined in Order 82603B Volume 1 paragraph 332d This request has been forwarded and is pending AFS450 acceptance Rick Dunham AFS-420 briefed that the study is to determine whether the straight-in and circling surfaces can be harmonized It will include checking historical aspects behind the current criteria Hard data is necessary to support a criteria change Rich Boll NBAA restated that it is difficult to understand how a straight-in RNAV (GPS) approach is not authorized at night yet circling to that same runway is allowed Steve Serur ALPA stated that years ago some VASI system were locally installed but may not have had a commissioning flight inspection He recommended checking the NASR database and if the VASI system has not been formally commissioned then it shouldnt be used as a mitigation for night operations as it cannot be assumed the obstacle surface is clear Tom added that there is a wider area analyzed for a straight-in approach to transition to runway centerline because of the wider final approach trapezoid and the fact that the final approach course may not be aligned with the runway centerline The circling area is more narrow because the pilot is visual in the circling area and normally descends when aligned with the runway Rick added that even though the pilot may be confused the analysis is safe He added there are more and more RNAV (GPS) approaches being published with a NA at night if VASI inop note
  • ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 12-01 Tom Schneider AFS-420 briefed that as noted at the last US-IFPP meeting on April 13 research of the history defining the current obstacle areas is on-going within AFS-420 and 450 and AFS-450 is still studying the adequacy of the circling visual segment Steve Serur ALPA asked whether any check had been made regarding VGSI flight inspections Tom responded no Brad Rush AJV-3B stated that procedure specialists check the Air-Nav data base when developing procedures Tom stated that one would have to assume that the VGSI systems at all Part 139 airports have been flight inspected Brad added that if there is no survey for the airport they must assume 201 penetrations exist ACTION AFS-420 and AFS-450 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 12-02 Rick Dunham AFS-420 briefed that no analysis of straight-in and circling surfaces has been accomplished due to other higher order analysis projects This project is on hold pending funding and manpower Rick added that the US-IFPP considers the cost-benefit of this study to be marginal in overall impact to NAS operations and could adversely impact the current minimums if the two surfaces are harmonized John Collins GA Pilot asked about the impact on minima Rick responded that the study is looking at harmonizing the surfaces without impacting minimums and that AFS-420 and 450 will continue to work the issue through the US-IFPP ACTION AFS-420 and AFS-450 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-01 Valerie Watson AJV-3B briefed the following update from Brad Rush AJV-3B who could not attend The issue was briefed at the US-IFPP in January and although short-term and long-term solutions are being addressed nothing concrete has developed thus far AFS-420 AFS-460 and AeroNav Products have determined a short term fix that can be implemented reasonably is to change the terminology of the subject notes Instead of using notes indicating straight-in or circling the recommendation is to indicate Night Landing An example of such notes would be ldquoNight landing RWY 9 27 32 NA and RWY 14 26 requires use of VGSIrdquo NBAA has been coordinated with on the subject note and agrees with the concept Work will continue on the issue and a recommendation will be provided to the US-IFPP in June Bob Lamond asked whether the NBAA note recommendation regarding the VGSI use is still under consideration Night landing RWY 9 27 32 NA RWY 14 26 operational VGSI required remain on or above visual glidepath until threshold Tom responded that nothing is final yet however there is concern the NBAA-proposed language is overly wordy An extract of the US-IFPP minutes and example notes are provided here ( ) AFS-420 will continue to track the issue through the US-IFPP and make changes to FAA Order 826019 as necessary
  • ACTION AFS-420 (US-IFPP)
  • ________________________________________________________________________
  • MEETING 13-02 Rich Boll NBAA presented an addendum to the original recommendation Document ( ) NBAA is concerned over a recent proliferation of NOTAMS affecting straight-in andor circling minima on instrument approach procedures The NOTAMs specify that straight-in and circling minimums are NA at night Without straight-in or circling minima the affected approaches are not authorized at night since there is no way to complete the approach Pilots should not request nor should ATC issue a clearance for an approach where both straight-in and circling minima are NA When this situation occurs NBAA believes Order 826019 should clearly state that the procedure itself must NA at night
  • Tom Schneider AFS-420 stated that AFS-420 agrees with this proposal and has included the following change to current paragraph 8-54m(2)(a) in Order 826019F If unable to authorize night minimums (eg when both straight-in and circling minimums are not authorized at night) use ldquoChart note Procedure NA at night Tom also noted that additional changes have been made to the draft Order as briefed at the last ACF meeting
  • Brad Rush AJV-3B commented on draft Order 826019F paragraph 8-54m(2)(h) note that states ldquoremain on or above the VGSI glide path until thresholdrdquo portion not being necessary and in fact redundant The group initially concurred Bill Hammett AFS-420 (ISIPragmatics Contract Support) said the Order is still out for formal coordination so comments can still be made Tom asked if NBAA agreed with removing the comment portion in subparagraph (h) Rich Boll NBAA had questions on this and subparagraph (g) and then presented a PowerPoint discussion on operations surfaces and minima from the NBAA perspective A copy of Richrsquos presentation is provided here ( ) He concluded prohibitions on operations at night must be consistent for the affected runway across all charts NBAA believes surfaces should be aligned and should protect aircraft on the visual portion of an approach and until this is accomplished FAA needs to stop applying TERPS paragraph 3-3-2 Lev Prichard APA stated that circling approaches should be almost obsolete since current rules allow a straight-in RNAV approach to be developed nearly everywhere Therefore current policy is forcing pilots to fly a more risky circling maneuver Kel Christianson AFS-470 said the note in subparagraph (h) is there as mitigation for 201 visual surface obstacle penetrations Tom asked Rich again specifically about the note in subparagraph (h) regarding remaining on or above the VGSI Rich stated the note should remain in support of Kelrsquos comment A group discussion followed Bob Lamond NBAA emphasized that NBAA wants action on this issue ASAP as it is impacting operations Tom Schneider AFS-420 asked what harm does the note do Val Watson AJV-3B responded that is takes up white space on the chart and that providing pilot guidance is not the purpose of an approach chart John Moore Jeppesen supported Vals position adding that pilot guidance should be contained in the AIM IPH etc John Frazier Advanced Aircrew Academy stated that if we start publishing notes to advise pilots to stay on or above the VGSI will there be pilots that think if there is no note they dont have to follow the VGSI Kel stated that the VGSI is used to support a waiver and was concerned to hear comments that pilots may not be following the VGSI John Collins GA Pilot stated that he supports the note as it is rulemaking under Part 97 If the VGSI is used to mitigate 201 surface penetrations then it should be so noted After the discussion Tom said we will retain note as is and reminded the group this was the direction decided upon at the last ACF Bruce DeCleene AFS-400 opened a discussion regarding charting unlit obstacles Tom said we have forced obstacles to be lit but this does not work in every case Brad stated charting all unlit obstacles would result in a black blob on chart Rich again questioned suspending 3-3-2 (c) until issue brought up by NBAA addressed Tom said this would need to be brought up in AFS-400 since there are possibly bigger ramifications
  • Tom also briefed the following update as received from John Bordy the AFS-420 conventional TERPS criteria specialist ldquoIn June 2013 the US-IFPP designated AFS-420 to lead a working group to develop a recommended position related to all aspects of visual segments to include using VGSI to mitigate 201 visual surface penetrations To date no working group has been convened due to other commitments however there has been other significant activity by AFS-400 relating to 201 penetrations These include but are not limited to
  • 1) The issuance of a waiver in September to allow the temporary use of VGSI in lieu of obstruction lighting prior to receiving explicit approval from AFS
  • 2) A waiver was issued in September to temporarily mitigate 201 penetrations that exceed the lateral boundaries of localizerLP signals (ILS LOC LPV LP IAPs only)
  • 3) Additionally in September representatives from AFS-400 participated in a tiger team along with representatives of Mission Support Services AeroNav Products (AJV-3) and the Airports Division (AAS-100) to develop risk-based requirements (assessment response times NOTAM actions etc) related to the discovery of 201 penetrations The tiger teams recommendations are currently under management review
  • 4) AFS-400 is also considering issuing a waiver that will allow application of a beginning straight-inoffset visual surface width of +- 200 ft for CAT AB aircraft on all IAPs that have CAT AB minimums published even when higher CAT minimums are established to the same runway
  • 5) Lastly John stated that during the October 23 AFS-400 Division Managers meeting Bruce DeCleene Manager AFS-400 stated this ACF issue is being added to the Divisions One Plan He directed that AFS-450 work hand-in-hand with the Airport Obstructions Standards Committee (AOSC) to acquire data so an objective analysis can be made regarding what area needs to be considered when assessing visual surfaces The AOSC through MITRE has already collected much data that could be used for analysis of straight-in procedures but its likely AFS-450 will need to obtain additional data related to aircraft alignment with the landing runway following a circling maneuver An AOSC working group telcon is scheduled prior to the ACF meeting where John Bordy AFS-420 will bring this issue up to the members to ensure all are on board as well John has also agreed to keep the ACF informed of future actions of the working grouprdquo
  • Bruce DeCleene AFS-420 provided a brief recap on 201 visual surface penetrations The VGSI angles are usually reasonably coincidental with the approach VDA More and more 201 penetrations are being noted and there is increased pushback from users regarding minimaprocedure loss on procedures that have been in place for many years We need to look at risk If the risk is low then give the airport time to fix the problem If the risk is high then amend or cancel the procedure If the risk is medium then apply a combination of the above This would be a near term solution For long term we need to determine why there is an increase in penetrations and we need to study the effectiveness of using VGSI as mitigation We also need to assess what data we currently have on the surfaces in question and collect new data using the best technology available John Collins GA Pilot stated that ldquoProcedure NA at nightrdquo NOTAMs affect more GA airports and he believes FAA is attempting to apply an airline solution for all airports when GA can easily accept a 4 degree descent angle Bruce responded that the goal is to provide a descent angle to get all aircraft into a position to land The preference is to not always use 3 degrees rather to use an angle that coincides with the VGSI He stated that he is a strong proponent for vertically guided approaches and if there is vertical guidance available to a runway then it should be used John agreed however adding that vertical guidance is not as substantial for GA operations
  • Status AFS-420 will continue to work the issue through the US-IFPP
  • Item Open AFS-420 (US-IFPP)]
  • _______________________________________________________________________
  • MEETING 14-01 Tom Schneider AFS-420 briefed on a slide provided by John Bordy AFS-420 ( ) Bob Lamond NBAA then briefed on an NBAA slide ( ) example (Ft Dodge IA) where a 3 foot furrow of dirt in the adjacent farmerrsquos field penetrates the 201 surface and has rendered night operations NA Jay Jackson AJV-22 discussed 201 mitigations (about 2500 of them in system) and stated that for an obstacle from a data base perspective the solution seems simple for airports to advise the FAA when one of these minor obstacles is removed so that it can be mitigated Bob re-emphasized that a plow furrow in a farm field should not constitute a 201 penetration stressing that this is not logical and questioned if criteria could take situations like this into account AFS-420 will continue to monitor progress on this issue
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________
  • MEETING 14-02 Tom Schneider AFS-420 provided an update ( ) from John Bordy AFS-420 showing the current standard and what changes are in progress Rick Dunham AFS-420 advised this may change before FAA Order 82603C is finalized and stated that the guidance will harmonize the visual straight-in and circling issue along with a number of 201 issues Tom said the last slide will be submitted at January 2015 US-IFPP Rick has done some ad-hoc coordination with US-IFPP members via email and received verbal concurrence on proposed changes Kevin Bridges AIR-130 inquired about the splay to be used stating his concern on flight check of obstacles Rick said they will report any obstacles they see along edges Rick discussed safety case and data risk management methods used to warrant this change Vincent Massimini MITRE asked if the intent is to prohibit night landings on instrument approaches Tom stated that policy in FAA Order 826019 has changed and addresses ldquoinstrumentrdquo flight procedures and this does not impact operations conducted under VFR Rick advised that a memo is being finalized to change the current FAA Order 82603B criteria immediately (not wait for FAA Order 82603C publication) Rich Boll NBAA asked about procedure revisions and Brad Rush AJV-344 said policy when reviewing a procedure is to review ldquoallrdquo runway visual areas at same time at the airport
  • Status AFS-420 will continue to work the issue through the US-IFPP Item Open AFS420 (US-IFPP)
  • _________________________________________________________________________

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25613 Quality 3013 gtgt13 AntiAliasGrayImages false13 CropGrayImages true13 GrayImageMinResolution 30013 GrayImageMinResolutionPolicy OK13 DownsampleGrayImages true13 GrayImageDownsampleType Bicubic13 GrayImageResolution 30013 GrayImageDepth -113 GrayImageMinDownsampleDepth 213 GrayImageDownsampleThreshold 15000013 EncodeGrayImages true13 GrayImageFilter DCTEncode13 AutoFilterGrayImages true13 GrayImageAutoFilterStrategy JPEG13 GrayACSImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 GrayImageDict ltlt13 QFactor 01513 HSamples [1 1 1 1] VSamples [1 1 1 1]13 gtgt13 JPEG2000GrayACSImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 JPEG2000GrayImageDict ltlt13 TileWidth 25613 TileHeight 25613 Quality 3013 gtgt13 AntiAliasMonoImages false13 CropMonoImages true13 MonoImageMinResolution 120013 MonoImageMinResolutionPolicy OK13 DownsampleMonoImages true13 MonoImageDownsampleType Bicubic13 MonoImageResolution 120013 MonoImageDepth -113 MonoImageDownsampleThreshold 15000013 EncodeMonoImages true13 MonoImageFilter CCITTFaxEncode13 MonoImageDict ltlt13 K -113 gtgt13 AllowPSXObjects false13 CheckCompliance [13 None13 ]13 PDFX1aCheck false13 PDFX3Check false13 PDFXCompliantPDFOnly false13 PDFXNoTrimBoxError true13 PDFXTrimBoxToMediaBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXSetBleedBoxToMediaBox true13 PDFXBleedBoxToTrimBoxOffset [13 00000013 00000013 00000013 00000013 ]13 PDFXOutputIntentProfile ()13 PDFXOutputConditionIdentifier ()13 PDFXOutputCondition ()13 PDFXRegistryName ()13 PDFXTrapped False1313 CreateJDFFile false13 Description ltlt13 ARA 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 CHS ltFEFF4f7f75288fd94e9b8bbe5b9a521b5efa7684002000410064006f006200650020005000440046002065876863900275284e8e9ad88d2891cf76845370524d53705237300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c676562535f00521b5efa768400200050004400460020658768633002gt13 CHT ltFEFF4f7f752890194e9b8a2d7f6e5efa7acb7684002000410064006f006200650020005000440046002065874ef69069752865bc9ad854c18cea76845370524d5370523786557406300260a853ef4ee54f7f75280020004100630072006f0062006100740020548c002000410064006f00620065002000520065006100640065007200200035002e003000204ee553ca66f49ad87248672c4f86958b555f5df25efa7acb76840020005000440046002065874ef63002gt13 CZE ltFEFF005400610074006f0020006e006100730074006100760065006e00ed00200070006f0075017e0069006a007400650020006b0020007600790074007600e101590065006e00ed00200064006f006b0075006d0065006e0074016f002000410064006f006200650020005000440046002c0020006b00740065007200e90020007300650020006e0065006a006c00e90070006500200068006f006400ed002000700072006f0020006b00760061006c00690074006e00ed0020007400690073006b00200061002000700072006500700072006500730073002e002000200056007900740076006f01590065006e00e900200064006f006b0075006d0065006e007400790020005000440046002000620075006400650020006d006f017e006e00e90020006f007400650076015900ed007400200076002000700072006f006700720061006d0065006300680020004100630072006f00620061007400200061002000410064006f00620065002000520065006100640065007200200035002e0030002000610020006e006f0076011b006a016100ed00630068002egt13 DAN 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 DEU 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 ESP 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HEB 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HRV (Za stvaranje Adobe PDF dokumenata najpogodnijih za visokokvalitetni ispis prije tiskanja koristite ove postavke Stvoreni PDF dokumenti mogu se otvoriti Acrobat i Adobe Reader 50 i kasnijim verzijama)13 HUN 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ltFEFF005500740069006c0069007a007a006100720065002000710075006500730074006500200069006d0070006f007300740061007a0069006f006e00690020007000650072002000630072006500610072006500200064006f00630075006d0065006e00740069002000410064006f00620065002000500044004600200070006900f900200061006400610074007400690020006100200075006e00610020007000720065007300740061006d0070006100200064006900200061006c007400610020007100750061006c0069007400e0002e0020004900200064006f00630075006d0065006e007400690020005000440046002000630072006500610074006900200070006f00730073006f006e006f0020006500730073006500720065002000610070006500720074006900200063006f006e0020004100630072006f00620061007400200065002000410064006f00620065002000520065006100640065007200200035002e003000200065002000760065007200730069006f006e006900200073007500630063006500730073006900760065002egt13 JPN 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