Olle Åkerlind

From takeoff

Producedfor Luftfartsverket,AIS/IPby Olle Åkerlind.

Cover photo: Vicke Malmström

© November1994

No partof this book maybereproducedin anyform or by anyelectronicormechanicalmeans,including informationand retrievaldevicesor systems,withoutwritten permissionfrom the publisher.

Thisbook is intendedfor personnelinvolved in the useofthe airspacewe fly in. The contentsis basedon the official re-gulationsin force at the time of writing, andit must~ beusedasanythingbut an approximateguldesinceit will not beupdatedandrevisedasthe regulationschangeovertime.

Thepurposeof this bookis to describethe basicdesigncri-teria in usetoday,andto heightenairspaceusers’awarenessof the (small)tolerancesactuallyusedin the designof the pro-cedureson which their lives literally depend.

Abbreviations

A D MAPt Missed approach pointAFIS MAX Maximum (at or below)ALT MDA Minimum descent altitudeALTN MDH Minimum descent heightAPL MET MeteorologyATC MIN Minimum (at or above)

MIN Minute(s)BCL MISAP Missedapproach

MOC Minimum obstacle clearanceMSA Minimum sector altitudeMSL Mean sea level

CAACat NA Not authorizedCLL NAV NavigationCRM NDB Non-directional beaconCTR NM Nauticalmile(s)

D A 0 A 5 Obstacle assessment surfaceD E R 0 CA Obstacle clearance altitudeDH OCH Obstacle clearance heightDME OIS Obstacle identification surfaceDP

PANS-OPS Procedures for air navigationECAC servicesEFAS PDP Predeterminedpoint

Proc ProcedureELEV Prop Propelleraircraft

FAA QFEFAFFAP QNHFARFLFOM RNAV Area navigationFT ROC Rateofclimb

RVR Runway visual rangeRWY Runway

s Second(s)HINT SEC Second(s)HIRWL SID Standard instrument departureHP SOC Startofclimb

STAR Standard instrument arriva~IAFIAL TAS True air speedlAS TDL Touch down zone ightsIF TERPS United States standard for terminalILS instrumentproceduresIMC THR Landing thresholdI SA TMA Terminal control area

TOW TakeoffweightJAR TP Turning pointKM TWR Aerodrome control tower

KT Knot(s) U/S Unserviceable

VOR

M Metre(s)MA Minimum ältitude

AerodromeAerodrome flight information serviceAltitudeAlternateApproach IightsAir traffic control

Beståmmelser för civil luftfart -

Regulations for civil aviation(Swedish regulations)

Civil aviation authoritiesCategoryRunway centre line lightsCollision risk modelControl zone

Decision altitudeDeparture end ot runwayDecision heightDistance measuring equipmentDecision point

European civil aviation conferenceElectronic flashing approach lightsystemElevation

Federal aviation administrationFinal approach fixFinal approach pointFederal aviation regulationFlight levelFlight operations manualFeet

Glide pathGround speed

High intensityHigh intensity runway lightsHolding pattern

Initial approach fixInstrument approach to land chartIndicated air speedIntermediate approach fixInstrument landing systemInstrument meteorological conditionsInternational standard atmosphere

Joint aviation requirementsKilometer(s)

GPGS

Atmospheric pressure at aerodromeelevation (or at runway threshold)Altimeter sub-scale setting to obtainelevation when on ground

LLZLW

ILS IocalizerLanding weight

Very high frequency omnidirectionalradio range

Contents

Chapter Subject

A. Procedures,general

“New” PANS-OPS

B. GeneralcriteriaC. DepartureProceduresD. Takeoff minimaE. En-routecriteriaF. Minimum sectoraltitude, MSAG. Approachprocedures,criteriaandsegmentsH. ILSI. CirclingJ. Area navigationapproachprocedures,RNAVK. Landing minima

“Old” PANS-OPS

L. Differencesfrom “New” PANS-OPS

blank

Index

Aircraft categorization“New” PANS-OPS“Old” PANS-OPS

All engine departure procedures“New” PANS-OPS

Approach fixesArea navigation procedures, RNAV

Base turnComparison “Old” vs “New” PANS-OPS“New” PANS-OPS

Basic design documents

CirclingCollision risk model, CRM

Decision point, DPDeparture procedures1. “New” PANS-OPS procedures2: Contingency procedures (Engine failure)

Obstacle clearanceSafeguarding obstacle clearance

Dead reckoning segment ILSDME-arc procedure

E n-route criteriaDrift down procedureService ceiling

Final approach fix, FAFFinal approach point, FAPFinal approach segment

Holding

ILSInitial approach fix, IAFInitial approach segmentIntermediate approach fix, IFIntermediate approach segment

Minima, landingCat 11/111, determination of DHCat 11/111, determination of RVRDNDH vs MDAGeneralOperational minima- decision point, DP- Determination of visibility- Lowest permissible visual rangePlanning minima

Minima, takeoffAvaialabilty of alternatesGeneral

Minimum descent altitude, MDAB-i Minimum sector altitude, MSAL-i Missed approach

“New” PANS-OPS0-2 “Old” PANS-OPSG-2J-i “New” PANS-OPS

i. General criteriaAircraft categories

L-3 Fix tolerance areasG-8 General cntenaA-2 Obstacle clearance, bank and timing

Speed for procedure designI-i Straight areaH-4 Tolerance crossing fix

Wind B-3G-27, K-5 2. Departure procedures

AreasAreas, departure routesAreas, omnidirectional departuresAreas, turn parametersGeneralObstacle clearance

3. Approach proceduresApproach fixesGeneralFinal approach segment- General- OCNOCH- Step down f ixInitial approach segment- Base turn- Dead reckoning segment- DME-arc- General- Procedure turn- Racetrack procedure- Racetrack procedure, entry- Racetrack vs holding- Racetrack vs reversal- Reversal procedures- Reversal procedure, entryIntermediate approach segmentMissed approach segment- Area- Climb gradient- Decision point, DP vs MAPt- Determination of OCAJH- Eatly go-around- General- Non-precision approch without DP- Phases and MOC

Segments- Descent, bank and time- Design speeds

K-iF-i

G-21L-2

B-iB-4B-iB-8B-2B-7B-6

0-i0-70-80-9

G-i6G-i5

E-2E-i

G-2G-2G-i8

G-12

H-iG-2G-7G-2G-i 7

K-6K-7K-2K- i

K-5K-3K-4K-8

D-2D-i

0-30-40-50-20-i0-6

G-2G-i

G-i8G-i9G-20

G-8G-i6G-i5G-7G-8G-lOG-i iG-i2G-i4G-8G-9G-i7

G-25G-22G-27G-24G-26G-2iG-28G-23

G-6G-3

- General G-2- Obstacle clearance, reduction at fix G-5- Obstacle clearance, summary G-4

‘New” PANS-OPS (cont’d)

4. ILS- Collision risk model, ORM H-4- Determination of OCAJH H-3-General H-i- Obstacle assessment surfaces, OAS H-2- Simultaneous parallel operations H-5

5. Circling-Areas 1-2- Contact lost 1-4- General I-i- Obstacle clearance 1-3

6. Area navigation procedures, RNAV- General J-l- Tolerances and MOC J-2

O bstacle assessment surfaces, OAS H-2OCA G-i9OCH G-i9“Old” PANS-OPS

Aircraft category, wind and speed L-i“Old” vs “New” procedure L-2

Principles of procedure design A-iProcedures

General A-iObstacle clearance A-2

Principles of procedure design A-3Procedure turn G-8

Racetrack procedure G-iOReversal procedure G-8

S imultaneous parallel ILS operations H-5Step-down fix G-2O

PROCEDURESGENERAL

/NSTRUMENT FLIGHT PROCEDURES ARE DES/GNED IN ACCORDANCEWITH SPECIFICATIONS THAT ARE BASED ON PRESENT STANDARDEQUIPMENT AND PRACTICES.

THE PROCEDURE

• SHALL GUARANTEE REQUIRED OBSTACLE CLEARANCE

• SHOULDFIT INTO THE ACTUALAIR SPACE - TMA, CTR, ETC

• SHOULD BE “ECONOMICAL” TO FLY - NOTMORETIMECONSUMINGTHANREQUIRED WITHREGARD TO AIRCRAFT PERFORMANCE ANDSAFETY

• SHOULD CAUSE NO SURPRISES AND BE “COMFORTABLE” TO FLY(AS SIMPLE AS POSSIBLE, REQUIRING NORMAL MANOEUVERINGONLY)

~-~--~ ~7~2~1 uii

A-1

PROCEDURESOBSTACLE CLEARANCE

OB STACLE~o0. CLEARANCE

OBSTA CLE EXTENSION VARY WITH:

• TERRAIN SURROUNDING THEAERODROME• TYPE AND POSITION OF RADIO FACILITIES• TYPE OF DEPARTURE PROCEDURE or APPROACH SEGMENT• AIRCRAFT CATEGORY• PROCEDUREDESIGN CRITERIA:

- “NEW” PANS-OPS (Criteria issued by ICAO after nov 1982)PANS-OPS = “Procedures for Air Navigation Services - Aircraft Operations”,ICAO Doc 8168-OPS/611

- TERPSTERPS = “United States Standard for Terminal Instrument Procedures”

- “CAA HOME-MADE”REMARK: Most countries deviate from standard criteria

- “OLD” PANS-OPS (Criteria issued in Doc 8168 earlier than nov 1982)REMARK: Some 5-10% of all approach procedures now in use are still

designed in accordance with “OLD” PANS-OPS criteria.

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

CLEARANCEAND AREA

I

PROCEDURESPRINCIPLES OF PROCEDURE

DESIGN

i . IRRESPECTIVE OF DESIGN CRITERIA USED, A PROCEDURE IS DIV/DEDINTO A NUMBER OF AREAS (DEPARTURES) or SEGMENTS (APPROACHPROCEDURES)

2. THECORRESPONDING AREAS ARE DESIGNEDREMARK: Area extension varies with aircraft category, site and type of facility.

3. HIGHESTPOINT (SPOT/OBSTACLE) WITHINEACHAREA IS FOUND

4. OBSTACLE CLEARANCEAPPLICABLE FOR EACH AREA/SEGMENTIS

ADDED TO HIGHEST P0/NT IN AREA

SO, HIGHEST P0/NT INRESPECTIVE SEGMENTSDETERMINE:(corresponding area designa-tor is also given in profile)

-AREAALOWESTCROSSINGALTAT APPROACH FACILITY,OUTBOUND IN PROC

-AREABLOWESTALT WHENPROC TURN COMPLETED

- AREACLOWESTCROSSING ALTAT FACILITY, INBOLJND

-AREADOBSTACLE CLEARANCEHEIGHT/A L T,FINAL APPROACH

-AREAEOBSTACLE CLEARANCEHEIGHT/AL T,MISSED APPROACH

Similar principles apply fordepartures

B<

A

i~$iL~~~

D-

Profile

E~

Area “B” also includesarea “0”, “D” and partof “E”

Schematic view

A-3

PANS-OPSFl E kl] ~

WHENTWO AIRCRAFTTURN WITHTHESAMEANGLE OF BANK, THEFASTER AIRCRAFT WILLHAVE A GREA TERRADIUS OF TURN...

GENERAL CRITERIAAIRCRAFT CATEGORIES

TO OPTIMIZE PROCEDURES WITHREGARD TO AIRCRAFT PERFORMANCE,AIRCRAFT ARE DIVIDED INTO CATEGORIES BASED ON V~KNOTS lAS

AircraftCategory

Vat MaxSpeed

forTakeoff

Range ofSpeeds

forInitial

Approach

Range ofSpeeds

forFinal

Approach

Max speedfor

VisualManoeuvring

(Circling)

Max speed forMissed Approach

Intermediate Final

A <91 121 90/150(11 0*)

70/100 100 100 110

B 91/120 165 120/180(140*)

85/130 135 130 150

C 121/140 264 160/240 115/160 180 160 2400 141/165 292 185/250 130/185 205 185 265E 166/210 303 185/250 155/230 240 230 275

Vat = Speed at threshold based on 1.3 times stall speed in the landing configuration atmaximum certifictated Ianding mass

* Maximum speed for reversal and racetrack procedure

A i

~.SO, THE FASTERTHEAIRCRAFT- THEVASTER THEAREA.

BWARNING

• LOWERSPEEDSMAYBEPRESCR!BED IN INDIVIDUALPROCEDURES

• DUE TO DESIGN SPEED LIMITA-TIONS, AN AIRCRAFT, DEFINEDAS CA TEGORY “N’ (Va ~ MA VNEED TO BE CONSIDERED ACATEGORY “8” AIRCRAFT INSOME SEGMENTS, A “8” AIR-CHAFTCONSIDERED “C” ETC

PANS-OPS

GENERAL CRITERIASPEED FOR PROCEDURE DESIGN

BEFORE AN AREA IS DESIGNED, ALL SPEEDS GIVEN IN THETA BLE ONPAGEB-1 ARE CONVERTEDTO TAS FOR THE PROCEDUREALTITUDE.(BASIS FOR THIS CALCULATION IS THEINTERNATIONAL STANDARDATMOSPHERE- ISA.) THERESULTING TAS IS USED WHEN DETERMININGTHEEXTENSION OF THEAREA

ISA AT SEA LEVEL

• ATMOSPHERIC PRESSURE:• TEMPERATURE:

1013.2 hPa+ 150 C

PROCEDURES ARE L)OY~~LL’/t5Ât -f 1S~C

Wind: See next pageoc

0

B-2

[1EUJ ~

PANS-OPS

GENERAL CRITERIAWIND

WINDS CONSIDEREDIN PROCEDUREDESIGN ARE OMNIDIRECTIONAL,

I. E. COMING FROM ANY D1RECTION

PRINCIPLE USED FOR PROCEDURE DESIGN:

FLYING FROM A - B, NOCORRECTIONS MADE:OMNIDIRECTIONALWIND PLACES US ANY-WHEREIN CIRCLEATB

FLYING FROM A - C, NOCORRECTIONS MADE:OMNIDIRECTIONAL WINDPLACES US ANYWHEREIN CIRCLE AT C

TRACKLINE CONVERTEDINTO AN AREA, WHEREPROTECTION FOR OMNI-DIRECTIONAL WIND GRAN-TED, IF FL YING FROMA - C WITHOUTWIND-CORRECTION

STATISTIC WINDS MAY BE USED WHENAVAILA BLE, OTHERWISEFOLLOWINGCRITERIA APPLV:

• INITIAL SEGMENT:47 KT ÷ 2 x ALTITUDE (in thousands of FT)(e. g. Procedure altitude 4 000 FT:wind=47+[4x2}=55KT)

• MISSED APPROACH SEGMENT:- TO DETERMINEMAPT: 10 KT- OTHERWISE: 30 KT

I

A A

~— STILL AIR TRACK

SAME PRINCIPLE USED TODETERMINE OUTER AREA-BOUNDARY IN TURN

WIND SPEEDS

B-3

i

RE~,LPANS-OPS

GENERAL CRITERIAFIX TOLERANCE AREAS

BECAUSE ALL NAWGAT/ON FACILITIES HAVEACCURACY LIM/TATIONS, A FIX ISNOT A P0/NT BUT FORMS AN AREA - THE FIX TOLERANCEAREA.

THEEXTENSION OF THISAREA DEPENDS ON FOLLOWING FACTORS:• GROUND STAT/ON TOLERANCE• AIRBORNE RECEIVING SYSTEM TOLERANCE• FLIGHT TECHNICAL TOLERANCE (TRACKING ONL Y)• DISTANCE FROM THEFACILITY

THEFOLLOWING FIX TOLERANCE VALUES (SUM OF FACTORSABOVE) ÅRE NORMALLY USED IN PROCEDURE DESIGN:

SPECIFIED

NAVIGATION FACILITY TOLERANCE

VOR(tracking) ± 5.2°VOR (no tracking) ± 4.5°

NDB(tracking) ± 6.9°

NDB(no tracking) ± 6.2°ILS Iocalizer (tracking) ± 2.4°

ILS Iocalizer (no tracking) ± 1.4°DME ±0.46 km (0.25 NM)+ 1.25% of distance

ground transmitter to aircraft

FACILITY USEDFOR TRACKING

VORandDME

NDB

Å NOMINAL FIX

FIX TOLERENCEAREA:

VOR NOR

VOR 1DME

a) WHENDMENOTCOLLOCATEDWITHFACILITYPROVIDING TRACKGUIDANCE

FACILITY USED TO DETERMINEINTERSECTION (NO TRACKING)

WHENINSTRUMENTS SHOWTHAT THEAIRCRAFT ISEXACTL VAT THEINTERSECTION, IN REALITY IT MÅ V BEPOSITIONEDANYWHEREWITHINTHEFIX TOLERANCE AREA

B-4

REW

PANS-OPS

GENERAL CRITERIAFIX TOLERANCE AREAS

FIX TOLERANCE OVERHEAD/NGA VOR OR NDB /5 BASED ON AN IN-VERTED CONE, EXTEND/NG EACHSIDE OF THEFACILITY AT ANANGLE OF:

•VOR ±50°

•NDB ±40°

IT IS ASSUMED THAT:

• ACCURACY OF ENTRY INTO THECONE IS:

-VOR±5° -NDB±15°

• TRACKING THROUGHTHE CONE CAN BE ACH/EVED WITHIN:

-VOR±5° -NDB±5°

TRACKAS FLOWN

“I’t~1 EX,4CT~YOVERHEATJ NOW!”

INTENDEDTRACK

WHENINSTRUMENTS INDICATE THAT THEAIRCRAFT IS EXA CTL Y 0 VERHEADTHEFACILITY, THEAIRCRAFT MAV STILL BE POSITIONED ANYWHERE WITHINTHE SHADED AREA

B-5

II

FlEWTL~.PANS-OPS

GENERAL CRITERIATOLERANCE CROSSING FIX

BECAUSE OF THEFIX TOLERANCE, A FIX USED FOR ALT/TUDE CHANGE/STEP-DOWN MUST BE POSITIONED SO THATTHECRITICAL OBSTACLE ISSITED OUTSIDE THE LATE/EARLY FIX TOLERANCE AREA BOUNDARY:

TAKEOFF FIX F/X

II-,,/ SPECIFIED ALT 4/

~TOLERANCE~AREA

REASON: AN AIRCRAFT MIGHTNOT REACH THESPECIFIED CROSSINGA L TITUDE UNTIL AT THEFA RTHEREND OF THEFIX TOLERA N-CE AREA RESPECTIVELYSTART ITS DESCENTALREADYATTHE EARLY BOUNDARY OF THE TOLERANCEAREA.

FIX STEE~-DOWNFIX

I.TOLERANCEAREA

B-6

REU~LPANS-OPS

GENERAL CRITERIASTRAIGHT AREA

CR/TERIA, STÅ TED ON PAGE B-4, ARE USED TO NARROW OR WIDENTHE AREA AS AIRCRAFT FLY RESPECTIVELY TO AND FROM THEFÅ CILITY. AREA WIDTHIS STANDARDIZED A5 FOLLO WS:

VOR

+2.ONM 4 PRIMARYAREA

SECONDARYAREA

AREA AT FACILITY:WIDTH 2.0 NMSPLAY 7.8°

NDB

42.5 NM I ~

AREA AT FACILITY:WIDTH 2.5 NMSPLAY 10.3°

PRIMARYAREA

B-7

I

FlE~

PANS-OPS

GENERAL CRITERIAOBSTACLE CLEARANCE, BANK AND TIMING

See chapters 0 and D for details

THEAREAS ÅRE DIVIDED INTO PRIMARY ÅND SECONDARY AREAS,OBSTACLE CLEARÅNCE IN SECONDARY AREAS REDUCING FROM FULLAT INNER EDGE OF THEAREA TO ZERO AT OUTER EDGE OF THEAREA

AREA WIDTHOVERHEADTHEFACILITY

• VOR: 2.0 NM • NDB: 2.5 NM

BANK ANGLE

WHEREAPPLICABLE - TURNINGAREAS ARE BASED ON ASPECIFIED BANK ANGLE.

Bank angles specified in the deign criteria are statedin the description of each segment containing tums(page C-2, G-7, G-25 and I-i).

TIMEAREA EXTENSION IS BASED ON FOLLOWING TIME TOLERANCES:

± 10 s- 0 to + 6 s (varies with segment)

• TIMING• PILOT REACTION TIME

SECONDARYAREA

TOTAL WIDTH

LOWESTFLIGHTALT

-

1/4 OF TOTAL 1/4 OF TOTALWIDTH WIDTH

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

PRIMARYAREA

SECONDARYAREA

1/2 OF TOTALWIDTH

B-8

DEPARTUREPANS-OPS GENERAL

DEPÅRTURE PROCEDURES W/LL BE ESTABLISHED FOR ALL RUNWAYSWHERE INSTRUMENT DEPARTURES ARE EXPECTED TO BE USED.

THERE ÅRE TWO BASIC TYPES OF OFF/CIALLY ESTABLISHEDDEPARTURE PROCEDURES:

• SPECIFIED DEPARTURE ROUTES TO BE FOLLOWED• OMNIDIRECTIONAL DEPARTURES

2 /2 THESE DEPARTIJRE PROCEDURESASSUME THAT ALL ENGINE$ AREOPERATING

DEVELOPMENT OF PROCEDURESCOVERING ENGINE FAlLURE(“CONTINGENC Y PROCEDURES”)IS THE RESPONSIBILITY OF THEOPERATOR

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

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

THE DESIGN OF DEPARTURE PROCEDURES IS DICTATED BY:

• TERRAIN SURROUND!NGTHE AERODROME• TYPE ÅND POSITION OF RADIO FACILITIES• AIRCRAFT CATEGORY(AREA EXTENSION)

IN THE CASE OF STANDARD DEPARTURE PROCEDURES - SIDs - ÅLSO:

• Å TC REQUIREMENTS• AIRSPACE RESTRICTIONS.

CORRECTFOR KNOWNOR ESTIMATED WIND

EXCEPT WHEN

• BEING RADAR VECTOREDI

PANS-OPS

PROCEDURESAREAS - TURN PARAMETERS

THE GENERAL CRITERIA, DESCR/BED IN CHÅPTER B, APPLY.

AREAS FOR DEPÅRTURES, INCLUDING TURNS � 15°

DESIGN PÅRA METERS:

• TEMPERATURE

• SPEEDCategory E, highspeedmilitary aircraft,not shown

• WIND

• BANK ANGLE

• FL/GHT TECHNICÅL

ISA + 15°

AircraftCategory

Max Speed(Knots lAS)

A 121B 165C 2640 292

Speed is converted to TAS foraerodrome elevation + 1 000 FT

STATISTICAL or 30 KT OMNIDIRECTIONAL

15°

6s (3s FOR PILOT REÅCTION ÷3s TO ESTABLISH BANK ÅNGLE)

LOWER SPEEDS MAVBE PRESCRIBED ININD1VIDUAL PROCEDURES BANKANGLE STATED

IN SIDs ÅND COMPANYPROCEDURESIS A MUST”

C-2

FlEUi~~JL~PANS-OPS

PROCEDURESAREAS

DEPARTURE PROCEDURES BEGIN AT THEDEPARTURE END OF THERUNWAY - DER.

THEDEPÅRTUREPROCEDURES END WHENOBSTACLE CLEARANCEFOR THE NEXT PHÅSE OFFLIGHT HÅS BEENOBTAINED, E G EN-ROUTE,HOLDING OR ÅPPROÅCH.

ÅREA 1 IS INCLUDED IN ALL TYPES OF ALL-ENGINE DEPÅRTURE PROCEDURES.THEREÅRE NO SECONDARY AREAS FOR PROCEDURES WITHOUT TRACK GUIDANCE

WHENTRACK GUIDANCE IS Å VAILABLE, ÅREAS 1 ÅND 2 ÅRE EXTENDED TO THEPOINT WHEREBOUNDARIES INTERCEPT THEAREÅ ASSOCIATED WITH THEFACILITY.

I

WITHOUT CLEARWAY

DER

DER

AREA 2

DER

DEPÅRTURE PROCEDUREWITHOUT TRÅCK GUIDANCE.

VOR: 7.8°/NDB: 10.3°

STRAIGHT DEPARTURE PROCEDURE (TURNS � 15° FROM RUNWAY EXTENDEDCENTRELINE) WHENTRACK GUIDANCE IS ÅVÅILÅBLE.AREA IS ADJUSTED WHENTRACK DOES NOT COINCIDE WITH RUNWÅ V HEÅDING

IN SUCHÅ CASE SECONDARY AREAS EXTEND INTO ÅREA 1.

C-3

flEUi3~L

PANS-OPS

DEPARTURE PROCEDURESAREAS - DEPARTURE ROUTES

DEPARTURE ROUTES ÅRE BASED ON TRACK GUIDANCEAQUIRED WITHIN:

• STRÅIGHTROUTES• ROUTES REQU/RING TURNS

10.8 NM5.4 NM AFTER TURN COMPLETED

RADAR MAV BE USED TO PROWDE TRACK GUIDANCE.

WHEN TURNS ARE PRESCRIBED, STRAIGHT FLIGHT IS ASSUMED UNTIL 394 FTHEIGHT IS REÅCHED.

TURNS MÅ V BE SPECIFIED AT:

• ALTITUDE/HEIGHT•FIX• FACIL/TY

BOTHEARLV ÅND LÅTE TURNS ÅRE PROTECTED.

DONOT TURNBEFORETHE SPECIF/EDTURNING POINT’

EXTENDEDRUNWAYCENTRELINE

FLIGHT TECHNICALTOLERANCE

FIX TOLERANCE

DER

15°

EARLIEST

TURNING POINT

SPECIFIED DEPARTURE ROUTE WITH TURNINGPOINT. TP - OVERHEADA FIX

C-4

PANS-OPS

DEPAREAS

ARTURE- OMNIDIRECTIONAL DEPARTURES

AT ÅERODROMES WHERENEITHER Å TC-REQUIREMENTSNORTHE NEED TO ÅVOlDOBSTACLES MAKE DEPARTUREROUTES NECESSÅRY, OMNI-DIRECTIONAL DEPÅRTURESARE DESIGNED.

IT IS CONSIDERED THÅTTURNS MAVBE /NITIATED IN ANY OF THEAREASILLUSTRÅTED TO THE RIGHT, ÅFTERAN AIRCRAFT HÅSREÅCHED394 FTABOVE ELEVATION OF THEDER.

RESTRICT/ON5 MÅ Y APPL V,SUCH AS:

• CL/MB GRADIENTSSTEEPER THAN 3.3%REQUIRED

• SECTORS TO BE AVOIDED

• TAKEOFFWEATHERMIN/MÅ SPECIFIED,PERMITTING OBSTACLESTO BE AVOIDED WSUALLY

Ref page D-l

DER DER

AREA 3 PROWDESFORDEPARTURES INVOL WNGTURNS> 15° ÅND EXTENDSTHE DISTANCE NECESSARYFOR THE DEPARTURES.

IC-5

REW~~

PANS-OPS

DEPARTUREOBSTACLE CLEARANCE

TO OBTAIN THE PRECEDURE DESIGN GRADIENT, AN INCREASING OBSTACLECLEARANCE IS ADDED TO THE OBSTÅCLE IDENTIFICATION SURFACE - OIS -

Å SLOPING SURFACE THAT MUST NOT BE PENETRÅTED BV ANY OBSTACLES.

• OIS STANDARDGRADIENT

• INCREASING OBSTACLE CLEARANCE

2.5%

0.8%

WHEN OBSTACLES PENETRATE THE 2.5% OIS ÅND IT IS IMPOSSIBLE TO DEFINE ÅTRÅCK ÅVOIDING THEM, THE OIS IS ADJUSTED TO TOUCH THE TOP OF THE MOSTCRITICAL OBSTÅCLE, THE GRADIENT IS COMPUTED ÅND 0.8% OBSTACLE CLEÅRANCEADDED. THE STANDARD 3.3% DESIGN GRÅDIENT RESUMESAFTER PASSAGE OF THECRITICAL OBSTACLE.

RULE OF THUMBRATE OF CLIMB (FT/MIN) = GRADIENT(%) x OS (Kl”)

Example: GS = 160 KT, Gradient = 5%. ROC = 5 x 160 800 FT/min (correct value = 810 FT)

GRÅDIENT = HEIGHT: DISTÅNCE

3.3%

PROCEDUREDESIGNGRADIENT

~ OIS2.5%

DER

THIS ALTITUDE/HEIGHT SHALL BE PUBLISHED TOGETHERWITH THE REQUIRED CLIMB GRADIENT

THIS IS THE GRADIENTREQUIRED TO CLEARTHE OBSTACLE + 0.8%

3.3%

0.8%

2.5%OIS

THIS IS THE GRADIENT REQUIREDTOCLEARTHEOBSTACLE

2.5% ‘~‘

AERODROME~iZO’~~ ~

C-6

DEPARTURE PROCEDURESCONTINGENCV PROCEDURES

THE CRITERIA USED FOR THE DEVELOPMFNT OF DEPARTURE PROCEDURESCOVERING ENGINE FÅ/LURE AFTER V1 ÅRE BASED ON CERTIFICATION

REQUIREMENTS FOR AIRCRAFT PERFORMANCE (CONTAINED IN ICAO ANNEX 6).

AREA

REMEMBERTHESE PROCEDURES ÅREBASED ON OBSTACLE SITUATION,PLUS CONFIGURATION ÅND SPEED-ÅND CLIMB-PERFORMANCE FORSPECIFIC AIRCRAFT TYPES

OTHER AIRCRAFT TYPES THUS MAY

REQUIRE

SEPARA TE PROCEDURES

or

HIGHER TAKEOFF MINIMA

C-7

WHENCONDITIONS SO PERMIT, ENGINEFÅ/LURE PROCEDURES SHALL FOLLOWTHE NORMAL DEPARTURE ROUTES.

Å.180M

END OFRUNWAYSTRIP

END OFRUNWAYOR CLEARWAY

Å

iI

DEPARTURECONTINGENCY PROCEDURES,

OBSTACLE CLEARANCE

OBSTÅCLE CLEÅRANCE IS BÅSED ON AN ACTUAL (‘WOMINAL” or “GROSS”) FLIGHTPATH MINUS A CLIMB GRÅDIENT (“NET”), SPEC/FIED IN THE AIRCRAFT CERTIFICÅTIONREQUIREMENTS FOR THE SECOND TAKEOFF CLIMB SEGMENT (FROM GEAR UP TOLEVEL Å CCELERATION).

THE REQUIREMENTS ÅRE:

Note: Steeper climb gradients in secondsegment may result from takeoff weightcalculations using GWC (Airport analyses)

Aircraft Net(%)

Obstacleclearance

Gross(%)

2-Eng 1.6 0.8 2.43-Eng 1.8 0.9 2.74-Eng 2.0 1.0 3.0

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

ÅCTUÅL FLIGHT PÅTH, ONEENGINE U/S (GROSS)

L~ETF~H~ÅTHL~

TOBSTÅCLE IDENTIFICATION SURFÅCE 1.6%

- - - 35 FT JET/50 Fl” PROP

HOWLÅRGE IS THE CLEARÅNCE FOR Å 2-ENGINEAIRCRÅFT OVERHEAD Å CRITICÅL OBSTACLESITED 3 KM FROM THE RUNWAY END?

‘jri 35 Fl”

‘~KM~10000FT

C-8

PROCEDURESCONTINGENCY PROCEDURES,

SAFEGUARDING OBSTACLE CLEARANCE

UNLESS OTHERWISE INDICATED IN CONTINGENCY PROCEDURE, SAFEGUARDING

OBSTÅCLE CLEARÅNCE IN CASE OF ENGINE FÅ/LURE AFTER V1 INCL UDES:

• TAKEOFF THRUST FOR MAX 5 or 10 MINDEPENDING ON CERTIFICA TION FORACTUALAIRCRAFT TYPE

• CORFIECT TAKEOFF WEIGHTCALCULATIONS INCLUDINGALL RELEVANTCORRETIONS

PAGE 2.8.16. FUELLING-GWC

LANOINGRWY LENGTH LENGTH

M M

GWC M0-80

MD-80 TAKEOFF -217C RATING MD-80T~ow~sRWY and obstacies

[0W ~ 0WI ABOVE BELOW WINO

FLAP Tet Tøf T~&

~EQIOAT

s T~eIT KG./’C KGJ’C EGJ(T T T

ARN (ESSA) Tref 29’ C01 3300 11 71.0~ — 460 + 2001Y2 2500 11 67.6’ — 450 + 2001Y3 2000 11 60.8’ — 350 + 90

17 62.2~ — 380 + 2019 3300 11 72.6W — 441,) + 3019Y8 2470 11 68.0’ — 400 + 60

i 9Y617 2150 li 63.7’ — 370 + 90

2500 ~.

+ 40100

+ 120+ 140+ 10+ 120+ 120

69.6 S69.669.665.669.669.669.6

• PROPER ROTATIONTOO EARLY- INCREASED DRAG

TOO LATE- CLOSER TO CLOSE-IN

OBSTACLES IN TAKEOFF

DIRECTION

[.LANDING GEAR RETRACT!ONWHEN POSITIVE RATE OF CLIMB

• CL1MB OUT SPEED FOR CORRECTCONFIGURATION UNT1L CLEAN UP

v2HOWEVER, IF ENGINE FAILS AT HIGHER

SPEED, MAINTÅIN lAS OBTAINED AT

TIME FOR ENGINE FAlLURE BUT DO NOTEXCEED VCLEANOR OTHEF? SPEED

GIVEN iN AIRCRAFT OPERATIONS

MÅNUAL

0C-9

DEPARTURE PROCEDURES

• BANK ÅNGLE 15° IN::PRESCRISED. TÙRfi$::~:

• TRÅCK MAINTÅINED WITHINTAKEOFF CORRIDOR

CONTINGENCY PROCEDURES,SAFEGUARDING OBSTACLE CLEARANCE

MÅX 50

• MAX 5° BANK TOWARDSOPERATING ENGINE

• ACCELERATIONANDCLEAN UP INLEVEL FLIGHT AT ALTITUDE/HEIGHTGIVEN IN AEROPLANE OPERA TIONSMÅNUAL

•1

I.

y

/$0, COMPENSATE FOR KNOWN

OR ESTIMATED WIND’

c-10

DEPARTURECONTINGENCY PROCEDURES,

SAFEGUARDING OBSTACLE CLEARANCE

ÅL~ùbÉ~Él~k~S ~ ~EM~E~A~ÙkES!’

- INCLUDING FLAPS UP ÅND SLATS IN ALTITUDE/HEIGHT -

Airporttemp °C

Heightabove altimeter_setting_source (feet)200 400 600 800 1000 1500 2000 3000 4000 5000

0° 0 20 20 40 40 60 80 140 180 220-10° 20 40 40 80 80 120 160 260 340 420-20° 20 40 80 100 120 180 240 380 500 620-30° 40 60 100 140 160 240 320 500 660 820-40° 40 80 120 160 200 300 400 620 820 1020-50° 40 100 140 200 240 360 480 740 980 1220

• RETRACTFLAPS AND SLATSAT SCHEDLJLED $PEED$

• CLIMB WITH V~ieanTO SAFE ALTITUDE FOR APPROACH or FLIGI-IT TO ALTEF?NATE

CHECKTHAT YOU CANREACHREQUIREDEN-ROUTEMINIMUM ALTITUDES FORALLSEGMENTS OF THE FLIGHT BEFORE STARTING THE ONWARD FLIGHT’

I

TAKEOFFGENERAL

WEA THER MIN/MÅ ÅRE GENERALL V NOT DETERMINED BY STÅ TES - ÅL THOUGHTHE US FAA PUBLISH STATE WEATHER MIN/MÅ - BUT ÅRE THE RESPONSIBILITYOF THE CAPTAIN-IN-COMMAND.

WEÅTHERMINIMAÅRE BASED ON NATIONAL REGULÅTIONSÅND IN PRACTICEDETERMINEDBY THE OPERATORS OPERATIONSDEPÅRTMENTSOR BYCOMPÅN/ES, SPECIALIZING IN THE PRODUCTION OF ROUTEDOCUMENTATION.

Forinforrnationon landing minima, see chapter K.

THE FOLLOWING REFLECTS REGULATIONS LA/D DOWN IN THESWEDISH BCL-D I 17

Aerodromes with TWR or AFIS on duty andequipped with the following runway Iighting

Other aerodromes

Edge- and centreline- Iights Edge IightsAircraft: 600 mHelicopter: 300 m

Airôraft category 200 mA, B and C

300 m

Aircraft category 250mD

400 m

OCCASIONALLY, OBSTACLESNEED TO BE SEEN ÅND AVOIDEDÅND MINIMA ÅRE ADJUSTEDACCORDINGLV WITH RAISEDCEILING ÅND VISIBILITY VALUES.Ref page C-5.

HESTYIA PROTECTION FROM OBSTÅCLES IS.~ NORMÅLLY GRANTED BY MEÅNS OF

7~E~SPECIAL DEPARTURE PROCEDURES‘~ ÅND NO CEILING VÅLUES ÅRE GIVEN.

D-1

TAKEOFFAVAILABILITY OF ALTERNATES

DURING COMMERCIAL OPERA TIONS (PASSENGERS OR FREIGHT) WITHTWIN-ENGINED AIRCRA FT, TAKEOFF MINIMA STÅTED ON PÅGE D- 1 MÅYBE USED ONLY IF:

IF THE REQUIREMENTS STATED ABOVE ARE NOTFULFILLED, WEATHER CONDITIONS AT THEDEPARTUREAERODFIOMEMUSTBE AT LEAST

= PLANNING M1NIMA FOR TI-/IS AERODROMEWHEN USED AS Å DESTINATION

• AN AERODROME,USABLE ÅSAN ALTERNATE, IS ÅVALABLEWITHIN 60 MIN FLIGHT FROMTHE DEPARTURE AERODROME

• GREATCIRCLE D/STANCE TOTHE ALTERNATE IS BASED ON:- ST/LL AIR

• FORECASTWEATHER AT THETAKEOFFÅLTERNATE IS ÅT

- NORMALCRUISE- ALL ENGINES OPERA TING- 60 MIN FLIGHT TIME

LEAST=PLANNING MIN/MÅ + 300/1.0Ref chapter K

• TERRAIN EN-ROUTE MUST NOTAFFECT THE SÅFETY OF1-ENG/NE-OUT FLIGHTRef page E-1 and E-2

60 MIN

D-2

II

/ ..~EN-ROUTE

SERVICE CEILING

Å FLIGHT OVER MOUNTAINEOUS TERRÅIN MUSTBE PLÅNNEDIN SUCHÅ WAYTHAT,IN CASEOF ENG/NE FÅ/LURE, THE AIRCRÅFTCÅNCLEÅRTHE TERRA/N WITHSPECIFIED SAFETY MÅRGINS.

SERVICE CEILING IS Å METHOD TO RETAIN CLIMB PERFOMÅNCE ABOVE THE MOSTCRITICÅL TERRÅIN EN-ROUTE BY LIMITING GROSS WEIGHT.

• IN STILL AIR• WITH ENGINE/ENGINES OPERATING ÅT MAX

CONTINUOUSPOWER

CLIMB SPEEDSÅS GIVEN INÅIRCRÅFT OPERATING MÅNUÅLNO FUEL DUMPING

REQUIRED CLIMB GRÅDIENTS:

Aircraft 3-ENG serv ceiling 2-ENG serv ceiling 1-ENG serv ceiling

2-ENG - - 1.1%

3-ENG - 1.4% 0.3%

2-ENG 1.6% 0.5% .

MAX TAKEOFF WEIGHT WITHREGARD TO TERRAIN=

W÷ F

(SEE ILLUSTRATION TO THERIGHT)

W=MAXGWOVERHEADCRITICÅL TERRAIN~ ~

F= FUEL FOR TÅKEOFF+ CLIMB ÷ CRUISE TO

F

/~()

AVAILABLE= ~REQUIRED CLIMB GRADIENT

1 000 Fl”

SERVICE CEILING

TERRAINELEVATION WITHIN 10 NM(5 NM ON EACHSIDE OF INTENDEDTRACK)

~Jr

SERVICE CEILING IS REÅCHED, WHENTHEÅIRCRÅFT CÅN PERFORM ÅCÅÅ-REQUIRED CLIMB GRÅDIENT:

OVERHEAD CRITICALTERRAIN.

W

E-1

EN-ROUTEDRIFT DOWN PROCEDURE

THE DRIFT DOWN PROCEDURE /5 AN ALTERNATIVE TO THE SERVICE CEILINGREQUIREMENTSÅND HÅS THE SAMEÅPPLICÅTION ÅS THESE.

DRIFT DOWNPROCEDUREMEANSTHÅT THEÅIRCRAFT MUST ENTER THEAT Å FLIGHT LEVEL HIGH ENOUGH TO CLEAR THE TERRÅIN ON TRÅCK TOÅL TERNÅ TE IN CÅSE OF ENG/NE FÅILURE(S).

TERRÅINNEÅREST

• THE DRIFT DOWN PATH MUST AT EÅCH P0/NT BE BASED ON Å DESCENT GRAD/ENT

- NET DRIFT DOWN PÅ TH - EQUAL TO:

ACTUÅL GRADIENT MINUS THE REQUIRED SERWCE CEILING GRADIENTS

Aircraft 3-ENG serv ceiling 2-ENG serv ceiling 1-ENG serv ceiling

2-ENG - - 1.1%

3-ENG - 1.4% 0.3%2-ENG 1.6% 0.5% -

• VERTICAL CLEARANCEBETWEENTERRÅIN ÅNDNETDRIFT DOWNPÅTH WITHIN Å

10 NMCORRIDOR=2000 FT

• SERVIC CEILING AT THE ÅLTERNATE MUST BE � ÅIRPORT ELEV + 1500 FT

• FUEL DUMPING /5 PERMITTED

• THE CRITICÅL P0/NT(S) FOR START OF DRIFT DOWN MUST BE GIVEN ÅS ÅPREDETERM/NED POINT - PDP - WITH Å MARGIN OF 5 MIN FOR NÅ WGÅTIONÅLERROR- UNLESSEXACT POSITION DETERMINÅTIONIS ÅVAILÅBLE

• DRIFT DOWN PATH BÅSED ON 95% WIND REGULÅRITY ÅND TEMPERÅTURE ISÅ ÷ 15°

E-2

MIN TRUEHEIGHTFORENTERINGTHETERRAIN WITHREGARDTODRIFT DOWNANDNÅV/GA TIONAL ERROR

ACTUALDRIFT DOWN

NETDRIFTDOWN PATH

MARGINFORNÅVIGATIONAL ERROR

PDPANDTHEORETICALMIN ALTITUDE

ACTUALDRIFT DOWN

NETDRIFT DOWNPATH

MIN 2000 FTFT

A!RPORT SELECTED AS

JALTERNATEFORDRIFT DOWN

TERRAIN WITHIN 10 NMCORRIDOR(5 NMEACHSIDE OF TRACK).DRIFT DOWNPÅTH MUSTNOTNECESSARILY FOLLOWORIGINAL ROUTE.

I

MINIMUM SECTORPANS-OPS ALTITUDES - MSA -

MINIMUM SECTORALTITUDES - MSA - ARE ESTABLISHED FOR EACHAERO-DROMEWHEREINSTRUMENTAPPROACHPROCEDURESARE ESTABLISHED.

• SECTORSÅRE NORMALLYORIENTATED TOWARDSMAGNETIC NORTH

• SECTOR BOUNDARIES NOR-MALLY CO/NC/DE WITHQUADRANTS OF THE COM-PASS. HOWEVER,WHENTOPOGRAPHICAL OR OTHERCOND/TIONS MAKE /TDES/RÅBLE, OTHER, MOREFAVOURABLE BOUNDARIESMAY BE CHOSEN

• HIGHEST OBSTÅCLE W/TH/NEA CH SECTOR OR OUTSIDESECTORBOUNDARYBUTW/TH/N THE 5 NMBUFFERDETERMINE MSA FOR THESEC TOR

• MINIMUM OBSTACLECLEARANCE - MOC = 984 FT

• IF SECTORS ÅRE CENTRED ONA VORIDMEOR NDB/DME, ÅSECTORMAYBE DIV/DED INTOTWO SUBSECTORS W/TH ÅLOWER MSA IN THE /NNERSUBSECTOR

• TO COMPENSATE FOR TURBULENCE ANDALT/METER ERROR WHEN FLY/NG OVERMOUNTA/NEOUS TERRA/N, THE PROCEDUREDESIGNER SHOULD IN SUCH CASESINCREASE MIN OBSTACLE CLEARANCEFOR MSA BY AS MUCH AS 984 FT

MAGNETICNORTH

ÅPPLV TEMPERATURECORRECTIONSRef page C-1 I

F-1

APPROACHGENERAL

INSTRUMENT APPROACH PROCEDURE,ICAO DEFINITION:

A SERIES OF PREDETERMINED MANOEUVRES BY REFERENCETO FLIGHT INSTRUMENTS WITH SPECIFIED PROTECT/ONFROM OBSTACLES FROM THE INITIAL ÅPPROACH FIX, ORWHERE ÅPPLICABLE, FROM THE BEGINNING OF Å DEFINEDARRIVÅL ROUTE TO Å P0/NT FROM WH/CH A LANDING CANBE COMPLETED ÅND THERE-ÅFTER, IF Å LANDING IS NOTCOMPLETED, TO Å POSITION AT WHICH HOLDING OREN-ROUTE OBSTACLE CLEÅRANCE CRITERIA APPLY.

• SHÅLL GUARÅNTEE REQUIRED OBSTÅCLE CLEÅRÅNCE

• SHOULD BE ADJUSTED TO THE ACTUAL AIR SPÅCE - TMA, CTR ETC.

• SHOULD BE “ECOMICÅL” TO FL V - NOT MORE TIMECONSUMING THANREQU/RED WITH REGÅRD TO AIRCRAFT PERFORMANCE ÅND SAFETY

• SHOULDCAUSENOSURPRISES ÅND BE “COMFORTÅBLE” TO FLY(ÅS SIMPLE ÅS POSSIBLE, REQUIRING NORMAL MÅN~UVERINGONLY) I

I

$0, THE CONS/DERATIONS ÅRETHOSESTÅTED ONPAGEÅ-i:

Å PROCEDURE...

~EWPANS-OPS

APPROACH PROCEDURESSEGMENTS, GENERAL

AN APPROACH PROCEDURE IS DIVIDED INTO MAXIMUM FIVE SEGMENTS,WHEN POSS/BLE EACH SEGMENT BEGINNING ÅND ENDING AT A FIX.HOWEVER, ONLY THOSE SEGMENTS REQUIRED BY LOCAL CONDITIONSARE INCLUDED IN THE PROCEDURE.

SEGMENT _______ MISSED APPROACH~ Å - SEGMENT

~‘,

MÅPt

IÅF = INITIAL ÅPPROACH FIX IÅF ~IF = INTERMEDIATE APPROACH FIX ~.-~Z~RRIVAL SEGMENTFÅF = FINAL APPROÅCHFIXFAP = FINAL ÅPPROACHPOINTMÅPt = MISSED ÅPPROACHPOINT,/~

ARR!VAL SEGMENT

/ IN!T!AL SEGMENT

/ ~ INTERMEDIATESEGMENT

INITIAL / ~. ~ FINAL SEGMENT

SEGMENT —~-‘-~-~- MISSEDAPPROACHSEGMENT

IN!T!AL SE~ r FINAL

IÅF IÅF/IF FÅP/FAF MÅPt

<,I ‘~“~‘~ ~

FINAL APPROACH BEGINS AT E/THER FAP OR FAF:

FAP - FINÅL APPROÅCH P0/NT FÅF - FINÅL ÅPPROACH FIX

—~L~~

PRECISIONElectronic

APPROACHglideslope

NON-PRECIS/ON APPROACHNo glideslope

INTERMEDIATESEGMENT

FAPIFÅF

G-2

PANS-OPS

APPROACH PROCEDURESSEGMENTS - DESIGN SPEEDS

DESIGN SPEEDSFOR SEGMENTS BASED ON AIRCRAFT CATEGORIES ÅNDSPEEDSIN TABLE ON PAGE 8-1 (CATEGORY E NOT SHOWN - HIGH SPEEDMILITARY AIRCRAFT ONLY).

Å: 90-15OKT (11OKT* )B: 120 - 180 KT (140 K~)C: 160-240 Kl”0: 185-250KT

FINAL MISAPA: 11OKT8:150 KTC: 240 Kl”D: 275 Kl”

Schematic presentation

* MAX SPEEDSFORREVERSÅLÅND RÅCETRÅCK PROCEDURES

IAFIFFAFFAPMAPt

IN!TIAL APPROACH FIXINTERMEDIATE APPROACH FIXFINAL APPROÅCH FIXFINAL APPROACH POINTMISSED APPROACH POINT

IAF IF

MAPtFAPIFAF

~~~.~11TERMEDIATE MISÅPA: 10OKTB: 130 KTC: 160 Kl”0: 185 Kl”

Å: 70-100KT

B:

85- 13OKTC: 115-160 Kl”D: 130 - 185KT

G-3

iI

OBSTACLE SUMMARY

ÅS MENTIONED ON PÅGE B-8, EACH SEGMENT IS DIVIDED INTO PRIMARV ÅNDSECONDARYAREAS, OBSTACLECLEARANCEIN SECONDARY AREÅS REDUCINGFROMFULL AT INNER EDGEOF THEÅREATO ZERO AT OUTER EDGE OF THE ÅREÅ:

AREÅ WIDTH

STRAIGHT AREÅ OVERHEAD THE FACILITVDetails given under each segment.

•VOR•NDB

2,0 NM2.5 NM

OBSTACLE CLEARANCE IN PRIMÅRY AREA:

• ARRIVAL SAME ÅS EN-ROUTE, NORMALLV i 000 FT

984 FT (300 M)

• INTERMEDIATE

• FINAL

492 FT(150 M)

- PRECISION ÅPPROACH:

- NON-PRECISION ÅPPROÅCH:VORand NDB WITH FAF:VORand NDBW/O FÅF:

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

IN ADDITION, 5 FT ÅRE ADDED FOR EACH EXTRA0.1 NM WHEN DISTANCE FÅCILITY TO THR> 6 NM

• MISSED APPROACH - INTERMEDIATE PHÅSE:- FINAL PHÅSE:

REU~~JLPANS-OPS

APPROACH PROCEDURESSEG MENTSCLEARANCE,

TOTAL WIDTH

LOWEST

SECONDARYAREA

PRIMARYÅREA

SECONDARYAREA

1/4 OF TOTAL 1/2 OF TOTAL 1/4 OFTOTALW!DTH W!DTH

CROSS SECTION OF STRAIGHT VOR AREA OVERHEAD VOR

WIDTH

• INITIAL

See page H-i

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

G-4

SEGMENTS,Fl EUJ ~

PANS-OPS

OBSTACLECLEARANCEIS REDUCED FROM PRECEDING AREA

THE INTERMEDIA TE APPROÅ CH FIX:

PROCEDURESOBSTACLE CLEARANCE

AT:

THE FINÅL ÅPROA CH FIX:(Non-precision approaches only. For ILS: See pages H-1 and H-3)

APPROACH

IF

IN/TIAL SEGMENT

Values applied in primary areas

INTERMED/ATESEGMENT

AND AT:

FAF

MIN 492 FT

/NTERMED/ATESEGMENT

MIN

Values applied in primary areas

246 FT with FAFQ~..295 FTno FAF

FINAL SEGMENT

[1EUJ -

PANS-OPS

DESCENT GRÅ D/ENTS

APPROACH PROCEDURESSEGMENTS, DESCENT, BANK AND TIME

See respective segment for further details

IN DES/GN/NG INSTRUMENTAPPROACHPROCEDURES,ADEQUATESPACE IS ALLOWED FOR DESCENT FROM FÅCILITY CROSSINGALT/TUDEJHE/GHT TO RUNWAY THRESHOLD OR - FOR CIRCL/NG - TOOCAIOCH. TH/S IS DONE BY ALLOW/NG MAX DESCENT GRADIENTS.(OCNOCH is descnbed in “Final Approach Segmenf’ page 17)

BANK ANGLE

IN EACH SEGMENT - WHERE APPLICABLE -

TURNING AREAS ÅRE BASED ON ÅSPECIF/ED BANK ANGLE.

See respective segment for further information

TIME

GRADIENT = HEIGHT DISTANCE

AREA EXTENSION IS BASED ON FOLLOWINGTIME TOLERANCES:

• TIMING• PILOT REACTION TIME

± 10 s

- 0 to + 6 s (varies with segment)

~

FÅCILITY

G-6

PANS-OPS

APPROACH PROCEDURESINITIAL APPROACH SEGMENT, GENERAL

THE /N/T/AL APPROACH SEGMENT /5 WHERETHE AIRCRAFT HASDEPARTED THE EN-ROUTE STRUCTURE AND IS MANOEUVRING TO ENTERTHE INTERMEDIATE APPROACH SEGMENT.

TYPES OF MANOEUVRES

WIND

• REVERSAL PROCEDURES• RACETRACKPROCEDURES• DME-ARC• DEÅD RECKONING [SEGMENT] (ILS only)

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

COMPENSATE FORKNOWNOF? ESTIMA-TED W/ND’

FULL USE SHOULDBE MADE OF INDICA-TIONS AVAILABLEFROM NÅ V AIDS

DESCENT RATES

Replaces gradients in this segment. If required descent from end of initial approach to begin-ning of final approach exceeds values below, a shuttle procedure (racetrack circuits) is used.

Track Outbound track lnbound track

Aircraft category A/B C/D A/B C/D

Max descent for i minutenominal outbound time

804 FT i 197 FT(245 M) (365 M)

492 FT 755 FT(150 M) (230 M)

BANK ANGLE

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

I

REU~~LOPANS-OPS

APPROACH PROCEDURESINITIAL APPROACH SEGMENT,

REVERSAL PROCEDURES

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

45°/i80° PROCEDURETURN 80 °/260° PROCEDURETURN

UNLESS OTHERWISE STÅ TED ON /AL, THE ABOVE PROCEDURE TURNSÅRE ALTERNATIVES TO EACH OTHER AND THE PILOT MAY FREELYCHOOSE WHICH TYPE OF PROCEDURE TURN TO USE.

BASE TURN

BOUND

LEFT PROCEDURE

REVERSAL PROCEDURES ÅREDESIGNATED “LEFT” OR “RIGHT”DEPENDING ON DIRECTION OFFIRST TURN WHEN FLYING OUT-

RIGHT BASE

1’

k-1!MIN __

0 CAT A and B: 1 min

THESE TIMES ARENOT SHOWN ON IAL

0

IMMEDIATELY ÅFTER 80° TUFIN COM-PLETED, TURN 2600 IN OPPOSITEDIRECTION TO INTERCEPT INBOUNDTRACK

0 0

Ø TIME ÅND OUTBOUND TRACK SHOWN IN IAL PROFILE.

TURN TURN G-8

REW ~

PANS-OPS

APPROACH PROCEDURESINITIAL APPROACH SEGMENT,

REVERSAL PROCEDURE5

NO OMNIDIRECTIONAL ENTRY.UNLESS SPECIAL ENTRY PROCEDURES HAVE BEEN PUBLISHED FORAN INDIVIDUAL PROCEDURE, ENTER PROCEDURE ONLY VIA ENTRYSECTOR SHOWN BELOW!

BASE TURN

IF OMNIDIRECTIONAL ENTRY REQU/RED, THIS SHOULD BE MADE V/Å ASUITABLY LOCATED HOLDING ÅND FROM THERE INTO REVERSALPROCEDURES ENTRY SECTOR.

ALTERNATIVELY, THE PROCEDURE DESIGNER COULD USE Å RACETRA CK PROCEDURE, REPLACING THE REVERSAL PROCEDURE.

PROCEDURE TURN

- ‘I

II

WHEN a> 300, ENTRYSECTORIS EXTENDEDTO INCLUDE THE RECIPROCAL OF THEFINAL APPROACH TRACK (AS SHOWN)

REWPANS-OPS

APPROACHINITIAL APPROACH SEGMENT,

RACETRACK PROCEDURES

RACETRACKPROCEDURESÅRE USED:

• TO PERMIT OMN/DIRECT/ONAL ENTRY INTO Å PROCEDURE WHEN AIRCRAFTARR/VE OVER THE INITIAL APPROCH FIX FROM VARIOUS D/RECTIONS

• WHEN Å STRA/GHT SEGMENT WOULD NOT PERMIT REQUIRED LOSS OFÅLTITUDE (SHUTTLE PROCEDURE). See also page G-5 “Descent rates”

OUTBOUND LEG IN Å RACE-TRACK PROCEDURE MAY BEDEFINED BY TIME OR FIX

WHEN MÅKING FULL ORBIT,STARTTIMING LATESTOF

• ABEAMFACILITY• ATTA/NING OUTBOUND

HEADING

PROCEDUREBASED ON FIXSTARTTIMING WHENATTAINING OUTBOUNDHEADING

PROCEDURE DEFINED BY FIX

TURN TO INBOUND TRACK SHOULDBE INITIATED WHEN FIRST OF• OUTBOUNDTIME (ADJUSTED FOR

W!ND)EXPIRES• DME-MILEAGE 01? RADIAL/BEARING

SPECIFY!NG LIMJT1NG DISTANCE ISENCOUNTERED

ENTRYFROMSECTORS1 ÅND 2:

THE ENTRY CONSTITUTESYOUR APPROACHPROCEDURE ÅND SHOULDPLÅCE YOU IN Å POSITIONTO CONTINUE THEDESCENT WITHOUT ANYÅDDITIONAL ORBIT INRACETRACK. -~

REMEMBER.C. ...

SECTOF? ALTITUDE - MSA-

IS ALWAYS SAFE ALTITUDEFORMANOEUVRING,’RÅTE OFDESCENT PERM1TTING

Illustrated:Outbound time 1.5 min

~lrateofdescent

G-lO

I

REU~~7LPANS-OPS

APPROACH PROCEDURESINITIAL APPROACH SEGMENT

RACETRACK PROCEDURES, ENTRY

ENTRY PROCEDURES ÅRE THE SAME AS FOR HOLDING EXCEPT:

LIMIT FLIGHT ON NON-MANOEUVR!NG SIDE OF!NBOUND TRACKAS FAR AS POSSIBLE”

DESCENTTONEXTPRESCR!BEDALT! TUDE(=ALT! TUDEBEFORETURNONTOINTEF?MEDIATE - INBOUND - TRACK)ALLOWEDWHENLÅTESTOF• ABEAM FÅOIL/TY• ESTÅBLISHEDONOUTBOUNDTRACK

YOU ÅRE “ESTABLISHED” WHEN W/TH/N:

/LS and VOR

1/2 FULL SCALE

DEFLECT/ON

(ILS ±1.25°)(VOR ±5°)

ENTRY FR0~14 SECTOR 2(OFFSET ENTRY)

ZONEOFFLEXIBILITY ±5° REMAINDER OF

OUTBOUND TIME

=

ESTÅBLISH ON INBOUNDTRACK BEFORE LEAVINGALT! TUDE!

PARA

= -I

APPROACH TO LANDESTABLISH ON INTER-MEDIATE TRACK BEFORELEÅVING ALTITUDEAFTERCOMPLET/ION OF INBOLINDTURN. .. ...

NDB

±5°

I

REU~~L

PANS-OPS

APPROACHINITIAL APPROACH SEGMENT

RACETRACK vs HOLDING

RÅCETRACK PROCEDURE

• DESIGN SPEEDS= MAX SPEEDS (KT lAS):

c2Racetrack as shown on IAL(bold line)

FL/Altitude Speed

Normal conditions Turbulence

0 - 14 000 FT Aircraft Cat C/DAircraft Cat AJB

230 KT170 KT

280 KT170 KT

14 001 - 20 000 FT 240 KT 280 kl or 0.8 Machwhichever is less20 001 - 34 000 FT 265 KT

34 001 FT - 0.83 Mach 0.83 Mach

WARNING! SPEEDS’ !N ‘HOLDINGS, DES1GNÉD “INW/TH EARLIER CR1TERIA, MAV STILL APPEAR IN “NEW” PANS-OPSPROCEDURES (WHEN IN DOUBT, FLY THESE LO WER SPEEDS)

FL/AltitudeSpeed

JET aircraftSpeed

PROP aircraftNormal conditions Turbulence

0 - 6 000 FT 210 KT 280 kl or 0.8 Machwhichever is less

(after clerance fromATC only)

170 KT170 KT

175 KT

6 001 - 14 000 FT 220 KT14 001 FT - 240 KT

Holding as depicted on IAL(bold, broken line)

( /

G-12

• OUTBOUNDTIME: i - 3 MIN

• DESIGN SPEEDS = MAX SPEEDS (Kl” lAS):

Aircraft category Speed(KT_lAS)

A 90/110

B 120/140C 160/240D 185/250

• OUTBOUND TIME

HOL DING

- AT OR BELOW14 000 FT:- ÅBOVE 14 000 FT:

1MIN1.5 MIN

I

Fl EW ~

PANS-OPS

PROCEDURESINITIAL APPROACH SEGMENT

RACETRACK vs HOLDING

ÅPPROACH FROM Å HOLDING INSIDE Å RACETRACK PROCEDURE WITHD/FFERENT OUTBOUND TIME

CONDITIONS:

• STANDARD HOLDING (1 MIN)• 1.5 MIN RACETRACK• A/RCRAFT IN HOLD/NG PATTERN JUST

TURNING ONTO /NBOUND TRACK

WHEN IN DOUBT ABOUT REQUIREDDESCENT RATE FOR APPROACH TOTOUCH DOWN AT NORMAL TOUCHDOWN P0/NT

MAKE ADDITIONALORBIT iN RACETRACKAND 1NFOFIM ATC”

TO STEEP?!

BECAUSE:• AIRCRAFT IS HEA VY?• NO HEAD W/ND?• OR SIMPLY:

OUTBOUND TIME IN RACE-TRACK BE/NG 1.5 MIN?

“CLEARED roLAND”

i II

[1EUi3~&PANS-OPS

ILLUSTRA TED:• OUTBOUNDTIME• PROCEDURE ALTITUDE

•SPEEDOBSTACLE CLEARANCE- PRIMARY AREA- SECONDARY AREA

APPROACHINITIAL APPROACH SEGMENT

RACETRACK vs REVERSAL

1.5 MIN3 000 FT210 KT lAS (225 KT TAS)

984 FT984 FT AT INNER EDGE REDUCINGTO 0 FT AT OUTEREDGE

• D/STANCE SCALE 0I I I I I I

5 1ONM

BASE TURN

OBSTÅCLE 796 Fl” HIGHDETERMINES IN! TIALAPPROÅCH ALTITUDEDESPITE BEING MUCHLOWERTHAN THEOTHER OBSTÅCLE1082 FT.THE LATTER IS SITEDEXACTLY HALFWÅYFROMTHE EDGESINSECONDÅRYÅREÅ SOOBSTACLE CLEÅRANCEHERE IS ONL Y 492 Fl”.

• SECONDARY AREA:WIDTH 2.5 NM

RACETRÅCK PROCEDURE

1800

G-14

REW -

PANS-OPS

• AREA WIDTH- PRIMARY AREA- SECONDARY AREA

• OBSTACLE CLEARÅNCE- PRIMARY AREA- SECONDARY AREA

APPROACH PROCEDURESINITIAL APPROACH SEGMENT

DME-ARC

± 2.5 NM (TOTAL WIDTH 5 NM)2.5 NM

984 FT984 FT AT INNER EDGE, REDUCING TO0 FT AT OUTER EDGE

THE DME-ÅRCMAYBE INTERCEPTEDLATER THAN IAF, PROVIDEDTHAT THE AIRCRÅFT ALWAYS WILL BE ESTÅBLISHED ON THE ÅRC BE-FORE TURNING ONTO THE INTERMEDIATE (FINAL) APPROACH TRACK.

HULE OFTHUMB ~ .‘ .~ .: :

AN ATTEMPT TO ESTABLISH THE Å!F?CRAFT ONTHE ARC SHOULD NOT BE MADE IF CLOSER TOTJIE LEAD RADIAL THAN 100 HOWEVER,VALUE DEPENDSON SPEEDÅND AF?C RADIUS

DME-ARC CROSSING ALTITUDES MAY BEDETERMINEDBY CONSIDERATIONS, OTHERTHAN OBSTACLECLEARANCE, E. G. MINIMUMRECEPTION ALTITUDE FOR VORIDME

IF

PRIMARYAREA

SECONDÅRYAREA ‘li

IAF

FÀF

Å

il

LEADRADIAL (SHOWNONIÅL)PROVIDESÅ T LEAST2 NMLEADFORTURNONTOINTERMEDIATEÅPPROÅCHTRÅCK

IFÅ

LATESTPOINT TOESTABLISH ON ÅRC

FAF

G-15 IAF

I

FlEUi~~L~PANS-OPS

APPROACHINITIAL APPROACH SEGMENT,DEAD RECKONING SEGMENT

WHEREAN OPERATIONÅL ADVANTAGECAN BE OBTAINED, ANILS PROCEDURE MAY INCLUDE Å DEAD RECKONING SEGMENTFROM Å FIX TO THE LOCALIZER.

• ANGLE OF INTERCEPTION

• MAX/MUM LENGTH

• HEAD/NG TOLERANCE

45°

1ONM

±5°

G-16

RE~LPANS-OPS

APPROACH PROCEDURESINTERMEDIATE APPROACH SEGMENT

THIS SEGMENT BLENDS THE INITIAL APPROACH SEGMENT INTO THEFINAL APPROACH SEGMENT, ÅND HERE THE AIRCRAFT SPEED ÅNDCONFIGURAT/ON SHOULD BE PREPARED FOR FINAL APPROACH.

• DESCENT GRÅ DIENT

• OBSTACLE CLEARANCE- PRIMARY AREA- SECONDARY AREA

RÅCETRÅCK

INTERMEDIÅ

DME-Å RO

INTERMEDIA TEAPPROACHSEGMENT

PREFERABL Y FLA T, MAX ALL0 WEDGRÅDIENT IS 5.0 % (2.86°)

492 FT492 FT AT INNER EDGE, REDUCING TO0 FT AT OUTEREDGE

0-17

I

PANS-OPS

APPROACH PROCEDURESFINAL APPROACH SEGMENT, GENERAL

THIS IS THE SEGMENT IN WHICH ALIGNMENT ÅND DESCENT TO LANDINGÅRE MADE.Below, the final approach segment for non-precision approaches is descnbed. See ILSpage H-1 for information on precision approaches.

THIS SEGMENT BEGINS AT THE FINAL APPROACH FIX - FAF, Å FACILITYOR Å FIX. - HOWEVER, IN PROCEDURES BASED ON Å SINGLE FACILITYS/TED ON OR CLOSE TO THE AERODROME, NO FAF IS GIVEN.

DESCENT GRÅDIENT

PROCEDURE W/TH FAF

PROCEDURE W/O FAF

- OPTIMUM 5 % (2.86°)- MAX/MUM 6.5 % (3.720)

REPLACED BY DESCENTRATES:

Track Outbound track lnbound trackAircraft category A/B C/D A/B C/D

Max descent for i minutenominal outbound time

804 FT 1 197FT(245 M) (365 M)

492 FT 755 FT(150 M) (230 M)

THE CRIT/CAL OBSTACLE WITHIN THE AREÅ (PRIMARY OR SECONDARY)DETERM/NES THE OBSTACLE CLEARANCE ALT/TUDE/HEIGHT - OCA/OCH -

FOR THE FINAL APPROACH,

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

ÅREA

SHAPE OF THE ÅREA IS DETERM/NED BY POSIT/ON OF THE FÅOIL/TYSee page B-7 for area extension

G-18

~=~: ~

flE-~~T~ //~.

PANS-OPS

APPROACH PROCEDURESFINAL APPROACH SEGMENT, OCA/OCH

• OBSTACLECLEARÅNCEALT/TUDE, OCA

• OBSTACLECLEÅRANCEHEIGHT, OCH

REFERENCED TOMEAN SEA LEVEL

REFERENCED TORUNWAYTHRESHOLD

OCÅ/H FORMS THE BASIS FOR LANDING MIN/MÅ.

UNLESS VISUAL CONTACT HAS BEEN ESTABLISHED, DO NOTDESCEND BELOW THE OCAIH’ TH1S CANNOT BE DONE WITHOUTINFRINGING THE APPROPRIATE OBSTACLE CLEARANCE

OBSTACLE CLEARANCE

• PRECISION APPROACH:

• NON-PRECIS/ON APPROÅCH:

- VOR and NDB WITH FAF:

- VOR and NDB W/O FAF:

See ILS page H-i

246 FT (75 M)

295 FT (90 M)

IN ÅDDITION, 5 FT ÅRE ÅDDED FOR EA CH EXTRA 0.1 NM WHENDISTANCE FACILITY TO THR> 6 NM

THRESHOLDELEV

MSL ~

FAF

MÅPt

+ +REQUIREDOBSTACLECLEARÅNCE OCH

I

REUi -.~

PANS-OPS

APPROACHFINAL APPROACH SEGMENT,

STEP DOWN FIX

Å STEPDOWN FIX PERMITS ADDITIONAL DESCENT WITHIN A SEGMENTBY IDENT/FYING Å P0/NT, AT WHICH Å CONTROLL/NG OBSTACLE HASBEEN SAFELY OVERFLOWN.

OCA/H

FAF

REQUIRED(MINIMUM)OBSTACLE CLEARANCE - MOC

jr

SAME PROCEDURE WITH STEPDOWN FIX:

FAF STEPDOWN FIX

~OCNH,FIXRECEIVED

MOCN

OCA/H, FIX NOTRECEIVED

Å

MOCv

j

“WI-/Al STEP-FIX?!”

G-20

PANS-OPSPROCEDURES

MISSED APPROACH SEGMENT, GENERAL

THE MISSED APPROACHPROCEDUREIS DESIGNED TO PROVIDE PROTEC-TION FROM OBSTACLES THROUGHOUT THE MISSED APPROACHMANOEUVREUNTIL OTHEROBSTACLEPROTECTION CRITERIA APPLY(E. G. FOR APPROACH, HOLDING OR EN-ROUTE).

THE MISSED APPROACH SEGMENT STÅRTS:

• IN Å PRECISION ÅPPROÅCH AT THE P0/NT OF INTERSECTIONBETWEEN THE ILS/PAR GLIDE PATHÅND THE APPLICÅBLE DECISIONÅL TI TUDE/HEIGHT, DA/DH

• IN Å NON-PRECISION APPROACH

G-21

AT THE MISSED APPROACHP0/NT, MAPt (identified by afacility, fix or distance kom FAF)Special regulations apply in Norwayand Sweden. See page G-27.

MISSEDAPPROACHSEGMENT

MAPtFadiity, fix or

Dist from FÅF

MD.4J”H IullJ,IIIIIIIItIIIIIIIIIIIIliuIIIlIIIIlIJ,lFIIIIIIIIIIIIIIJIIIIIIIIIJIIII’Hfl

1

MISSED APPROACH SEGMENT

I

PANS-OPS

START OF CL/MB. SOC

PROCEDURESMISSED APPROACH SEGMENT,

CLIMB GRADIENT

WHEN IN/T/A TING Å MISSED APPROÅCH PROCEDURE (GO-AROUND) - THATIS: TRANSITTING FROM APPROACH DESCENT TO CLIMB - AN Å/RCRAFTDOES NOT START CL/MB/NG IMMEDIATELY DUE TO CHANGES IN AIRCRAFTCONFIGURÅTION. THE DESIGN CR/TER/A ALLOW FOR THIS BY PRESCRIBINGÅ DISTANCE FOR LEVEL FLIGHT.

WHEN MAPt IS DEF/NED BY Å FIX, TH/S DISTANCE (MAPt - SOC) IS BASEDON 15 SECONDS OF FL/GHT W/TH 10 KT TAlL WIND.

CLIMB GRÅDIENT: NORMALLY 2.5 %.

HOWEVER, WHEN OBSTACLES IN THE MISSED ÅPPROACH AREADETERMINE OCAIH, Å STEEPER GRADIENT WILL RESULT IN Å LOWER

USING Å STEEPERCLIMB GRADIENTTO REDUCEOCAJH

OCH 2.5%

OCH 3.5%

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

MAPt SOC 2.5 % (drawn to scale) ___________

0 CA/H.

MAPt MOC

ÅG-22

PANS-OPS

APPROACH PROCEDURESMISSED APPROACH SEGMENT,

PHASES AND MOC

• IN/TIAL PHASE- EXTENSION-MOC

• INTERMED/ÅTE PHÅSE- EXTENSION ANDMOC

• FINAL PHASE- EXTENS(ON AND MOC

MAPt - SOC (CLIMB ESTABLISHED).SAME AS FOR FINAL APPROACH.

TO THE P0/NT WHERE MOC 164 FT (50 M) ~FIRST REACHED ÅND CAN BE MAINTAINED.

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

NO TURNSMÅY BE PRE-SCRIBED UNTIL 164 FTOBSTACLECLEARANCEIS REACHED

Remark: the requirement for alevel acceleration portion, inclu-ded in earlier editions of PANS-OPS, has been withdrawn (asprimarily aircraft type-related).

THE MISSED ÅPPROACH IS DIVIDED INTO THREE PHÅSES:

See page G-19 and H-1

MAPt SOC

98 Fl”

_______________________ IJIIIIIIIIIIJIIIIIIIIIIIIIIIIIIIIIII~

..IIIIIII,huhhi’~hh1

4164 Fl”

INITIAL INTERMEDIATEPHASE PHASE

FINAL PHASE

“TURNI!”

MIN 164 rr

*Å

0-23

REW

PANS-OPS

APPROACHDETERMINATION OF OCA/H

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

—‘

IN THIS CÅSE WE WOULDNOT CLEAR THE ANTENNA, SO THEPROCEDURE DES/GNER MOVES THE CLIMB GRAD/ENT ON TOP OFTHE PRESCRIBED CLEARANCE ABOVE THE ANTENNA.LOOKING AT THE MAPt, WE NOW F/ND A NEW, REV/SED OCA/HGRANTING Å SAFE M/SSED APPROACH.(ALTERNATIVELY, Å STEEPER GRADIENT COULD BE PRESCRIBED).

MÅPt

d

15 SEC REQWRED CLIMB~ GRADIENT‘SOC4

OCH FINÅLAPPROACH OCA FINAL

APPROACH

MSL ~

REVISED OCA/H BÅSED ON OBSTACLESIN MISSED ASPPROÅCH SEGEMENT

‘4,

REQUIRED CLIMBGRADIENT

MAPt

d15 SEC ~

4 ‘SOC4OCH FINÅLAPPROACH OCA FINAL

APPROACH

MSL ~

G-24

REU5~JLPANS-OPS

PROCEDURESMISSED APPROACH, AREA

STRÅIGHT MISSED APPROÅCHAREÅS ÅRE THOSE SHOWN ON PAGES 8-7 ÅND G-i8

VORMÅPt

IN THIS CÅSE WE HAVE Å SECONDVOR PROVIDING TRÅCK GUIDANCE.IF ONLY MAPt-VOR WAS ÅVAILABLE,AREA WIDTH WOULD INCREÅSECONTINUOUSLY FROM THE MÅPt

TURNING MISSED APPROACH• WIND• BANK ANGLE• TIME TO ESTÅBLISH BANK• PILOT REACT/ON TIME• OBSTACLE CLEARANCE

- PRIMARY AREA

-SECONDARY AREA

——

• .— —

VOR

STÅ TISTICÅL or OMNIDIRECTIONAL 30 KTi5°3$3$

BEFORE TURN: 98 FTAFTER TURN: 164 FTSAME ÅS ABOVE, REDUC/NG TO 0 FT ATOUTER EDGE

VORMAPt

EARLIEST TP

THE TURNING POINT, TP, ISNOT Å POINT BUT AN AREA.BECAUSE OF DIFFERENCESIN PERFORMÅNCE, WEIGHTSETC.AIRCRAFT WILL REACHTURN ALTITUDE AT DIFFERENTDISTANCES FROM MAPt

G-25

AREA EXTENSION IFONLY MÅPt-VOR

• •—.-— •AVAILABLE

LATESTTP

NOMINAL TP

AREAWITH TURNATANALTITUDE:“CLIMB TO 1500FTTURNRIGHT...”

LATEST TP

IF TRACKGUIDANCE ISA VAILABLE0 1 2 NM AFTER TURN, SECONDARYAREASI I I i WILL RESUME

I

EiER T APPROACHPANS-O EARLY GO-AROUND

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

WARNING’

UNL.ESS BEING RADARVECTORED

IN ORDERTO STAV WITHINPROTECTED AREA, FLYHORIZONTAL NÅ V/GÅ TIONPART OF PROCEDURE ASDEPICTED ON IAL, I ECROSSMAPt OR PRE-SCRIBED TURNING P0/NT

FOR TERF?AIN CLEARANCEWITHIN PROTECTED AREA,MAPt MUST BE CROSSEDAT OR ABOVE DA/DHIMDA

FÅF MAPt

G-26

FlEUI~~L~PANS-OPS

PROCEDURESMISSED APPROACH,

DECISION POINT, DP vs MAPt

IN ACCORDANCEW/TH SWEDISHÅND NORWEGIANREGULATIONSÅDECISION P0/NT, DP, SHALL BE ESTABLISHED FOR NON-PRECISIONAPPROÅCHES.(DA/DH REPLACESDP FOR PRECIS/ON APPROACHES)Note: Norwegian regulations permit that DP be replaced by MAPt

IT SHOULD BE POSSIBLE TO DESCEND FROM DPNORMAL “GLIDESLOPE ANGLE” ÅND CROSSINGTHRESHOLD AT 50 FT.

TO LAND, USINGTHE LANDING

DECISION POINT,DPTHIS IS THE PILOTSP0/NT. DURING DAILYOPERA TIONS DPREPLÅCES MAPt INMOST CASES.See pages G-26 and G-28for important exceptions

MAPtTHIS IS THE DESIGNER 5 P0/NT,WHERE HE CALCULATES THAT ANAIRCRA FT LÅ TEST 5 TARTS CLIMBING

DP MAPt‘4 LITTLE LATETO LAND NOW/”

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

0-27

DP placed atter MAPt would infringeobstacle clearance in missed approach

Å

DP IS ALWAYS POSITIONED BEFORE01? LATEST AT THE SAME POSIT!ON AS MAPI

MAPt DP

I

REk.U ~

PANS-OPS

APPROACHMISSED APPROACH,

NON-PRECISION APPROACH WITHOUT DP

BÅSED ON ÅAN AERODROME,

Å NON-PRECIS/ON APPROACH PROCEDURESINGLE FÅCILITY, SITED ON OR CLOSE TODOESN 7 HA VE Å DECIS/ON P0/NT.

FÅCILITYand

MAPt

MIN ÅL TITUDE UNTILTURN COMPLETED

•/I//..

YOU ARE “ESTABLISHED” WHEN WITHIN

• ILS and VOR 1/2 FULL SCALEDEFLECTION

-ILS--±125° VOR~-±5

• NDB ±50

0-28

REIIJ ._~:t~ ~T

PANS-OPS

IN/TIAL APPROÅCH

INTERMEDIATE APPROÅCHSEGMENT

FINÅL ÅND MISSED APPROÅCHSEGMENTS

APPROACHlLS, GENERAL

ÅS STÅ TED UNDER “INITIAL APPROACHSEGMENT”See page G-5, 0-6 and 0-8

BLENDS INTO FINAL APPROÅCH SEGMENT

AS SHOWN ON PAGE G-i7

COMBINED INTO Å PRECISION SEGMENT.See next page

OBSTA OLE CLEÅRANCE

DECISION TO LAND 01? GO AROUND IS TAKEN AT DA/DH. THE AIRCRÅFT WILLTHENDESCEND THROUGH DA/DH BEFORE STARTING TO CLIMB, SO OBSTACLECLEARÅNCE /5 DETERMINED BY:

IApproximate tolerances:• Radio altimeter ±5% of radioheight• Pressure altimeter ± 60 FT

The faster the aircraft, the deeperthe penetration

THE SUM OF ÅL TIMETERTOLERÅNCE AND AIR-CRAFT PENETRÅTION(HEIGHT LOSS) = REQUIREDOBSTÅCLE CLEARANCE.AS SPEED IS INVOL VED,MOC IS BASED ON AIR-CRAFT CATEGORIES:(Specified on page B-1)

Aircraft category Obstacle clearance usingRadio altimeter

(Cat II and III)Pressure altimeter

Feet Metres Feet MetresA 42 13 130 40B 59 18 142 43C 71 22 150 46D 85 26 161 49

TYPE OF ALTIMETER USEDÅIRCRAFT SPEED

PRESSURE

NOMINAL DA!DH

RADIOALTIMETER

I

PANS-OPS

PROCEDURESILS, PRECISION SEGMENT and

ASSESSMENT SURFACES - OASOBSTACLE

THE PROCEDURES ÅRE DEVELOPED FROM THE FOLLOWING ÅSSUMPT/ON5(CORRECTIONS ÅRE MÅDE FOR OTHER CONDITIONS)

• ÅIRCRÅFT D/MENSIONS- MAX 30 M SEM/SPAN- MAX 6 M BETWEEN FLIGHT PÅTH OF

WHEELS ÅND ÅIRCRAFT GP ANTENNÅ

• ILS SECTOR WIDTH AT THRESHOLD: 210 M(SO THAT ÅIRCRAFT WILL HIT “RWY WINDOW”)

• ILS REF DÅTUM HEIGHT AT THRESHOLD: 15 M

• CA T II FLOWN WITH FLIGHT DIRECTOR

• CÅT II ÅND III: CERTÅ/N OBSTACLE SURFACES,SPECIFIED IN ICAO ANNEX 14 (Å ERODROMES), HAVENOT BEEN PENETRÅTED

PRECISION SEGMENT

BEGINS ÅT THE FINALAPPROACHP0/NT, FAPÅND NORMALLY TERMI-NÅTES WHERE FINALPHÅSEOF THE MISSEDAPPROACH COMMENCES.

MAPt IS DEFINED AS THEINTERSECTION OF THENOMINAL GP ÅND THEDA/DH.

The standard

(-400excluded)BOEING 747

aircraft

FAP

PRECISION SEGMENT

START OFFINALMISSEDÅPPROACH

MAPt

DA/DH

OBSTÅCLE ASSESSMENT SURFÅCES. OASCONSTITUTEÅ SETOFSURFACES, USEDIN THEMÅNUAL METHOD OF DETERMINING OCA/H FORILS.

THE DEMENSIONSOF THE SURFÅCESVÅRY WITHRUNWÅY-LENGTH,ILS GP-ÅNGLEÅNDMISSEDAPPROÅCH CLIMB GRÅDIENT.

W

Schematic view

THEGRÅV SURFACEIS HORIZONTALTHROUGHTHEELEVATIONOF THETHRESHOLD

H-2

RE~

PANS-OPS

APPROACH PROCEDURESILS, DETERMINATION OF OCAIH

IF NO OBSTACLEPENETRATESÅNY OF THEOAS-SURFACES, OCÅ/H WILL BE: SUM OFALTIMETER TOLERÅNCEÅND HEIGHT LOSS.

FOR CÅT 111-OPERA TIONS,NO OBSTACLEMAYPENE-TRATE ÅNY SURFACE.THE WHEELSACTUÅLLYCOULD TOUCH GROUNDBEFORE THE ÅIRCRÅFTSTÅRTS CLIMBING.

IF AN OBSTÅCLEPENETRATESANY OF THEOÅS-SURFA CES...

OCA/H WILL BE: SUM OFOBSTACLE HEIGHT ÅBOVETHRESHOLD PLUS ÅL TIME-TER TOLERÅNCE ÅNDHEIGHT LOSS.IF SEVERÅL OBSTÅCLESPE-NETRATE, THE HIGHEST WILLBE CONTROLLING

H-3

limits (height and position).

Remark: Objects, necessary for air navigation functions, may be disregarded if frangiblymounted, as may GP antenna, taxiing and holding aircraft if within certain specified

I

APPROACH PROCEDURESREW - ILS, COLLISION RUSK MODEL - CRMPANS-OPS

IN PRINCIPLE, OAS-SURFÅCES CONSTITUTE TANGENTIAL SURFÅCESTO Å MÅTHEMATICAL MODEL, USED IN Å COMPUTER PROGRAMME:“THE COLLIS/ON R/SK MODEL” - CRM.

THE CRM-SURFACES COVER THE PRECIS/ON SEGMENT ÅND CONSISTOF Å SERIES OF ELLIPSES, EACH REPRESENTING IDENTICÅL POSSIBI-LITIES FOR AN AIRCRAFTS POSIT/ON.

THE PROGRAM CALCULATESTHE RISK OF AN AIRCRAFTCOLLIDING WITH AN OBSTAC-LE iN THE PRECISION SEG-MENT DURING THE APPRO-ACH AND MISSED APPROACHPHASES.IF THE RISK iS LESS THAN

i x iO-~(ONE IN TEN MILL/ON),THEN THE OBSTACLE iS DIS-REGARDED (Å VERV HIGH SA-FETY FACTOR)

OAS-SURFACES

Å

Cross sectkn

COMPARED TO THE S/MPLIFIED OAS-METHOD, CRM:

• IS LESS OVERPROTECT/VE, ESPECIALLY IN THE AREA WHEREOBSTACLES MOST OFTEN APPEAR IN AN /LS-PROCEDURE:THE V/CINITY OF THE HUN WAY

• CONSIDERS “OBSTACLE DENSITY”, THE INCREÅSED RISK OF MANYOBSTACLES BEING GROUPED CLOSE TOGETHER

• ASS/STS IN PLANN/NG, E. G. BY IDENT/FYING OBSTACLES THATSHOULD BE REMO VED TO /MPROVE SAFETY.

H-4

E1EU~~~L APPROACH PROCEDURESPANS-OPS ILS, SIMULTANEOUS PARALLEL OPERATIONS

ONE WÅY OF INCREASING THE CAPÅCITY OF AERODROMES WITHPARÅLLEL OR NEÅR-PÅRALLEL RUNWÅ YS IS TO OPERA TE THERUNWAYSSIMULTANEOUSLYÅND INDEPENDENTLYUNDER /MC.

SEVERÅL MODES OF OPERA TION ÅRE ÅVAILÅBLE:

• INDEPENDENT PARALLEL APPROACHESRADAR SEPÅRATION BETWEEN AIRCRAFT USING ADJACENTRUNWAYS NOT PRESCRIBED

• DEPENDENT PARALLEL APPROACHESRADAR SEPARATIOIN PRESCRIBED

• INDEPENDENT PARALLEL DEPARTUESS/MULTANEOUS DEPARTURES FOR AIRCRAFT DEPARTING IN THESAME DIRECTION FROM PARALLEL RUNWAYSNote: Minimum separation between runways must not be Iower than specified

value regarding wake turbulence

• SEGREGATED PARALLEL APPROACH/DEPARTURESONE RUNWA Y IS USED FOR ÅPPROACHES ÅND THE OTHER FORDEPARTURES

• MIXED OPERATIONSALL MODES OF OPERA TION ÅRE POSS/BLE

H-5

In.

— .%%~g’. — —

I

E1EUi~~L~ APPROACH PROCEDURESILS, SUMULTANEOUS PARALLEL APPROACHES

PANS-OPS

INDEPENDENT/DEPENDENT PARÅLLEL ÅPPROACHES MÅ V BE PERFORMED IF:

• RUNWAV SEPARATION /5:

INDEPENDENT PARALLEL APPROACHES DEPENDENT PARALLEL APPROACHES

• AN ILS SERVING EACH RUNWAY

• ÅIRCRAFT ÅRE ADWSED OF RUNWA V IDENTIFICÅ TION ÅND LOCALIZERFREQUENCV ÅND - FOR DEPENDENT PARALLEL ÅPPROACHES - THATAPPROACHES ÅRE IN USE TO BOTH RUNWA YS

• AIRCRAFT ÅRE MAKING STRAIGHT-IN APPROACHES

• RADAR W/TH ÅZIMUTH ACCURACY OF 0.3° ÅND UPDATE PERIOD OF 4-5 s ISÅVAILABLE

• RADAR VECTOR/NG WITH SEPARATION BETWEEN ÅIRCRÅFT TURNING ON TOLOCAL/ZER COURSE IS: VERTICÅL i 000 FT or LONG/TUDINÅL 3 NMNote: also the lower aircraft will normally be well established on LLZ before

intercepting GP

• MISSED APPROACH TRACKS DIVERGE BY AT LEÅST 30°

• INDEPENDENTAPPROACHES

• DEPENDENT APPROÅCHES

RADAR MONITORINGPERFORMEDUNTILVISUÅL SEPÅRAT/ON ÅPPLIES or AIRCRAFT ISi NMORLESS FROMRUNWAYTHRESHOLD

MIN RADAR SEPARÅ T/ON BETWEEN ÅCFT IS:

-~ 3NM

—2NM �30°

p r I~I~

H-6

REU~~L~

PANS-OPS

APPROACH PROCEDURESCIRCLING, GENERAL

C/RCLING ÅPPROACHICÅO DEF/NITION

THE CIRCLING AREA IS DETERMINED BY DRA WING ÅRCS CENTREDON EÅCH RUNWÅY THRESHOLD ÅND JO/NING THOSE ARCS WITHTANGENT LINES. THE RÅD/US OF THE ÅRCS IS RELÅTED TO:

• AIRCRAFT CATEGORY

• SPEED

Specified on page B-1

Aircraftcategory

Max speed(Knots lAS)

A 100B 135C 180D 205

• WIND

• BANK ÅNGLE

25 Kl” THROUGHOUTTHETURN

AN EXTENSION OF AN INSTRUMENT APPROACH PROCEDUREWHICHPROVIDES FOR VISUAL C/RCLING OF THEAERODROMEPR/OR TO LÅND/NG

20° OR 3% WH/CHEVER REQUIRESLESS BANK

REU±~~TLPANS-OPS

APPROACH PROCEDURESCIRCLING, AREAS

Il” IS PERMISSIBLE TO ELIMINATE FROMCONSIDERATION Å SECTOR, WHERE ÅPROMINENT OBSTACLE EXISTS. THISSECTOR IS BOUNDED BY THE D/MEN-SIONS OF ANNEX 14 INSTRUMENTÅPPROA CH SURFÅ CES.

CIRCL/NG WILL THUS BE PROH/BITEDIN THIS SECTOR, ÅND THIS WILL BESHOWN ON THE RELEVANT IAL:

Circling NA in the sector N RWY 09 andNWRWY22

C/RCLING USING PRESCRIBED TRACK

AT LOCAT/ONS WHERECLEARLY DEFINED VISUALFEATURES PERMIT, ÅNDWHEN AN OPERA TIONALADVANTAGE CAN BEOBTAINED, SPECIFICTRACKS FOR CIRCLINGMAY BE PRESCRIBED.

VISUAL FEATURES DEFI-NING THE TRA CK SHALLBE SHOWN ON THE THECHARTDEPICTING THEC1RCL ING PROCEDURE

Aircraft category A B C DSemiwidth of corridor i 400

(Metres)1 500 i 800 2 100

Area for circling with prescribed track

1-2

~1EW~APPROACH

CIRCLING, OBSTACLE CLEARANCE

PANS-OPS

THERE ÅRE TWO SEPARÅ TE REQUIREMENTS TO BE FULFILLED:

• MINIMUM OBSTAOLE

• LO WEST OCH

CLEARANCE,

BOTH REQUIREMENTS ÅRE COUPLED TO AIRCRAFT CATEGORIES

EXÅMPLES:

i. GIVEN:

ÅIRCRAFT CA TEGOR V: COBSTÅCLE HEIGHT 107 FT ÷MIN OCH = 591 FT (HIGHER),

2. GIVEN:

AIRCRÅFT CÅTEGORV: 0OBSTACLE HEIGHT 306 FT +MIN OCH = 591 Fl” (LO WER),

MOC 394 FT= 501 FTSO OCH = 591 FT

MOC= 700FTSO OCH= 700 FT

MOC

MINIMUM OBSTACLE LOWEST PERMISSIBLE OCHCLEÅRÅNCE-MOC (Fl)

(Fl)

Å 295 Å 394B 295 B 492C 394 C 59iD 394 D 689

I

REEll - ~----~

PANS-OPSCONTACT LOST

CIRCL.!NG IS Å VISUAL MONOEUVRE WHERE THE RUNWÅV, RUNWÅY L/GHTS ORSPECIAL VISUAL CIRCLING ÅIDS SHOULD BE KEPT IN SIGHT WHILE AT MDA/H FORCIRCLING.

IF VISUAL REFERENCE IS LOST WH/LE CIRCL/NG TO LAND FROM AN INSTRUMENTAPPROACH, THE MISSED APPROACH FOR THAT PART/OL/LAR PROCEDURE MUSTBE FOLLOWEDMAKEIN/TIAL TURNTOWARDSTHE LANDINGRUNWAV, THENESTÅBL/SH ONTHEMISSED APPROACH TRACK’

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

REASON: WHEN PÅST MÅPt FOR THE INSTRUMENT PART OF THE ÅPPROÅCH, ÅTURN SHORTEST WAV TO THE MISSED ÅPPROÅCH TRÅCK COULD PLÅCE THEAIRCRAFT BELOW THE PRESCRIBED CLIMB GRÅDIENT FROM MÅPt.

APPROACHCIRCLING,

IF HIGH OBSTACLES ÅREPRESENT IN MISSEDÅPPROACH DIRECTION- OR VOU ÅRE UNCERTÅINABOUT CONDITIONS -

MAKE FULL ORBIT ABOVEÅERODROMEBEFOREJOINING MISSEDAPPROÅCHPROCEDURE,INFORM ATC!

MÅP t

•~ DA/fri

1-4

I

REW ~--

PANS-OPS

APPROACH PROCEDURESAREA NAVIGATION PROCEDURES - RNAV,

GENERAL

ÅREA NÅV/GÅ TION ÅPPROACH PROCEDURESÅRE ÅSSUMEDTO BEBÅSED ON ONE REFERENCE FACILITY, COMPOSED OF Å VOR ÅND ÅCOLLOCATED DME.

REQU/REMENTS FOR USE

• THE RNAV SYSTEM MUST BE APPROVED FOR ÅPPROÅCH LEVEL

• THE PILOT HAS CURRENT KNOWLEDGE OF HOW TO OPERATE THESYSTEM

• BOTH VOR ÅND DME COMPONENTS OF THE PUBLISHED VOR/DMEREFERENCE FACILTY ÅRE SERVICEABLE

THE VOR/DME RNAV APPROACH PROCEDUREIS Å NON-PRECISION PROCEDURE

• FIXES ARE PRESENTEDAS WAYPOINTS

• IF TRACKREVERSALREQUIRED, Å RACE-TRACK PATTERNMAYBE ESTABLISHED

• FINAL APPROÅCHISGENERALLYÅLIGNEDWITH THE RUNWÅY

• Å RUNWÅY THRESHOLDWÅYPOINT IS PROVIDED

THE MISSED APPROA Ol-I PROCEDURE /5 IDENTICA L TO THATFOR A NON-PRECISON APPROACH

IN ORDER TO FOLLOW SAME FL!GHT PÅ TH IN BOT/I CA SES,TUFIN ANTICIPATION MUST BE INHIBITED FOR TURNS AT MAPtÅND THF?OUGHOUT THE MISSED APPROACH PROCEDURE

VOR/DME

CHÅR1N51 0112E01 04836

THR 04N51 0943E01 43207

FAFO4N50571 8E01 32754CHAR2

N5031 24E0121433

I

REW - -~

PANS-OPS

APPROACH PROCEDURESAREA NAVIGATION PROCEDURES - RNAV,

TOLERANCES AND MOC

THE ACCURACVÅNDLIMITÅTIONS OF RNAVSYSTEMSÅRETHOSEOFÅ COMPUTEREMPLOVED TO:

• CONVERT NÅWGATIONÅL DATA INPUTS INTO AIRCRÅFT POSITION

• CÅLCULÅTE TRÅCK ÅND DISTÅNCE

• PROVIDE STEERING GUIDÅNCE TO THE NEXT WAYPOINT.

NA VIGÅTIONAL ACCURACY

DEPENDSON:

• GROUNDSTÅTION TOLERANCE

• AIRBORNE RECEIVING SYSTEMTOLERANCE

• FLIGHl” TECHNICAL TOLERÅNCE

• SYSTEM COMPUTATION TOLE-RANCE

• DISTANCE FROMREFERENCEFÅ CILITY

•VOR

•DME

• FLIGHT TECHNICAL- INITIAL AND INTERMEDIÅTE APPROACH- FINAL AND MISSED ÅPPROACH

• SYSTEM COMPUTATION TOLERANCE

± 4.5°

0.25 NM÷ 1.25 %OF DIST TO ANTENNÅ

± 1 NM± 0.5 NM

0.5 NM

OBSTACLE CLEARANCE

• FINAL APPROACH 246 Fl”

• MISSED APPROACH- INITIÅL PHASE- INTERMEDIATE PHASE- FINAL PHÅSE

246 FT98 Fl”

164 Fl”

SUM OF TOLERANCES

FAF MAPt

J-2

LANDINGGENERAL

WEATHEF?MIN/MÅ ÅRE GENERALLYNOTDETERMINEDBV STÅTES - ÅLTHOUGH THEUS FAA PUBL/SH STATE WEATHER MIN/MÅ - BUl” ÅRE THE RESPONSIB/LITY OF THECÅPTÅIN-IN-COMMAND.

WEÅTHERMINIMAÅREBASED ON NATIONAL REGULÅTIONS - HERE THE SWEDISHBCL-D.1.17 - ÅND IN PRACTICE DETERMINED BY THE OPERATORS OPERA TIONSDEPARTMENTSORBY COMPAN1ES, SPEC1ÅLIZING IN THE PRODUCTION OF ROUTEDOCUMENTATION.

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

ILSBased on operational consideration of:- Category of operation- Ground/airbome equipment characte-

ristics- Crew quaJifk~ation- Ai~ftperformance- Meteorologicalconditions- Aerodrome characteristics- Terrain profi!e/radio altimeter- Pressure error/pressure altimeter, etc

POSSIBLEMARGIN

frIW~ d.#~f#~

MOCILS: H eight loss

NON-PRECISION APPROA CHBased on operational consideration of:- Ground/airbome equipment characte—

~s~cs- Crew quallfication- Aircraft performance- Meteorological conditions- Aerodrome charactenstics- Location of guidance aid relative to

runway, etc

DA/H or MDA/H

_*,~#I

OCH OCA

~~MEÅN SEA LEVEL, MSA ~

LANDING MINIMADA/DH vs MDA

NON-PRECIS/ON Å PPROA CH

DP

MDA

K-2

LANDINGOPERATIVE MUNIMA,

DETERMINATION OF VUSUBILTY

LOWEST PERMISS1BLE

DETERMINÅTION OF HORIZONTALVIS/BLITY

WWEST PERMISSIBLEFOR NING D!MD:

Procedure DH(FT)

MDH(FT)

lLSCatlla) 100 -

ILS Cat I 200 -

PAR 200 -

ILS localizer only - 250VOR - 250NDB - 300SRE - 250CirclingAircraft Cat AAircraft Cat B/CAircraft Cat D

-

-

-

350450550

If the flight crew consists of only onepilot, at least 50 feet must be addedto actual DH/MDH.

a) Special authorization required.

OPERATIVE MIN/MÅ

HIGHEST OF:OCHorDH/MDH APPLIES.

VÅLUES

HORIZONTAL VIS/BIL/TY SHOULD MATCH DH/MDH, SO THAT HIGHERDH/MDH - W/TH GEOGRÅPHICAL POSITION FURTHER FROM LANDINGTHRESHOLD- RESULT IN Å H/GHER HORIZONTAL VIS/BIL/TY

DH/MDHÅ DH/MDH 8

A

LANDINGOPERATIVE MINIMA,

LOWEST PERMISSIBLE VISUAL RANGE

AERODROME LIGHT/NG IS CONSIDERED IN THE DETERMINAT/ON OFOPERA TIONAL LÅNDING MIN/MÅ.

NORMALLY, CREDIT FOR APPROACH L/GHTS IS TAKEN ONLY FORSYSTEMS GIVING ROLL GUIDANCE (SYSTEMS EQUIPPED W/TH ATLEAST ONE CROSSBAR OR Å CENTRELINE CONS/ST/NG OFBA RETTES).

Note: Bareftes are installations of four or more Iights, mounted ciose together andthus gMng the impression ofshort light bars.

LOWEST PERMISSIBLE WSUAL RANGE

• 750 M HVA MUST BE AVAILABLE

• 800 M IF RVR NOT Å VAILABLE

IF FLIGHT DECK CREW CONSISTS OF ONLY ONEPILOT, AT LEAST 200 M SHOULDBE ADDED

HOWEVER, ÅFTER SPECIAL PERMISSION COMPAN/ES, OPERA TINGCOMMEACIAL AIR SERVICES /FR, MAY APPLY THE FOLLOW/NGV/SUAL RÅNGE VALUES:

Runway equipped with high intensity edge-,threshold-, centreline- and touch down zone-lights

Other runways

Aircraft category Meteorologicalvisibility

(m)

RVR(m)

Meteorologicalvisibility

(m)

RVR(m)

A, B and C 800 550800 750D 800 600

CIA CLING: Aircraft category Meteorological visibility(m)

AandB i 600C 2200D 2600

K-4

LANDING MINIMAOPERATIVE MINIMA,

DECISION POINT - DP

Å DECISION P0/NT - DP - SHALL BE ESTABL/SHED FOR NON-PRECIS/ONÅ PPROA CHESRef page G-21, G-27 and page G-28 (exception from requirement).

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

• Å NÅVIGATION FACILITY (INNER LOCATOR OR M/DDLMARKER etc)

• Å DME-F/X

• FLYING TIME FROM PÅSSAGE OF OUTER LOCATOR OR CORRE-SPONDING FIX (FAF)

REGULÅTIONS STATE THAT DP SHALL BE DETERMINED SO, THATTHE AIRCRAFT - W/TH CONT/NUED VISUAL ÅPPROÅCH FROM DPÅND USING Å “NORMAL ANGLE OF APPROÅCH” - SHALL PASS THETHRESHOLD AT 50 Fl”.

K-5

I

LANDING MINIMAOPERATIVE MINIMA,

CAT 11/111, DETERMINATION OF DH

COMMON EUROPEAN PROCEDURES FOR ÅUTHORIZATION OF CATEGORY /1ÅND III OPERA TIONS ÅRE CONTAINED IN:

EUROPEANCI VIL AV/AT/ON CONFERENCE- ECAC - Doc No i7(BCL-D 1.18)

USE OF Å RADIO ALT/METER TO DETERMINE DH IS MANDATORY.(THE RADIO ALT/METER IS CAL/BRATED TO SHOW WHEELS HEIGHTABOVE GROUND.)

FOR CAT II, LOWEST PERMISSIBLE DH /5 100 FT ÅBOVE THRESHOLDELEVAT/ON. THIS MEÅNS THAT DH MAY BE REACHED AT Å HE/GHT,LOWER THÅN 100 Fl” ABOVE GROUND (EXAMPLE 2 BELOW). HOWEVER,THE AIACRAFT IS STILL iOO FT ABOVE THRESHOLD ELEVÅTION.

Note:

EXÅMPLE 2

Had the highest ground elevationin this case been greater than 100FT- height loss, DH (OCH) woutdhave been raised.Min required obstacle cJearance isalways guaranteed.

N~s~

EXÅMPLE i

jr—l”HR ELEV

DH= 100FT

*~13Fl”

CORRECl”ED DH = 100~ + 13~= 113

DH= 100FT

CORRECTEDDH = 100 - 13 = 87

K-6

I

AT ÅND BELOW DECISION HE/GHT

LANDING MINIMAOPERATIONAL MINIMA,

CAT 11/111, DETERMINATION OF RVR

Å) � 90 M, FOR THE PILOT TO BE ÅBLE TO MON/TOR AN Å UTOMÅ TIC SYSTEM- DECIDE TO LAND OR GO AROUND

B) � 12CM, FOR THE PILOT TO BE ÅBLE TO MAINTÅIN ROLL ATTITUDE MÅNUALLV

225 M, TO PROWDETHE PILOT WITH SIGHT OF A P0/NT OF LOWRELÅTIVEMOVEMENT ON THE GROUND

DH(FT)

Mode of operationManual control at

and below DH.RVR (M)

Autoland or autocoupledto below DH.

RVR (M)

100 - 120 400 350121 - 140 450 400141 - 500 500

An alternative method,considering also the geo-metry of different aircrafttypes (distance pilot’s eyes -

wheels, blind visual segmentcaused by the airoraft’s noseetc), may resutt in slightly dif -

ferent relation DH/ RVR.

“AUT000UPLED TO BELOWDII” MEANS, THATAUTOPILOT MUST BE ENGAGEDDOWN TO 50 FEET RADIOHEIGHT (OR LOWEST CEATIFICATED HEIGHT)IF A/P MUST BE DISENGAGED BELOW DH, THEAPPROACHMÅV HOWEVER BECONTINUED, P-/-C DESORET/ON

THE WSUÅL SEGMENTS REQUIRED ÅRE BÅSED ON THE FOLLOWING:

TO INITIATE FLARE

RESULTING RVR-VALUES ARE:

I

LANDINGPLANNING MINIMA

Å FLIGHT MUST NOT BE INITIATED UNLESS METEOROLOGICAL INFORMATION INDICATESTHÅ T, AT TIME OF ESTIMÅTED ARRIVAL AT THE DESTINA TION, VERTICAL VISIBILITY ÅNDMETEOROLOGICALVISIBILITY/RVR ÅRE AT LEÅSl” EQUAL TO THE FOLLOWING VÅLUES:

DH or MH(FT)

Minimum vertical_visibilty_(FT)For runway equipped with high intensity runway lightsand approach Iights

In other cases

200 - 299 100 200

300 - 399 200 300

400 - 499 300 400

500 - 599 400 500

600 - Same as DH/MH rounded off downwards to the nearest hundreds of feet

DH or MH(FT)

Lowest meteorological visibilty/RVR (M)For runway equipped with high intensity runway Iightsand approach Iights with a length of approach Iights In other cases

� 900 M <900 M but not <420 M

200 - 299 800 i 000 1 200

300 - 399 1 200 1 400 1 600

400 - 499 1 600 1 800 2 200

500 - 599 2 000 2 200 2 600

600 - 2 400 2 600 2 800

The approach Iights shall be positioned on the extended runway centreline andequipped with at least one crossbar.

IF THE ABOVE REQUIREMENTS FOR THE DESTINÅTION ÅRE FULFILLED. ONE AERO-DROME, SERVICING AS ALTERNÅTE, MUST BE A VAILABLE.

REQUIRED WEATHER CONDITIONS Ål” THE ALl”ERNATE:

• PLÅNNING MINIMA (RUNWÅ Y IN USE AND REQUIRED LANDING AID) +300/1.0

WHEN WEÅTHER CONDITIONS AT THE DESl”INAl”ION ÅRE BELOW PLANNING MINIMA:7..y~ ~ -r~~ F S *~o\~tvC& Æ ~ rc~ ~ -r~.uo~ A~CEu~~)CLot~I~J1~E FU~trVfL~J.

REQUIRED WEATHER CONDITIONS AT:

r1A1 A .P-L4NNIN(~MINIMA FQP ~IIAIIAIA~F 141

ND FIEQUIfl.. .. ~ ~ ~ %.4 1% IL ~.l

• FIRST ALTERNATE:

• SECOND ALl”ERNATE:

PLANNING MINIMA FOR RUNWAY IN USEÅND REQUIRED LANDING AIDS

PLANNING MINIMA FOR RUNWA Y IN USEÅND REQUIRED LANDIING AIDS +300/1. 0

K-8

I

Iff~1~-

PANS-OPS

GENERAL CRITERIAAIRCRAFT CATEGORY, WIND AND SPEED

THE EÅRLV CA/TER/Å FOR APPROACH PROCEDURE DESIGN WERE FIRST LAID OUTIN 1947 ÅND BROUGHT TOGETHER INTO A S/NGLE DOCUMENT,INTRODUCED1STOCTOBER1961. THESE CA/TER/Å WERE FOUNDED ON PRACTICAL EXPERIENCE OFÅIRCRAFT OPERATIONS RÅTHER THAN ON SCIENTIFIC FÅCTS.

THEN, EFFECTIVE 25 NOVEMBER 1982, THE RÅDICALLY REVISED “NEW” PANS-OPSWAS INTRODUCED.

PROCEDUREDESIGN, HOWEVER,IS Å COMPLICATED ÅND TIMECONSUMING TASK.FOR THAT REASON Å NUMBER OF PROCEDURES DESIGNED IN ACCORDÅNCE WITHTHE “OLD” CRITERIÅ ÅRE STILL IN USE TODAY.IN MOSTPARTSOF THE WORLD- /NCLUDING EUROPE - SOME5- 10% ÅND IN ASIASOME 10- 15% OF ALL PROCEDURES ÅRE ESTIMÅTED ST/LL TO BE OF THE “0W”TVPE.

NO SPECIFICÅ TION.

USA ÅND Å FEW OTHER COUNTRIES BUILDTHEIR PROCEDURES ON THE US TERPS.

See page M-1.

OMNID/RECTIONAL, 60 KNOTS

PROCEDURES APPLY /RRESPECTIVE OF “NEW5’ PANS-OPS CATEGORY.

• MIN 90 Kl” TAS

• MAX 150 KT TAS

-

(

) WIND

AIRCRÅFT CATEGORIES

SPEED

WARNING!DESIGN SPEED THROUGHOUT THE ENTIRE PROCEDURE

I

PANS-OPS

“OLD”2~~ vs flEW PANS-OPS

OTHER D/FFERENCES COMPAREDTO “NEW” CA/TER/Å:

• THERE IS P11? DESIGNATED MÅPt (MÅPt MÅV HOWEVERBE INDICÅ TED)

THE MISSED ÅPPROÅCH CLIMB GRÅDIENT IS CALCULÅTED FROM:

- PRECISION APPROÅCHES:

- NON-PRECIS/ON APPROACHES:

1800 M INSIDE LÅNDINGTHRESHOLD(SHORTER RUNWAY:RUNWAY END)

RUNWAYEND

• OCAJ’H REPLACED BY OCL QNH/QFE

• ENTRY INTO REVERSÅL PROCDURE Compare page 0-4

OMNID/RECT/ONAL ENTRY IN PRINCIPLENOT PROHIBITED.HOWEVER, HIGHLY RECOMMENDED TOENTER REVERSAL PROCEDURE FROMD/RECTIONS, OTHER THAN ENTRYSECTOR FOR “NEW” PÅNS-OPS, ONLYIF Å HOLDING IS ESTÅBLISHED ON THEAPPROÅCH FACIL/TY (SHOWN ON IAL).

USE RACETRACK ENTRYPROCEDURES INTOIIOLD!NG PATTERN’See pageG-lO

:~iREÅ ~SECTOR ALTITUDE - MSAÅL WAYS SAFE ÅLTITUDEFOR MANOEUVRING,RATEOF DESCENT ÅND ATCCLEARANCE PERMITTING

L-2

I

ILLUSTRA TED:

“OLD” PANS-OPS~ vs flEW PANS-OPS

• BÅSE TURN• OUTBOUNDTIME 1.5 MIN

• NO SECONDÅRYAREÅ• AIRCRAFT CATEGORY: ALL•ÅLl”ITUDE: ALL• TAS: 150 Kl” TAS

Halftone area in illustration

L-3

NM0

i

234

5

—10

HEW• AIRCRAFT CATEGORY: C• ÅLT/TUDE: 5 000 Fl”• TAS: 265 Kl”

Contourline in illustration

PANS-OPS

I

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