PROCEDURES

for
AIR NAVIGATION SERVICES

THIRD EDITION - 1971

This edition incorporates all amendments approved b y

the Council prior to 20 March 1971 and supersedes,
on 6 January 1972, all previous editions of
PANS-OPS (DOC 8168-OPS/611)

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 PROCEDURES
for
AIR NAVIGATION SERVICES

A1,RCRAFT O P E R A T I O N S

THIRD EDITION - 1971

This edition incorporates all amendments approved by

the Council prior to 20 March 1971 and supersedes,
on 6 January 1972, all previous editions of
PANS-OPS (DOC 8168-OPS/611)
 AMENDMENTS
The issue of amendments is announced regularly in the ICAO
Bulletin, which holders of this publication should consult. The
space below is provided to keep a record of such amendments.

RECORDS OF AMENDMENTS- . .-AND CORRIGENDA

.
... ... . -. .

AMENDMENTS CORRIGENDA

No. Date Date Entered No. Date Date Entered

Applicable entered by Applicable entered by
~

1-8 6/1/72 6/9/71 ICAO

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) . . . . . . . . . . . . . . . . . . . . . .. ) . . ) . . . . . . . . . . . . . . . . . . . . . . . It .
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.......................................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. . . . . . . . . . . . . - >. . , .

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................. I . . . . . .................. ................. 8 . ) .................... ...............

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)

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6/1/72 (ii)
 (iii)

PROCEDURES' FOR AIR NAVIGATION SERVICES

AIRCRAFT OPERATIONS

TABLE OF CONTENTS
PaRe
FOREWORD ...................................... (vii)

PART I1 .. Holding and Approach-to-Land Procedures ................

C h a p t e r 1.. Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1.. 1 n - F l i g h i P r o c e d u r e s . . . . . . . . . . . . . . . . . . . . .
1.2 .. H o l d i n g A r e a s . . . . . . . . . . . . . . . . . . . . . . . . .
C h a p t e r 2 . .I n s t r u m e n t Approach Systems and Aids .
P r o c e d u r e s and O b s t a c l e C l e a r a n c e s . . . . . . . . . . . . . .

2.1. ............................
.G e n e r a l
2.2. .ILS ( I n s t r u m e n t
Landing System) .Category I
operations . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
2.2.2. .Defined A r e a s and O b s t a c l e C l e a r a n c e s . . . . . . . . .

2.3. .ILS ( I n s t r u m e n t Landing System) .Category I1

Operations ..........................
2.3.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . .. . .. .. .. :. .. .. ..
2.3.2. .Def iried A r e a s and O b s t a c l e Clearances -;

2.4. .S p e c i a l P r o c e d u r e s . Areas and O b s t a c l e

C l e a r a n c e s .P r e c i s i o n Aids .................
2.4.1. .ILS with Glide Path Inoperative .............
2.5. .Radar ( S u r v e i l l a n c e Radar and PAR) ..............
2.5.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
2.5.2. .Defined A r e a s and O b s t a c l e L l e a r a n c e s . . . . . . . . .
2.5.3. .S p e c i a l
P r o c e d u r e s . Areas and O b s t a c l e
Clearances ......................
2.6. .VOR (VHF O m n i d i r e c t i o n a l Radio Range) .
P r o c e d u r e "A" ........................
2.6.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . .
2.6.2. .Defined A r e a s and O b s t a c l e C l e a r a n c e s . . . . . . . . .

(Doc 8168-OPS/o11/3)
(iv P.
.
Procedures .A i r c r a f t Operations

2.7. .V09 (VHP O m n i d i r e c t i o n a l Radio Range) .

P r o c e d u r e "B"........................ 2-45

2.7.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . . 2-45
2.7.2. .Defined Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . . 2-46

2.8. .Non-Directional Radio Beacon .P r o c e d u r e "A" . . . . . . . . . 2-50

2.8.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . . 2-50
2.8.2. .Defined Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . . 2-50

2.9. .Non-Directional Radio Beacon .P r o c e d u r e "B" ......... 2-54

2.9.1. - F r o c e d u r e s .G e n e r a l.................. 2-54

2.9.2. .D e f i n e d Areas and O b s t a c l e Clearances . . . . . . . . . 2-55

2.10. .D/F (Direction Finding) F a c i l i t y . . . . . . . . . . . . . . . 2-59

2.10.1. .P r o c e d u r e s .G e n e r a l . . . . . . . . . . . . . . . . . 2-59
2.10.2. .D e f i n e d Areas and O b s t a c l e C l e a r a n c e s . . . . . . . . . 2-60

.S p e c i a l
2.11.
Non-Precision Aids ...............
P r o c e d u r e s . A r e a s and O b s t a c l e C l e a r a n c e
....... 2-65

2.11.1.
2.11.2.
.Two
.Defined
NDBs . . . . . . . . . . . . . . .. .. .. .. .. .. .. .. ..
Areas and O b s t a c l e C l e a r a n c e s
2-65
2-66

Chapter 3 .. ......
V i s u a l Manoeuvring i n t h e V i c i n i t y of an Aerodrome 2-70

3.1. .Defined Areas ......................... 2-70

3.2. .Minimum ..................
Obstacle Clearance 2-70

PART 111.. Altimeter S e t t i n g Procedures ..................... 3-1

I n t r o d u c t o r y Note . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

C h a p t e r 1.. B a s i c Requirements . . . . . . . . . . . . . . . . . . . . . . 3-2

.System ................ 3-2

1.1.1.
1.1.2. . . . ...............
of F l i g h t L e v e l s
.T r a n s i t i o n Altitude
.................... 3-2
1.1.3. .T r a n s i t i o n L e v e l 3-2
1.1.4. .T r a n s i t i o n from F l i g h t L e v e l s t o A l t i t u d e s
andviceversa .................... 3-3

1 ... - Take-off and Climb ...................... 3-3

1.3.1. .V e r t i c a l S e p a r a t i o n .................. 3-3

1.3.2. .T e r r a i n C l e a r a n c e ................... 3-3

1.. . . - M i s s e d A p p r o a c h . ....................... 3-4

Table of C o n t e n t s (v)

Chapter 2. - P r o c e d u r e s A p p l i c a b l e t o O p e r a t o r s and P i l o t s ..........

2.1. - F l i g h t Planning . . . . . . . . . . . . . . . . . . . . . . . .
2.2. - P r e - F l i g h t O p e r a t i o n a l ' ~ e s t. . . . . . I . . . . . . . . . . .
2.3. - Take-off and Climb ......................

2.4.1.
2.4.2.
- Vertical
-
Separation
T e r r a i n Clearance . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ..
2.5. - Approach and Landing . . . . . . . . . . . . . . . . . . . . .

2.6.. - Missed Approach . . . . . . . . . . . . . . . . . . . . . . . .

PART I V . - M e t e o r o l o g i c a l I n f o r m a t i o n f o r F l i g h t O p e r a t i o n s . . . . . . . . . . .

PART V. - Secondary S u r v e i l l a n c e Radar (SSR) Transponder

Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . .

ATTACHMENTS TO PANS-OPS

Attachment A. -
A p p l i c a t i o n of t h e O b s t r u c t i o n C l e a r a n c e S u r f a c e (OCS)
.............
and D e t e r m i n a t i o n of O b s t a c l e C l e a r a n c e L i m i t (OCL)

1. - O b s t a c l e C l e a r a n c e L i m i t f o r F i n a l Approach . . . . . . . . . . . . . .
2 , - O b s t a c l e C l e a r a n c e L i m i t f o r Missed Approach . . . . . . . . . . . . .
3. - Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Attachment B. -
Assumptions of a T e c h n i c a l C h a r a c t e r on which t h e
ILS O b s t a c l e C l e a r a n c e S p e c i f i c a t i o n s a r e Based ..............
1.-Signalsinspace ...........................
2. -
3. - The E f f e c t of Beam Bends . .. .. .. .. .. .. .. .. ... ... ... ... ... ... ... ... ... ... ... ... ... ...
A i r c r a f t Receiver Variables

4. - Lowest Approach Angles a t 2-1.12 Dot Ply-up

Attachment C. - Guidance M a t e r i a l R e l a t e d t o t h e Holding P r o c e d u r e s ,
PANS-OPS, Chapter 1, P a r t I1 . . . . . . . . . . . . . . . . . . . . . . . .

1. - D e t e r m i n a t i o n of A d d i t i o n a l O b s t a c l e C l e a r a n c e Requirements
f o r Minimum Holding L e v e l s i n A r e a s of High T e r r a i n o r i n

2. -
Mountainous Areas ..........................
C o n s t r u c t i o n of t h e B a s i c Holding Area and t h e A s s o c i a t e d
....
O m n i d i r e c t i o n a l E n t r y Areas by C a l c u l a t i o n of Boundary P o i n t s
3. - A l t e r n a t i v e C o n s t r u c t i o n of t h e B a s i c Holding Area and t h e
A s s o c i a t e d E n t r y Areas by P l o t t i n g ..................
(vi) Procedures - Aircraft Operat ions

Attachment D . - Guidance Material Related t o Missed Approach

Procedures Involving a Turn ......................... 53

Attachment E. - Instrument Approach Procedures Based on a F a c i l i t y

Offset from t h e Runway Centre Line ....................... 55

A. - Procedure presented by France ....................... 55

B. - Procedure presented by U.S.A. ...................... . .
59

Attachment F. - Ground Exchange of Operational Meteorological

Information ................................... 61 .
 P R O C E D U R ~ SFOR AIR NAVIGATIONSER\rI.CES.
AIRCRAFT ODERATIONS
FOREWORD

. . . , .
The "Procedures f o r A i r ~ a v i g a t i o nS e r v i c e s - . A i r c r a f t O p e r a t i o n s " (PANS-OPS) c o n t a i n
s e p a r a t e p r o c e d u r e s , f o r oldi in^ and Approach-to-Land, P a r t '11, and f o r A l t i m e t e r S e t t i n g ,
P a r t III. Each p r o c e d u r e was developed s e p a r a t e l y a s a n i n d i v i d u a l p r o j e c t and t h e . two
were l a t e r brought t o g e t h e r t o form t h e c u r r e n t ' s i n g r e document (PANS-OPS) a s a r e s u l t of
a c t i o n by t h e Counci1,of ICAO a t t h e S,ixth Meeting of i t s F o r t y - t h i r d S e s s i o n on 26 J u n e
1961. T h i s was done w i t h , a , view t o d e v e l o p i n g a document t h a t would . p r e s e n t o v e r a l l c o v e r -
age o f o p e r a t i o n a l - p r a c f i c + t h a t a r e beyond t h e scope of Sta.ndards and -Recommended Prac-
t i c e s b u t w i t h r e s p e c t. .to. which a measure of i n t e r n a . t i o n a 1 u n i f o r m i t y is d e s i r a b l e . . '
.. . . ... . .
. .
The F i r s t ~ d i t i o no£...t h e PANS-OPS was made a p p l i c a b l e on 1 October 1961. I n i n c o r -
pora t e d . i n o n e ' document : .

Holding and ~pproacii-to- and Procedures

The "Procedures f o r A i r N a v i g a t i o n S e r v i c e s - Holding and Approach-to-Land" (PANS-HAL) ,

p r e v i o u s l y t i t l e d " ~ r o c e d u r e sf o r A i r N a v i g a t i o n S e r v i c e s - ~ n s t r u m e n t ~ : ~ ~ ~ r o a c h - t o ~ ~ a n d " . .
(PANS-IAL) were developed by t h e O p e r a t i o n s D i v i s i o n a t i t s T h i r d s e s s i o n (Montreal,
8 February .- 13 March 1949). , A s u b s t a n t i a l ...measure of agreement was r e a c h e d o n b o t h t h e
p r i n c i p l e s and t h e s p e c i f i c a t i o n s 4 . Some minor amendments were made by t h e A i r N a v i g a t i o n
Commission, b o t h d u r i n g i t s review o f . t h e r e c o m e n d a r i o n s of t h e D i v i s i o n and a f t e r . an , -
examination of t h e c o m e n t s of ,,Con.tract i n g S t a t e s , i n o r d e r t o s i m p l i f y t h e . p r e s e n t a t i o n
or t o ' clarify the intent.

The c o u n c i l c o n s i d e r e d t h a t t h e s e p r o c e d u r e s were a s t e p tbward s t a n d a r d i z a t i o n b u t

r e a l i z e d t h a t amendments may. be n e c e s s a r y from t i m e t o t i m e based- on- e x p e r i e n c e g a i n e d i n
t h e i r a p p l i c a t i o n . The C o u n c i l t h e r e f o r e a t t h e S i x t h . M e e t i n g of i t s T w e l f t h S e s s i o n on
27 J a n u a r y 1951 approved t h e i r i s s u a n c e , a s a g e n e r a l g u i d e t o b e a p p l i e d ' t o t h e f u l l e s t
p r a c t i c a b l e e x t e n t , i n d i c a t , i n g t h a t t h e u s e of t h e t e r m " s h a l l " i n t h e , t e x t does n o t mean
t h a t t h e p r o v i s i o n s concerned a r e i n t e n d e d , , t o be mandatory.
' I

The Fourth S e s s i o n of t h e O p e ~ a t i o n sD i v i s i o n ( M o n t r e a l , 27 March.- 27 A p r i l 1951)

reviewed t h e p r o c e d u r e s a s a p p r 0 v e d . b ~C o u n c i l on 27 J a n u a r y 1 9 5 1 , a n d proposed r e v i s i o n s
which, a f t e r review by t h e A i r N a v i g a t i o n Commission, were approved by t h e C o u n c i l of ICAO
a t t h e T w e l f t h Meeting of i t s F o u r t e e n t h S e s s i o n on 4 December 1951. These r e v i s i o m s ,were
i n c o r p o r a t e d i n t h e Second E d i t i o n of Doc 7087-0~S/585.

. The F i r s t A i r ~ a v i g a t i o nCqnference , ( M o n t r e a l , - 24 February --

24 Mar.ch '1,953). reviewed
t h e p r o c e d u r e s and proposed, i n a d d i t i o n t o s e v e r a l c o m p a r a t i v e l y minor.amendments improving
t h e e x i s t i n g t e x t i n t h e l i g h t of e x p e r i e n c e of the a p p l i c a t i o n of t h e p r o c e d u r e s ; p r o c e - .
d u r e s f o r VOR and PPI Radar Approach and new p r o c e d u r e s , n o t h i t h e r t o c o v e r e d , r e l a t i n g
t o t h e h o l d i n g of a i r c r a f t p r i o r t o commencing the. approach-to-land. A f t e r review by t h e
A i r Navigation Commission, t h e s e were approved by t h e Council of I C A O a t t h e T h i r t e e n t h
Heeting of i t s T w e n t i e t h S e s s i o n ( P a r t 11) on 8 December 1953 t o b e a p p l i e d a s soon a s
p r a c t i c a b l e b u t n o t l a t e r t h a n 1 September 1954. These amendments were i n c o r p o r a t e d i n
t h e F i r s t E d i t i o n of Doc 7 4 5 8 - 0 ~ ~ / 6 1 0 .

(Doc 8168-OPS/611/3)
 (viii) ' Procedures - A i r c r a f t Operations
The Second A i r N a v i g a t i o n Conference (Montreal, August - September 1955) completely
reviewed t h e p r o c e d u r e s and made recommendations f o r e x t e n s i v e amendments, i n c l u d i n g com-
p l e t e r e v i s i o n of t h e PANS-HAL i n a new format t o make t h e document more r e a d i l y u s a b l e .
A f t e r review by t h e A i r N a v i g a t i o n Comqission i n c o n s u l t a t i o n w i t h S t a t e s , t h e r e v i s e d
t e x t was approved by t h e C o u n c i l of ICAO a t t h e E i g h t h Meeting of i t s Twenty-eighth S e s s i o n
on 1 4 May 1956 t o b e a p p l i e d o n , l December 1956, *he common d a t e of a p p l i c a b i l i t y f o r a l l
Amendments t o Annexes t o t h e Convention and P r o c e d u r e s f o r A i r N a v i g a t i o n S e r v i c e s a r i s i n g
from ' t h e Second A i r N a v i g a t i o n Conference.

As a r e s u l t of c o n s u l t a t i o n w i t h S t a t e s concerning p r o p o s a l s made by c e r t a i n S t a t e s
i n commenting on t h e recommendations made by t h e Second A i r Navigation Conference f o r
amendment of t h e PANS-HAL, t h e A i r Navigation Commission recommended, and t h e Council
..approved a t . t h e Eighth Meeting of i t s T h i r t i e t h S e s s i o n on 1 A p r i l 1957, Amendment 1 t o
, : t h e Second E d i t i o n (1956) c o n t a i n i n g a t w o - f a c i l i t y h o l d i n g p a t t e r n and a formula f o r
d e t e r m i n i n g missed approach o b s t a c l e , c l e a r a n c e l i m i t s . Amendment 1 became a p p l i c a b l e on
.1 December 1957.

. . The S i x t h S e s s i o n of t h e AGA D i v i s i o n (Montreal, March - A p r i l 1957) reviewed t h e

s p e c i f i c a t i o n s c o n t a i n e d i n PANS-HAL, i n t h e l i g h t of t h e comments s u b m i t t e d by S t a t e s
s i n c e t h e a d o p . t i o n of t h e Second E d i t i o n and t h e i r e f f e c t on t h e s p e c i f i c a t i o n s of Annex 1 4
and, t o a lesser d e g r e e , Annex 10. The Amendments recommended by t h e AGA D i v i s i o n r e f e r
t o t h e o p e r a t i o n a l c l e a r a n c e s o v e r o b s t a c l e s which a r e r e q u i r e d d u r i n g approaches conducted
w i t h t h e a i d s of ILS and w i t h t h e a i d of GCA, and a l s o t o t h e g e n e r a l problem of missed
approach a r e a s and missed approach o b s t a c l e c l e a r a n c e s . A f t e r b e i n g reviewed by t h e A i r
N a v i g a t i o n Commission, i n c o n s u l t a t i o n w i t h S t a t e s , t h e r e v i s e d t e x t was approved a s
.Amendment 2 by t h e ' Council of ICAO a t t h e S i x t h Meeting of i t s T h i r t y - f o u r t h S e s s i o n on
' 5 J u n e 1958, t o be a p p l i e d on 1 December 1958.

~ l t i m e t e rS e t t i n g P r o c e d u r e s

The A l t i m e t e r S e t t i n g P r o c e d u r e s were developed from t h e b a s i c p r i n c i p l e s e s t a b l i s h e d

by t h e T h i r d S e s s i o n of t h e O p e r a t i o n s D i v i s i o n and a r e t h e r e s u l t of e v o l u t i o n through t h e
recommendations of a number of Regional A i r Navigation Meetings. They f o r m e r l y appeared
as' P a r t 1 of Doc 7030 (Regional Supplementary Procedures) and had p r e v i o u s l y been approved
by Council f o r u s e i n t h e m a j o r i t y of ICAO Regions a s supplementary procedures. P a r t 1 of
Doc 7030 now c o n t a i n s o n l y R e g i o n a l P r o c e d u r e s which a r e supplementary t o t h e p r o c e d u r e s
c o n t a i n e d i n t h i s document. The i n c o r p o r a t i o n of t h e s e p r o c e d u r e s , t o g e t h e r w i t h Holding
and Approach-to-Land P r o c e d u r e s , i n t h e p r e s e n t PANS-OPS was approved by t h e Council of
ICAO a t t h e ' S i x t h Meeting of i t s F o r t y - t h i r d S e s s i o n o n 26 June 1961 on t h e u n d e r s t a n d i n g '

t h a t t h i s a c t i o n was n o t t o b e c o n s t r u e d a s a d e c i s i o n of p r i n c i p l e on t h e q u e s t i o n of
f l i g h t l e v e l s o r on t h e r e l a t i v e merits of m e t r e s o r f e e t f o r a l t i m e t r y purposes. 9n
t a k i n g t h i s a c t i o n t h e C o u n c i l noted t l i a t t h e A i r N a v i g a t i o n Commission was c o n t i m i n g
t o g i v e a t t e n t i o n t o t h e s u b j e c t of a l t i m e t e r s e t t i n g and u n i t s of measurement r e l a t e d
t h e r e t o and i n t h i s connexion would s t u d y , d u r i n g i t s n e x t S e s s i o n , t h e developaent of a
t a b l e of c o n s e c u t i v e f l i g h t l e v e l s based on p r e s s u r e i n t e r v a l s .

Amendment 1

T h i s Amendment, r e s u l t i n g from t h e d i s c o v e r y of a c o n f l i c t i n PANS-OPS between t h e

d e f i n i t i o n of " F i n a l approachss and c e r t a i n p r o v i s i o n s of P a r t T I , Chapter 3, d e a l i n g w i t h
t h e i n t e r m e d i a t e and f i n a l approach p r o c e d u r e s , was approved by t h e C o u n c i l on 27 J u n e 1962
and heramc annl i rahl e nn 1 .f111v ,1963 -
Foreword (ix>

Amendment 2

T h i s Amendment r e s u l t e d from a p r o p o s a l c o n t a i n e d i n Recommendation 6/17 of t h e

AIS/MAP D i v i s i o n Meeting (Montreal, May 1959) t h a t m a t e r i a l r e l a t 5 n g t o Minimum S e c t o r
A l t i t u d e s c o n t a i n e d i n Appendix 7 t o Annex 4, be f u r t h e r developed and t r a n s f e r r e d t o ' a
more a p p r o p r i a t e document s i n c e i t covered o p e r a t i o n a l c r i t e r i a r a t h e r ' t h a n ' t h e manner i n
which i t s h o u l d be p o r t r a y e d on ICAO I n s t r u m e n t Approach C h a r t s . The Amendment which
gave , e f f e c t t o t h e A1slMA.P D i v i s i o n ' s recommendation, was approved by t h e C o u n c i l on
1 4 December 1962 and became a p p l i c a b l e on 1 November 1963.

Amendment 3

Amendment 3 stemmed from recommendations of t h e Holding P r o c e d u r e s P a n e l (HOP) made

a t i t s Second Meeting (Montreal, A p r i l 1964). The Amendment, i n e f f e c t , r e p l a c e d t h e
e x i s t i n g , h o l d i n g p r o c e d u r e s which were based, on s p e e d s of 1 5 0 k n o t s , by m a t e r i a l which
s u i t a b l y p r o v i d e s f o r t h e n e e d s of c u r r e n t f a c i l i t i e s and equipment. The Amendment was
approved by Council on 5 A p r i l 1965 and became a p p l i c a b l e on 1 December 1965. On
30 September 1965 t h e Council approved t h e postponement of t h e a p p l i c a b i l i t y d a t e ' u n t i l
5 May 1966.

Amendment. 4
Meteorological Information f o r F l i g h t Operations
., , .
P r o c e d u r e s f o r t h i s S e c t i o n a r e n o t y e t developed b u t , by Amendment 4 , approved by
Council on 7 ' ~ u n e1965, guidance m a t e r i a l , r e l a t . i n g t o t h e form and p r e s c r i p t i o n of ground
exchanges of m e t e o r o l o g i c a l . i n f o r m a t i o n f o r o p e r a t i o f l a 1 c o n t r o l p u r p o s e s was added as a n
Attachment t o a new P a r t I V - M e t e o r o l o g i c a l I n f o r m a t i o n f o r F l i g h t O p e r a t i o n s . The
Amendment r e s u l t e d from recommendat i o n s of t h e Meteorology and O p e r a t i o n s D i v i s i o n Meeti,ng
h e l d i n J a n u a r y - February 1964, s i m u l t a n e o u s l y w i t h t h e T h i r d S e s s i o n o f t h e Commission
f o r A e r o n a u t i c a l Meteorology. 'of' t h e world' M e t e o r o l o g i c a l O r g a n i z a t i o n . .
'

Amendment 5

T h i s Amendment i n c o r p o r a t e d p r o v i s i o n s a r i s i n g from recommendations of t h e F o u r t h

A i r Navigation Conference (Montreal, November - December 1965). ' The most s i g n i f i c a n t of
t h e s e r e l a t e d t o t h e r e v i s i o n of ILS Category I P r o c e d u r e s , a l s o of r a d a r a p p r o a c h proce-
d u r e s . T h i s Amendment a l s o i n t r o d u c e d p r o c e d u r e s f o r ILS Category I1 O p e r a t i o n s . Proce-
d u r e s f o r ILS Category I1 O p e r a t i o n s had been provis'ionally developed, on a s i m i l a r b a s i s
t o Category I O p e r a t i o n s . The r a d a r p r o c e d u r e s e n t a i l e d combining t h e s e p a r a t e C h a p t e r s
on GCA and PPI approach p r o c e d u r e s i n t o a s i n g l e Chapter t o c o v e r p r o c e d u r e s f o r PAR and
S u r v e i l l a n c e Radar.

T h i s Amendment a l s o i n c o r p o r a t e d changes t o A l t i m e t e r S e t t i n g P r o c e d u r e s as a r e s u l t
of Amendment 8 to.Annex 2 adopted by t h e Council of ICAO a t t h e T h i r t e e n t h Meeting of i t s
F i f t y - s i x t h - S e s s i o n on 29 November 1965.
'

The Amendment was approved by t h e Council of ICAO a t t h e T w e l f t h Meeting of i t s

F i f t y - n i n t h S e s s i o n on 1 2 ~ e c e m b e r1966. The s u b s t a n t i a l n a t u r e of t h e Amendments was
such t h a t i t was d e c i d e d t o r e - i s s u e t h e document i n i t s S e c o n d ' ~ d i t i o n , a p p l i c a b l e , a s
from 24 August 1967.
 ~(x). Procedures - Aircraft Operations

Amendment 6

T h i s Amendment i n c o r p o r a t e d changes a r i s i n g from t h r e e s o u r c e s , namely Recanmendation

6:4/7 o f t h e F i f t h A i r Navigation Conference (Montreal, November - December 1967) , recom-
mendations of t h e F i r s t Meeting of the. O b s t a c l e Clearance Panel (Montreal, January 1968),
and a p r o p o s a l o f t h e A L r Navigation Commission f o r t h e r e c t i f i c a t i o n of c e r t a i n e d i t o r i a l
. i n c o n s i s t e n c i e s noted i n t h e document. The recommendation of t h e F i f t h A i r Navigation
Conference r e l a t e d t o amendment of t h e QNH a l t i m e t e r s e t t i n g procedures during t a k e - o f f
and l a n d i n g . The recommendations of t h e O b s t a c l e Clearance P a n e l included e d i t o r i a l amend-
..me-nts t o t h o s e s p e c i f i c a t i o n s i n t h e document which were considered t o b e e i t h e r incon-
' s i ~ t e n - t ,i n c o r r e c t o r .' i n s u f f i c i e n t l y c l e a r and a new Attachment E p r o v i d i n g guidance
m a t e r i a l f o r I n s t r u m e n t Approach Procedures based on a r a d i o n a v i g a t i o n a l f a c i l i t y o f f s e t
f r o m t h e runway c e n t r e l i n e .

The Amendment was approved by t h e Council of ICAO a t t h e Second Meeting of i t s

S i x t y - s i x t h S e s s i o n on 23 January. 1969. It became a p p l i c a b l e on 18 September 1969.

This Amendment stemmed from Recommendation 6/2 of t h e S i x t h A i r Navigation Conference

(Montreal, April-May 1969). The Amendment, i n e f f e c t , i n t r o d u c e d . o p e r a t i n g procedures
concerning t h e u s e b y P i l o t s of Secondary S u r v e i l l a n c e Radar (SSR) Transponders under
normal and emergency c o n d i t i o n s and i n t h e event of r a d i o communications f a i l u r e .

The Amendment w a s approved by t h e Council of ICAO a t t h e Second Meeting of i t s

S e v e n t i e t h s e s s i o n , ' on 15 May 1970, f o r a p p l i c a t i o n on 4 February 1971.

Amendment 8

T h i s Amendment stems from Recommendation 2 / 1 of t h e Second Meeting of t h e O b s t a c l e

Clearance P a n e l (Montteal, 12 t o 25 February 1970). The Amendment, i n e f f e c t , removes
s e v e r a l i n c o n s i s t e n c i e s and e d i t o r i a l e r r o r s noted i n t h e document.

The Amendment a l s o i n t r o d u c e s new p r o f i l e ' d i a g r a m s t o r e p l a c e t h o s e d e l e t e d by

Amendment 6 because t h e y were m i s l e a d i n g .

The Amendment was approved by t h e Council a t t h e Twelfth'Meeting of t h e Seventy-second

S e s s i o n on 19 March 1971; f o r a p p l i c a t i o n on 6 January 1972.

Status

Procedures f o r A i r Navigation S e r v i c e s (PANS) do n o t have t h e same s t a t u s a s Standards

'a" Recommended P r a c t i c e s . While t h e l a t t e r a r e adopted by Council i n pursuance of A r t i -
c l e 37 of t h e Convention and a r e s u b j e c t t o t h e f u l l procedure of A r t i c l e 90, PANS a r e
approved by Council and a r e recommended t o C o n t r a c t i n g S t a t e s f o r world-wide a p p l i c a t i o n .

Implementation

The implementation of procedures i s t h e r e s p o n s i b i l i t y of C o n t r a c t i n g S t a t e s ; th.ey

a r e a p p l i e d i n a c t u a l o p e r a t i o n s only a f t e r , and i n s o f a r a s S t a t e s have enforced them.
:However, with a view t o f a c i l i t a t i n g t h e i r p r o c e s s i n g towards implementation by S t a t e s ,
t h e y have been p r e p a r e d i n a language which w i l l permit d i r e c t u s e by o p e r a t i o n s p e r s o n n e l .
Foreword (xi)

While uniform a p p l i c a t i o n of t h e b a s i c p r o c e d u r e s i n t h i s document i s v e r y d e s i r a b l e , l a t i -

t u d e i s p e r m i t t e d f o r t h e development of d e t a i l e d , p r o c e d u r e s which may b e needed t o s a t i s f y
l o c a l c o n d i t i o n s . T h i s t h i r d e d i t i o n of t h e PANS-OPS i s a p p l i c a b l e from 6 J a n u a r y 1972.

N o t i f i c a t i o n of D i f f e r e n c e s

The PANS do n o t - c a r r y t h e s t a t u s a f f o r d e d t o S t a n d a r d s a d o p t e d by t h e C o u n c i l a s
Annexes t o t h e Convention and t h e r e f o r e do n o t come w i t h i n t h e o b l t g a t i o n imposed by
A r t i c l e 38 of t h e Convention t o n o t i f y d i f f e r e n c e s i n t h e e v e n t of nori-implementation.
N e v e r t h e l e s s , t h e C o u n c i l c o n s i d e r s i t d e s i r a b l e ( a s .it does i n t h e c a s e of Reconmended
P r a c t i c e s ) t h a t d i f f e r e n c e s between t h e ICAO approved P r o c e d u r e s f o r A i r N a v i g a t i o n
S e r v i c e s and n a t i o n a l r e g u l a t i o n s and p r a c t i c e s b e n o t i f i e d t o t h e O r g a n i z a t i o n and i n v i t e s
S t a t e s t o do s o i n t h e same manner a s r e q u e s t e d f o r S t a n d a r d s .

A t t e n t i o n of S t a t e s i s a l s o drawn t o t h e p r o v i s i o n s of Annex 1 5 r e l a t e d t o t h e ~ u b l i -
c a t i o n of d i f f e r e n c e s between t h e i r p r o c e d u r e s and t h e r e l a t e d ICAO p r o c e d u r e s t h r o u g h t h e
Aeronautical Information Service.

Promulgation of I n f o r m a t i o n

The e s t a b l i s h m e n t and w i t h d r a w a l of and changes t o f a c i l i t i e s , s e r v i c e s and proce-

dures af f e c t i n g a i r c r a f t o p e r a t i o n s provided i n accordance with t h e procedures s p e c i f i e d
i n t h i s document s h o u l d b e n o t i f i e d and t a k e e f f e c t i n a c c o r d a n c e w i t h t h e p r o v i s i o n s of
Annex .15.

Advisory M a t e r i a l

Advisory m a t e r i a l i l l u s t r a t i n g t h e v a r i o u s a l t e r n a t i v e methods of a p p l y i n g t h e
procedures i s c o n t a i n e d i n Attachments t o t h i s document.
 PROCEDURES
FOR AIR NAVIGATION SERVICES

PART I.- DEFINITIONS

Aerodrome ezeuation. The e l e v a t i o n of t h e h i g h e s t p o i n t of t h e l a n d i n g a r e a .

AZtitude. The v e r t i c a l d i s t a n c e o f ' a l e v e l , a p o i n t o r a n o b j e c t c o n s i d e r e d a s a

p o i n t , measured from m e a n ' s e a l e v e l .

Base turn. A t u r n executed by t h e a i r c r a f t d u r i n g t h e i n t e r m e d i a t e a p p r o a c h ,

between t h e end of t h e outbound t r a c k and t h e beg'inning of t h e f i n a l approach t r a c k .
These t r a c k s are n o t r e c i p r o c a l .

Note.- Base t u r n s may be designated as being made e i t h e r i n Zeve-Z f l i g h t or while

desced-, aocordgng t o the circwnstances of each individual instmunent approach proce-
dure, the only r e s t r i c t i o n being,that the obstacZe cZearanees s p e c i f i e d i n P m t I1 be not
infringed.

D e c i s i ~ nheight. A s p e c i f i e d h e i g h t a t which a missed approach must b e i n i t i a t e d

i f t h e required:visual r e f e r e n c e t o c o n t i n u e t h e aP'proach. t o l a n d h a s n o t b'een e s t a b l i s h e d .

Note I . - DecisCon height may be referenced. t o datwns such as- MSL, ' t h e aerodrome
elevation, the etevation of t h e threshold or the highest elevation wi-bhin t h e f i r s t 900 m
(3 000 f t ) of t h e rutway, as specifikd :by t h e . Competent Authority.

Note 2.- The r e q u i r e d v i s u a l r e f e r e n c e means t h a t section of t h e visuaZ a i d s or o f

the approach area which should have b'een i n view for s u f f i c i e n t time for the p i l o t t o have
made an assessment of the a i r c r a f t position and r a t e of change of position, i n r e l a t i o n
t o t h e desired f l i g h t path.
Note. 3.- I t i s e s s e n t i a l t h a t the c a ~ o u ~ a t i oofn the decision height take i n t o
-
account the OCL, t h e performance of t h e a z r c r a f t and' of the approach and missed approach
sys tems.

EZevation. The v e r t i c a l d i s t a n c e o f a p o i n t o r a l e v e l , on o r a f f i x e d .to t h e s u r f a c e

of . t h e e a r t h , measured from,mean s e a l e v e l .

Final approach. That p a r t of a n i n s t r u m e n t approach p r o c e d u r e from t h e time t h e

aircr'aft has :

(a) completed t h e l a s t p r o c e d u r e t u r n o r - b a s e t u r n , where one ' i s s p e c i f i e d ; o r

. (b) c r o s s e d a - s p e c i f i e d f i x ; .or

(c> i n t e r c e p t e d t h e l a s t t r a c k s p e c i f i e d f o r the p'rocedure;

u n t i l i t h a s c r o s s e d a p o i n t i n , t h e v i c i n i t y of a n aerodrome from which:

(i) a .landing can b e made; 0.r '

(ii) a missed approach p r o c e d u r e i s i n i t i a t e d .

(Doc 8168-0PS/611/3)
1-2 . Procedures - Aircraft Operations

Flight LeviZs. S u r f a c e s of c o n s t a n t atmospheric pFessure which a r e r e l a t e d t o a

s p e c i f i c p r e s s u r e datum, 1013.2 mb (29.92 i n c h e s ) , and a r e s e p a r a t e d by s p e c i f i c p r e s s u r e
intervals.

Note 1.- A pressure type altimeter calibrated i n acicordance with the Standard
Atmosphere: . '

( a ) when s e t t o a QNH altimeter s e t t i n g , w i l l indicate a l t i t u d e ;

( b ) when s e t t o a QFE altimeter s e t t i n g , w i l l indicate h e i g h t above the QFE

reference datwn;

(c) when s e t t o a pressure of 1013.2 rnb (29.92 i n ) may be used t o indicate

f l i g h t levels.

Note 2.- terms h e i g h t ^ & a l t i t u d e , used i n Note 1 above, indicate a l t i m e t r i c

rather than geometric heights and a l t i t u d e s .
Height. The v e r t i c a l d i s t a n c e . of a , l e v e l , a p o i n t o r an o b j e c t considered a s a
p o i n t , measured from a s p e c i f i e d datum.

Holding procedure. A manoeuvre which keeps a n a i r c r a f t w i t h i n a

s p e c i f i e d a i r s p a c e w h i l s t awaiting f u r t h e r clearance.

I n i t i a l approach. That, p a r t of an instrument approach procedure c o n s i s t i n g of t h e

f i r s t approach t o t h e f i r s t n a v i g a t i o n a l f a c i l i t y a s s o c i a t e d w i t h t h e procedure, o r t o
a predetermined f i x .

Note.- I n radar approaches. no d i s t i n c t i o n i s .made betwem i n i t i a l and i n t e n e d i a t e

appr o a c h .
I n i t i a l approach area. .An a r e a of d e f i n e d width l y i n g between t h e l a s t preceding
n a v i g a t i o n a l f i x o r dead reckoning p o s i t i o n and e i t h e r t h e f a c i l i t y t o b e used f o r making
an i n s t r u m e n t approach o r a p o i n t a s s o c i a t e d w i t h such a f a c i l i t y t h a t 'is used f o r demar-
c a t i n g t h e t e r m i n a t i o n of i n i t i a l approach-. .

Rote.-.Where no such' area i s specified the m i n i m sector aZtitudes sham on approach

charts are applicable.
Instrument approach procedure. A s e r i e s of predetermined,manoeuvres f o r t h e o r d e r l y
t r a n s f e r of an ' a i r c r a f t under i n s t r u m e n t f l i g h t c o n d i t i o n s f r o m . t h e beginning of t h e i n i t i a l
approach t o a l a n d i n g , o r t o a p o i n t from which a landing may b e made v i s u a l l y .

Rote.- fie term i n s t r u m e n t f l i g h t c o n d i t i o n s i s used .in t h i s d e f i n i t i o n i n p~eference

t o other terms such as i n s t r u m e n t m e t e o r o l o g i c a l c o n d i t i o n s , because the Zutter term r e f e r s
t o meteoroZogCcaZ condit<ons.necessitating f Z.i.ght under the Instrwnent Flight Rules, but
does not necessarily imply f l i g h t by reference t o instruments, which i s the intent of the
present wording..
Intermediate approach. That p a r t of an instrument appr,oach procedure from t h e f i r s t
a r r i v a l a t t h e f i r s t n a v i g a t i o n a l f a c i l i t y o r predetermined f i x , t o t h e beginning of t h e
f i n a l approach.

Note.- I n radar approaches no d i s t i n c t i o n i s made between i n i t i a l . a n d intermediate

appr o a c h .
I.- D e f i n i t i o n s , , 1-3

Level. The v e r t i c a l p o s i t i o n of a n a i r c r a f t i n f l i g h t r e g a r d l e s s of t h e r e f e r e n c e
datum o r t h e u n i t s of v e r t i c a l d i s t a n c e used.

Note. - I n aZtimeter s e t t i n g procedures, t h e l e v e l of an a i r c r a f t . i n f l i g h t w i l l be

e x p r e s s e d i n terms of a f l i g h t l e v e l , an a l t i t u d e or a height, depending upon t h e proce-
dure i n force.
. . . .. . a :

Localizer course (ILS) .

The l o c u s of p o i n t s , ' i n any g i v e n h o r i z o n t a l p l a n e , a t
which t h e DDM ( D i f f e r e n c e s i n d e p t h of 'modulation) i s z e r o .

n]ote.- I n terms of t h e received radiation pattern t h i s i s equivalent .to zero deflec-

t i o n of a normal Zy adjusted airborne localizer indicator (See Annex 10,-:Course l i n e ) .
~ i n i Sector h Altitude. The l o w e s t a l t i t u d e which may . b e used' under emergency
c o n d i t i o n s which w i l l p r o v i d e a minimum c l e a r a n c e of 300 metres' ( 1 ,000'f e e t ) above a l l
o b s t a c l e s l o c a t e d i n a n a r e a c o n t a i n e d w i t h i n a s e c t o r of a c i r c l e of 2 5 n a u t i c a l m i l e s
r a d i u s c e n t r e d on a r a d i o a i d t o n a v i g a t i o n .

Missed approach procedure. The p r o c e d u r e t o b e followed i f , a f t e r a n i n s t r u m e n t

approach, a l a n d i n g i s n o t e f f e c t e d and o c c u r r i n g n o r m a l l y .

( a ) when t h e a i r c r a f t - h a s descended t o t h e d e c i s i o n h e i g h t and h a s n o t e s t a b l i s h e d

v i s u a l c o n t a c t , or

(b) when d i r e c t e d by A i r T r a f f i c C o n t r o l t o p u l l up o r t o go around again.

Obstacle clearance l i m i t ( O C L ) . The h e i g h t above aerodrome e l e v a t i o n below which

t h e minimum p r e s c r i b e d v e r t i c a l c l e a r a n c e cannot b e ' m a i n t a i n e d e i t h e r on approach o r i n
t h e e v e n t of a missed approach.

Obstacle clearance surface (OCS). A s u r f a c e above which o b s t a c l e s must n o t pene-

t r a t e i f t h e required o b s t a c l e c l e a r a n c e i s t o b e maintained.

Precision approach radar (PAR). Primary r a d a r equipment. u s e d t o d e t e r m i n e t h e

p o s i t i o n of an a i r c r a f t d u r i n g , f i n a l approach, i n t e r m s of l a t e r a l and v e r t i c a l d e v i a t i o n s
r e l a t i v e t o a p r e d e t e r m i n e d approach p a t h , and i n r a n g e r e l a t i v e t o a p r e d e t e r m i n e d touch-
down p o i n t .

Procedure turn. A manoeuvre i n which a t u r n i s made away from a d e s i g n a t e d t r a c k

followed by a ' t u r n i n t h e o p p o s i t e d i r e c t i o n , b o t h t u r n s b e i n g e x e c u t e d so a s t o p,ermit
t h e a i r c r a f t t o i n t e r c e p t and proceed a l o n g t h e r e c i p r o c a l of t h e d e s i g n a t e d t r a c k .

Note 1.- Procedure turns are designated l e f t or r i g h t accordirlg t o t h e d i r e c t i o n

o f the i n i t i a l tum a s follows:
f a ) Procedure t u r n l e f t - A procedure tw7z i n which t h e i n i t i a l turn is t o t h e l e f t ;

f b ) Procedure t u r n r i g h t - A procedure turn i n which t h e i n i t i a l turn! i s t o t h e right

Note 2.- Procedure turns may be designated as being made e i t h e r i n l e v e l f l i g h t or

while descending, according t o t h e circwnstances of each individua2 i n s t - w e n t approach
procedure, the onZy r e s t r i c t i o n be<ng t h a t the obstacle clearance specified i n Part 11,
Chapter 2, be not infringed.
1-4 Procedures - Aircraft Operations

Radar. A r a d i o d e t e c t i o n d e v i c e which p r o v i d e s i n f o r m a t i o n on r a n g e , azimuth a n d / o r

.
e l e v a t i o n of o b j e c t s

S m e i l Z r m c e , radar. Radar equipment used t o d e t e r m i n e t h e p o ' s i t i o n of a n a i r c r a f t

i n r a n g e and azimuth.

Threshold. The b e g i n n i n g of t h a t p o r t i o n of t h e runway u s a b l e f o r l a n d i n g .

I'
~ o u f h d m . .' he: p o i n t ,WON
where t h e pre&&k g l i d e p a t h i n t e r c e p t s and runway.

Note.- Touchdown as defined above i s only a datwn and i s not necessarily the actual
point a t w h i c h the a i r c r a f t w i l l touch 'the runway.
Transition a t t i t u d e . . The a l t i t u d e i n t h e v i c i n i t y of a n aerodrome a t or :below which
t h e v e r t k c a l p o s i t i o n of an a i r c r a f t i s . c o n t r o l l e d by r e f e r e n c e t o a l t i t u d e s .

Transition l e v e l . The l o w e s t f l i g h t l e v e l a v a i l a b l e ' f o r u s e above t h e t r a n s i t i o n

altitude.

Transition layer. T h e . a i r s p a c e between t h e t r a n s i t i o n a l t i t u d e and t h e t r a n s i t i o n

level.
 PART 11.- HOLDING AND APPROACH-TO-LAND PROCEDURES
CHAPTER 2 . - HOLDING
. .
1.1.- 1 n - ~ l i ~ hProcedures
t

Note.- Deviations from the In-Flight Procedures Zncur,the r i s k of excursions beyond

the p e G t e r s of holding areas estabZished 2n'.accordance ihith the procedures c m t a i n e d
i n t h i s documeint.

1.1.1 ~ n d i c a t e d~ is pre e d s
. .
1.1.1.1 Holding p a t t e r n s s h a i l b e e n t e r e d and flown a t o r below t h e f o l l o w i n g
indicated airspeeds:

. .
Jet aircraft'
~ e v e (1)
~s Prope I Zer
aircraft(2) . Norma !hrbuZence '

conditions condi t i o k

1 850 metres
up t o inclusive 170 k n o t s 210 k n o t s
6 000 f e e t 2

. . 280 k n o t s
1 8 5 0 t o 4 250 m e t r e s (0.8 Mach)
above inclusive 170 k n o t s 220 knots whichever
6 000 t o 14 000 f e e t . , . . is less ( 3 )
4, 250'metres
above 175 k n o t s 240 k n o t s
.14 000 f e e t

.. .
(1) The l e v e l s t a b u l a t e d above r e p r e s e n t aZtitudes o r c o r r e s p o n d i n g
. f l i g h t Zeve 2s depending upon t h e a l t i m e t e r s e t t i n g i n u s e .
..
. -.
(2) C e r t a i n t y p e s ' of p r o p e l l e r . - a i r c r. a. f t , m a v need t o hold a t h i g h e r s p e e d s .

(3) The speed of 280 k n o t s (0.'8 ~ a c h )r e s e r v e d f o r , t u r b u l e n c e c o n d i t i o n s

. s h a l l be used f o r h o l d i n g o n l y a f t e r ' p r i o r c l e a r a n c e w i t h ATC, u n l e s s
t h e r e l e v a n t p u b l i c a t i o n s i n d i c a t e t h a t t h e h o l d i n g a r e a can accommodate
. a i r c r a f t f l y i n g a t these high holding speeds.
..
1.1.i.2 A l l ;urns a r e .to b e . k d e a t . a . bank a n g l e of 25O o r a t a r a t e of 3' per
second, whichever r e q u i r e s t h e lesser bank.

1.1.1.3 Unless t h e c l e a r a n c e g i v e n by a i r t r a f f i c c o n t r o l c o n t a i n s i n s t r u c t i o n s
t o t h e c o n t r a r y , a l l turns. a f t e r i n i t i a l e n t r y i n t o t h e hold in^ p a t t e r n s h a l l b e made t o
the r i g h t .

1.1,1.4 Outbound timing. b e g i n s o v e r o r abeam t h e f i x whichever o c c u r s l a t e r . . I f

t h e abeam p o s i t i o n cannot be determined, s t a r t t i m i n g when t u r n t o outbound i s c o m p l e t e d .

(Doc 8168-PPS/611/3) ,. 6/1/72

2 -2 Procedures - A i r c r a f t Operations

STANDARD HOLDING PATTERN

ABEAM
T
I OUTBOUND END
I
1

I OUTBOUND +

A + INBOUND HOLDING SIDE

9

Fig. 1 - 1
1.1.1.5 The p i l o t s h a l l make allowance f o r known wind by a p p l y i n g c o r r e c t i o n s b o t h
t o h e a d i n g and t i m i n g d u r i n g e n t r y and w h i l e f l y i n g i n t h e h o l d i n g p a t t e r n .

'1.1.1.6 I f f o r a n y r e a s o n a p i l o t i s u n a b l e t o conform t o t h e procedures f o r normal

c o n d i t i o n s l a i d down f o r any p a r t i c u l a r h o l d i n g p a t t e r n h e should a d v i s e A i r T r a f f i c C o n t r o l
a s e a r l y a s possible.
. . . .
1.1.2 Entry Procedures

Note.- i l ~ r i a t i o n sof t h e basic procedure t o meet ZocaZ conditions may be authorized

by ~ t a s a f t appropriate
z ~ consuZtatCon w i t h t h e operators concerned.
'
1.1.2.1 The e n t r y l n t o t h e h o l d i n g p a t t e r n s h a l l be a c c o r d i n g t o heading i n r e l a t i o n
t o t h e t h r e e e n t r y s e c t o r s . shown i n F i g u r e 1-2, r e c o g n i z i n g a zone of f l e x i b i l i t y of 5O on
e i t h e r s i d e of t h e s e c t o r b o u n d a r i e s . I n t h e c a s e of h o l d i n g on VOR i n t e r s e c t i o n s o r
VOR/DME f i x e s , e n t r i e s w i l l be l i m i t e d t o t h e r a d i a l s or DME a r c s forming t h e f i x , a s
appropriate.

E N T R Y SECTORS

Fig. 1-2
II,.- Holding and Apprpgch-tp-Land Procedures 2-3-
. .
1.1.2.2 Sector 1 procedure. ( P a r a l l e l e n t r y ) :

(i) Having reached the, f i x , . t u r n .onto a n outbound heading f o r , ,t h e a p p r o p r i a t e

p e r i o d of t i m e .

(ii) Turn l e f t t o i n t e r c e p t t h e inbound t r a c k o r t o r e t u r n . t o t h e f i x .

-(iii) On second a r r i v a l o v e r . t h e fix;.i t u r n r i g h t and f o l l o w t h e h o l d i n g p a t t e r n .

1.1.2.3 Sector 2 procedure (Offset eniry):

(i) ' Having r e a c h e d t h e f i x , t u r n o n t o a h e a d i n g t o make good a t r a c k making

an a n g l e of 30' o r less from t h e inbound t r a c k on t h e h o l d i n g - s i d e .

(ii) Continue f o r t h e a p p r o p r i a t e p e r i o d of t i m e .

(iii) Turn r i g h t - t o i n t e r c e p t t h e . i n b o u n d t r a c k and f o l l o w t h e h o l d i n g p a t t e r n .

1.1.2.4 Sector 3 procedures (Direct entry):

. .
Having reached t h e f - i x , t u r n r i g h t and f o l l o w t h e h o l d i n g . p a t t e r n ' .

1.1.2.5 Time/Distance outbound. The s t i l l a i r t i m e f o r f l y i n g t h e outbound e n t r y

heading should n o t exceed one minute i f below o r a t 4 250 metres (14 000 f e e t ) o r one a n d .
one h a l f m i n u t e s i f above 4 250 m e t r e s (14 000 f e e t ) . Where DME is a v a i l a b l e , t h e l e n g t h
of t h e outbound l e g may be s p e c i f i e d i n t e r m s of d i s t a n c e i n s t e a d of t i m e .

1.1.3 Holding p r o c e d u r e s

1.1.3.1' S t f l l a i r condition

(i) Having e n t e r e d t h e h o l d i n g p a t t e r n , on t h e second and subsequent a r r i v a l s

o v e r t h e f i x e x e c u t e a t u r n t o f l y a n outbound t r a c k which wi.11 most
a p p r o p r i a t e l y p o s i t i o n t h e a i r c r a f t f o r t h e t u r n o n t o t h e inbound t r a c k .

(ii) Continue outbound f o r one m i n u t e i f a t 4 250 m e t r e s - (14 000 f e e t ) o r

below o r f o r one and one h a l f minutes i f above 4 250 metres (14 000 f e e t ) .
(Iiote. - Distance may be specified instead of time. where DME is m a i l a b l e . I

(iii) Turn s o 5s t o r e a l i g n ,'the i i r c r a f t on t h e inbound t r a c k . '

1.1.3.2 Wind e f f e c t . Due allowance should- be made i n b o t h h e a d i n g and t i m i n g t o

&ompensate f o r t h e e f f e c t s o f kn& wind..

1.1.3.3' ~ e p a r t i nt h~e ' p a t t e r n . When c l e a r a n c e i s r e c e i v e d s p e c i f y i n g t h e t inde of

d e p a r t u r e - from t h e h o l d i n g p o i n t , t h e . p i l o t s h o u l d a d j u s t h i s p a t t e r n w i t h i n t h e , l i m i t s

.
of t h e e s t a b l i s h e d h o l d i n g p r o c e d u r e i n o r d e r : t o l e a v e t h e h o l d i n g . p o i n t a t t h e t i m e
specified
2-4 Procedures - Aircraft Operations

1.2. - Holding Areas

1.2.1. C a l c u l a t i o n parameters. The c a l c u l a t i o n s a s s o c i a t e d with t h e c o n s t r u c t i o n .

of b a s i c holding a r e a s and t h e r e s p e c t i v e omnidirectional e n t r y a r e a s r e q u i r e t h e use of
t h e parameters given i n t h e following paragraphs 1.2.2 t o 1.2.12. The p o s s i b i l i t y of
a i r c r a f t having t o hold a t 280 knots (0.8 Mach) i n d i c a t e d a i r s p e e d i n conditions of turbu-
l e n c e s h a l l be taken i n t o account. Whenever t h e holding a r e a cannot a c c o m o d a t e a i r c r a f t
r e q u i r e d t o hold a t 280. knotsf0.8 Mach, s u i t a b l e ATC procedures should be e s t a b l i s h e d t o
handle a i r c r a f t r e q u e s t i n g t h i s speed.

Note. - Such ATC procedures might t a k e t h e fomn of a c t i o n t o p r o t e c t a d d i t i o m z

a i r s p a c i s s u e un a l t e r n a t i v e clearance, i n c l u d i n g holding o u t s i d e t h e normal holding
areas, o r d i v e r s i o n .

1.2.2 Timing

L.2.2.1 . ;Commencementof .timing. Outbound timing should s t a r t f r o m a b e a m t h e f i x o r

on a t t a i n i n g the,outbound heading, whichever comes l a t e r .

1.2.2.2 Outbound timing. The outbound timing should be one minute up t o and
including 4 250 metres (14 000 f e e t ) and.one and one-half minutes above 4 250 metres
(14 000 f e e t ) . However, i t may be increased provided t h e p r o t e c t e d a i r s p a c e i s a d j u s t e d
i n accordance w i t h t h e p r i n c i p l e s contained h e r e i n . With DME a v a i l a b l e t h e outbound
timing may be expressed i n terms of d i s t a n c e . Where t h i s i s done c a r e should be taken
t o ensure t h a t a t l e a s t t h i r t y seconds should be a v a i l a b l e on t h e inbound t r a c k a f t e r
completion of t h e ' t u r n t o inbound and t h a t s l a n t range i s taken i n t o account.

1.2.3 Indicated airspeed

1.2.3.1 The following i n d i c a t e d a i r s p e e d s should be used a s a p p r o p r i a t e i n calcu-

l a t i n g holding areas:

. . .
. J e t aircraft
~ e v e (1)
~ s Prope 1Zer
aircraft (2) Norma2 Ihsrbutence
conditions conditions
I

1 850 metres
UP t o inclusive 170 knots 210 knots
6 000 f e e t
280 knots
1 850 t o 4 250' metres (0.8 Mach)
above inclusive 170 knots 220 knots 'whichever
6 000 . t o 14 000 f e e t i s less
4 250 metres
above 175 knots 240 knots
14 000 f e e t

(1) The l e v e l s t a b u l a t e d above r e p r e s e n t a Z t i t u d e s o r corresponding

f Zight leve Zs depending upon t h e a l t i m e t e r s e t t i n g i n use.

(2) C e r t a i n t y p e s of p r o p e l l e r a i r c r a f t may need t o hold a t higher

speeds and should not be precluded from doing so. Such types
of a i r c r a f t should b e l i s t e d i n a p p r o p r i a t e p u b l i c a t i o n s and c a r e
should be taken t o ensure t h a t account i s taken of t h e higher
; s p e e d s i n t h e c o n s t r u c t i o n of t h e holding a r e a a s necessary.
11.-.Holding and Approach-to-Land Procedures 2-5

1.2.3.2 Where holding p a t t e r n s a r e used by a i r c r a f t which o p e r a t e a t g r e a t e r i n d i -

c a t e d a i r s p e e d s , p a r t i c u l a r l y where p a t t e r n s ar'e designated a s climbing p a t t e r n s , o r con-
v e r s e l y , a r e r e s t r i c t e d t o use by s i r c r a f t with l e s s e r i n d i c a t e d a i r s p e e d s , t h e h o l d i n g
a r e a s should be a d j u s t e d accordingly and t h e speeds upon which they a r e based should be
published.

1.2.3.3 - Where p o s i t i o n f i x i n g c a p a b i l i t i e s preceding t h e holding f i x a r e l i m i t e d ,

t h e planning of holding a r e a s t o accommodate i n i t i a l e n t r y speeds g r e a t e r t h a n p r e s c r i b e d
should be t a k e n i n t o c o n s i d e r a t i o n on a l o c a l b a s i s .

1.2.4 Angle of bank o r r a t e of t u r n . The a n g l e of bank t o b e t a k e n i n t o con-

s i d e r a t i o n should b e 25O. The formula f o r d e r i v i n g r a t e of t u r n from a n g l e of bank i s
contained i n Attachment C, Graphs f o r d e r i v i n g r a t e of t u r n from a n g l e , of bank appear
. a t Attachment C (Figure C-2 and Figure C-3).

1.2.5 Fixinn accuracy

1.2.5.1 VOR overhead. A cone e f f e c t a r e a based upon a n i n v e r t e d cone of ambiguity

extending a t an a n g l e of 30' e i t h e r s i d e of t h e f a c i l i t y h a s been used i n determining t h e
a r e a s both by c a l c u l a t i o n and p l o t t i n g methods a s described i n S e c t i o n s 2 and 3 , Attach-
ment C. However,, t h e s e a n g l e s should be determined by f l i g h t test and, where t h e y are
g r e a t e r t h a n 30'. holding a r e a s should be a d j u s t e d using e i t h e r of t h e formulas contained
i n Attachment C. Entry i n t o t h e cone i s assumed t o b e achieved w i t h i n an accuracy of * 15'
from t h e p r e s c r i b e d inbound t r a c k . From t h e p o i n t s of e n t r y t r a c k i n g through t h e cone is
assumed t o be achieved w i t h i n a n accuracy of * 5O. Paesage over t h e VOR i s hssumed t o be
i n d i c a t e d w i t h i n t h e l i m i t s of t h e TO/FROM s i g n a l e r r o r zone ( * 4'). (See F i g u r e 1-3.)

1.2.5.2 VOR i n t e r s e c t i o n s . The VOR i n t e r s e c t i o n f i x p o s i t i o n accuracy a r e a should

be determined by applying t h e t o l e r a n c e s shown i n 1.2.5.2.1 end 1.2.5.2.2 t o t h e homing
and i n t e r s e c t i n g r a d i a l s r e s p e c t i v e l y .

1.2.5.2.1 O v e r a l l t o l e r a n c e f o r t h e homing VOR:

(i) * 3.5O ground system t o l e r a n c e o r a s determined by f l i g h t t e s t i n g ;

(ii) * lo'monitor t o l e r a n c e ;

(iii) * 2,T0 r e c e i v e r tolerance;.

(iv) * 2.s5 p i l o t tolerance.

The four v a l u e s a r e combined on a r o o t sum s q u a r e b a s i s t o o b t a i n t h e

o v e r a l l t o l e r a n c e which, f o r t h e f i g u r e s given, r e s u l t s i n 5.2'.
 , .
. V O R C O N E E F F E C T AREA

P O S I T I V E . I N D I C A T I O N OF

__-- .
.FIX 'END EDGE OF
THETOFROM
.

SIGNAL ERROR Z

OF T H E HOLDING
P A T T E R N OR
INTENDED ENTRY
TO/FROll ~ I G U A C
ERROR Z O N E

A L L TOLERANCES
A R E P L U S OR MINUS
B U T SHOWN H E R E
A S MOST A D V E R S E POINT A IS~THE POINT WHFRE PILOT RECOGNIZES
RELATIVE TO THE CONE E F F E C T ( F U L L SCAL i DEFLECTION). FROM
VOR CONE THIS FOlNT HE MAKES GOCC. A TRACK WITHIN So :.
OF THE INBCUND OR INTEI:DED ENTRY'TRACK.

I .-...

Fig.. 1-3 :
11.- Holding and Approach-to-Land Procedures 2 -7

-
VOR I N T E R S E C T I O N F I X A R E A

POSITION FIX

= OVERALL TOLERANCE
H O M I N G VOR ,.

? - OVERALL TOLERANCE
I N T E R S E C T I N G VOR
v INTERSECTING VOR

, .
.
F i g . 1-4
2 -8 Procedures, - A i r c r a f t Operations

VOR - D M E I N T ~ R ' S E C T I O NF I X A R E A

NOMINAL FIX

DME O U T E R T O L E R A N C E LINE

POSITION FIX
TOLERANCE AREA

VOR - DME
OVERALL TOLERANCE
oC =
HOMING VOR

F i g . 1-5
11.- Boldine and A ~ ~ r o a c h - t o - L a n dProcedures 2-9

1.2.5.2.2 O v e r a l l t o l e r a n c e f o r t h e i n t e r s e c t i h g VOR:

(i) f 3.5O ground system t o l e r a n c e o r a s determined by f l i g h t . t e s t i n g ;

(ii) * lomonitor t o l e r a n c e ;

(iii) * 2.7' receiver tolerance.

The t h r e e v a l u e s a r e c0mbine.d on a r o o t sum s q u a r e b a s i s t o o b t a i n t h e

o v e r a l l t o l e r a n c e which, f o r t h e f i g u r e s given, r e s u l t s i n 4.S0. Where h o l d i n g on VOR
i n t e r s e c t i o n s i s conducted by a i r c r a f t equipped w i t h a s i n g l e VOR r e c e i v e r t h e t o l e r a n c e s
i n 1.2.5.2.1 should be a p p l i e d t o both r a d i a l s u n l e s s t h e a i r c r a f t concerned o p e r a t e a t sub-
s t a n t i a l l y lower speeds t h a n t h a t used t o c o n s t r u c t . t h e p a t t e r n . (See F i g u r e 1-4.)

1.2.5.3 VOR/DME.. The VOR/DME f i x p o s i t , i o n accuracy a r e a should be determined by

applying t h e t o l e r a n c e i n 1.2.5.2.1 t o - t h e VOR r a d i a 1 , a n d a t o l e r a n c e of 3 p e r c e n t of
t h e d i s t a n c e ( o r one h a l f NI whichever. is l a r g e r ) e i t h e r s i d e of t h e nominal DME d i s t a n c e .
(See Figure 1-5. )

1.2.5.4 NDB overhead. A cone e f f e c t a r e a based upon an i n v e r t e d cone of ambiguity

extending a t an a n g l e of 40° e i t h e r s i d e of t h e f a c i l i t y should b e used i n c a l c u l a t i n g t h e
a r e a s . Entry i n t o t h e cone i s assumed t o be achieved w i t h i n an accuracy of 15O from t h e
p r e s c r i b e d inbound t r a c k . From t h e p o i n t s of e n t r y t r a c k i n g through t h e cone i s assumed
t o be achieved w i t h i n a n accuracy of * 5O. . (See F i g u r e 1-6.)

NDB FIX AREA

CONE E F F E C T A R E A TRACK OF M A X I M U M
RIGHT TOLERANCE

INBOUND HOLDING TRACK

OR I N T E N D E D E N T R Y T R A C K

POSITION F I X x = R A D I U S OF N D B CONE
TOLERANCE A R E

IN 1 1 S E C S . W I T H M A X I M U M T'A!LWIND
- . .

Fig. 1 - 6
2-10 Procedures .- A i r c r a f t Operations

1.2.6 Wind v e l o c i t y . - Where s t a t i s t i c a l wind d a t a a r b a v a i l a b l e , . . t h e maximum wind

speed w i t h i n t h e 95 per c e n t p r o b a b i l i t y should be used on an o m n i - d i r e c t i o n a l b a s i s f o r
c a l c u l a t i o n s ; however, component wind v e l o c i t i e s d e r i v e d f r o m t h e 95 per c e n t s t a t i s t i c a l
d a t a may be used i n l i e u of o m n i d i r e c t i o n a l winds. Where s t a t i s t i c a l wind d a t a a r e n o t
a v a i l a b l e , o m n i d i r e c t i o n a l winds c a l c u l a t e d from e i t h e r of t h e formulas contained i n
Attachment C, o r read from t h e graph a t Attachment C (Figure C-4) should be used.

-.- Wherz two adjacent holding pattern areas, which have been constructed i n
accordance u i t h these procedures, overlap, consideration may be given t o -.deem.irzg these
patterns,.lateralZy separated i f the S t a t e concerned establishes that winds from d i f f e r e n t
d i r e c t ' i q s 'would be required :in order for such c o n f l i c t t o o c c m . .

The f u l l area determined i n accordance with these procedures should be applied,

however, i n r e k t i o n t o determining l a t e r a l separation between each pattern and other adja-
cent areas of probability, e.g. a i r routes, and for determining obstacle clearance require-
ments.
1.2.7 Temperature. Where c l i m a t o l o g i c a l d a t a a r e a v a i l a b l e t h e maximum temperature
w i t h i n t h e 95 p e r cent p r o b a b i l i t y should be used f o r c a l c u l a t i o n s . Where adequate clima-
t o l o g i c a l d a t a a r e n o t a v a i l a b l e t h e I n t e r n a t i o n a l Standard Atmosphere (ISA) p l u s 15O
C e l s i u s t e m p e r a t u r e g r a d i e n t should be used. ISA + 15O C graph i s . a t Attachment C (Figure
C75) - .

1..2.8, L e v e l s . , Where a h o l d i n g 'area i s - t o be a p p l i e d t o a block of l e v e l s ' i t

should be a p p l i e d only t o t h e , l e v e l f o r which p l o t t e d o r below. . .

1.2.9 Timinp t o l e r a n c e

1.2.9.1 On a l l passages over t h e VOR a t o l e r a n c e of 6 seconds should be allowed f o r

p i l o t r e a c t i o n t o t h e TO/FROM s i g n a l and a n a d d i t i o n a l 5 seconds f o r e s t a b l i s h m e n t of bank,
o r a n o v e r a l l t o l e r a n c e of e l e v e n seconds. I n t h e c a s e of o t h e r f i x e s , t h e t o l e r a n c e of
11 seconds should be a p p l i e d '0 t h e f i x p o s i t i o n t o l e r a n c e , a r e a .

1.2.9.2 .On the.outbound l e g * 1 0 seconds should be allowed f o r timing and 5 seconds

f o r e s t a b l i s h m e n t of bank, or a n o v e r a l l t o l e r a n c e of + 1 5 to. -
5 seconds.

1.2.9.3 I n c a s e s where DME i s u t i + i z c d a t o l e r a n c e of 11 seconds should be a p p l i e d

t o t h e DME d i s t a n c e t o l e r a n c e .

1.2.10 Heading t o l e r a n c e . A t o l e r a n c e of * 5' i n heading should be allowed f o r

on t h e outbound l e g of t h e p a t t e r n .

1.2.11 E f f e c t of e n t r v t r a c k ' o n t h e d_imension of t h e b a s i c hold in^ a r e a . The a r e a .

of h o l d i n g p a t t e r n s t o which e n t r y may be made from any d i r e c t i o n should be a d j u s t e d t o
c a t e r f o r t h e l e a s t f a v o u r a b l e e n t r y t r a c k by applying t h e most unfavourable wind, i n each
c a s e . O u t b o u n d ' . s t i l l a i r t i m i n g should be l i m i t e d t o one minute f o r a i r c r a f t below o r a t
4 250 m e t r e s (14 000 - f e e t ) o r one and one h a l f minutes above 4 250 metres (14 000 f e e t )
s t a r t i n g from abeam t h e f i x i n g f a c i l i t y o r on a t t a i n i n g t h e outbound heading, whichever
comes l a t e r .
11.- Holding and Approach-to-Land Procedures 2-11

1.2.12 Obstacle clearance

1.2.12.1. ~ o l d ' i n pa r e a . The holding a r e a 'includes t h e b a s i c holding a r e a and t h e

entry area:

(a) The b a s i c h o l d i n g a r e a a t any p a r t i c u l a r l e v e l i s t h e a i r s p a c e r e q u i r e d a t

t h a t l e v e l t o encompass a s t a n d a r d h o l d i n g p a t t e r n based on t h e allowances f o r
a i r c r a f t speed, wind e f f e c t , timing e r r o r s , h o l d i n g f i x c h a r a c t e r i s t i c s , e t c .

(b) . The, e n t r y a r e a i n c l u d e s t h e a i r s p a c e r e q u i r e d t o a c c o k o d a t e t h e s p e c i f i e d
e n t r y procedures.
. .

1.2.12.2 .Buffer a r e a . The b u f f e r a r e a i s t h e a r e a e x t e n d i n g 5 NM beyond t h e boundary

of t h e h o l d i n g a r e a w i t h i n ,which t h e h e i g h t and. n a t u r e of o b s t a c l e s may need t o be t a k e n
i n t o c o n s i d e r a t i o n when d e t e & i n i n g t h e minimum h o l d i n g l e v e l u s a b l e i n t h e h o l d i n g p a t t e r n
a s s o c i a t e d w i t h t h e .holding a r e a .

1.2.12.3 ~ i n i m u mh o l d i n p l e v e l .

1.2.12.3.1 he 'minimum p e r m i s s i b l e 'hokding. l & e l . s h a l l be based i n i t i a l l y on a c l e a r a n c e

of a t l e a s t 300 metres ( 1 000 f e e t ) above obs.tacles i n t h e h o l d i n g a r e a . 'This minimum
v a l u e should be i n c r e a s e d where. n e c e s s a r y ,'in. o r d e r ' t o .provide c l e a r a n c e o v e r o b s t a c l e s i n
t h e Buffer Ar'ea i n : accordance w i t h t h e f o l l o w l n g ~t a b l e : ,

D i s t a n c e beyond t h e boundary Minimwn o b s t a c l e c l e a r a n c e o v e r

of t h e h o l d i n g area low f Zat t e r r a i n
I

N m t i c a Z M i Zes Metres Feet

O to 1 300 1 000
1to 2 150 500
2 to 3 120 400
3 to 4 90 300
4 to 5 60 200

1.2.12.3.2 Furthermore, over high t e r r a i n o r i n mountainous a r e a s o b s t a c l e c l e a r a n c e

up t o a t o t a . 1 of 600 m e t r e s (2 000 f e e t ) s h a l l be provided t o accommodate t h e p o s s i b l e
e f f e c t s o f t u r b u l e n c e , down d r a f t s and o t h e r m e t e o r o l o g i c a l phenomena on t h e p e r f o r m a n c e
of a l t i m e t e r s , a s i n d i c a t e d i n t h e guidance m a t e r i a l i n Attachment C , paragraph 1. .
2-12 Procedures - Aircraft Operations

F i g , 1-7
11.- Holding and Approach-to-Land Procedures ---- ?-?3

C H A P T E R 2 . - I N S T R U M E N T A P P R O A C H S Y S T E M S AND A I D S -
PROCEDURES AND OBSTACLE CLEARANCES

2.1.- General

2.1.1 I n t r o d u c t i o n . The f o l l o w i n g s p e c i f i c a t i o n s have been formulated with a

view t o a c h i e v i n g a r e a s o n a b l e degree o f , s t a n d a r d i z a t i o n although t h e i m p r o b a b i l i t y of
being a b l e t o a c h i e v e worldwide u n i f o r m i t y of procedure, a r e a s and o b s t a c l e c l e a r a n c e f o r
any s i n g l e type of f a c i l i t y i s f u l l y recognized.

2.1.1.1 The a t t e n t i o n of S t a t e s i s p a r t i c u l a r l y drawn, t h e r e f o r e , t o 2.1.2 i n w h i c h

t h e b a s i c c r i t e r i a on which t h e s p e c i f i c a t i o n s have been based a r e s e t o u t and t h e nanc.zr
i n which t h e s e c r i t e r i a should be a p p l i e d is d e s c r i b e d .

2.1.1.2 O b s t a c l e c l e a r a n c e i s t h e primary s a f e t y c o n s i d e r a t i o n , i n d e v e l s p i n g i n s t r u -
ment approach procedures, and because of v a r i a b l e f a c t o r s such a s t e r r a i n , a i r c r a f t charac-
t e r i s t i c s and p i l o t a b i l i t y , t h e d e t a i l e d p r o c e d u r e s ' s e t o u t i t i t h i s document, based on
p r e s e n t s t a n d a r d equipment and p r a c t i c e s , a r e given only a s g e n e r a l guides. However, t h e
o b s t a c l e c l e a r a n c e s included i n t h e s p e c i f i c a t i o n s a r e considered t o be t h e minimum: t h e y
have been evolved t a k i n g i n t o c o n s i d e r a t i o n t h e COM and AGA s p e c i f i c a t i o n s and i t i s con-
s i d e r e d t h a t they cannot be reduced w i t h s a f e t y .

2.1.1.3 I n t h e i n t e r e s t of e f f i c i e n c y , r e g u l a r i t y and economy every e f f o r t should be

made t o e n s u r e t h a t equipment i s s i t e d and procedures a r e evolved s o a s t o keep t o t h e
minimum c o n s i s t e n t w i t h s a f e t y , both t h e time taken i n e x e c u t i n g a n instrument approach and
t h e a i r s p a c e n e c e s s a r y f o r t h e a s s o c i a t e d manoeuvres.

2.1.2 B a s i c C r i t e r i a . I n developing t h e procedures, d e f i n e d a r e a s and minimum

o b s t a c l e c l e a r a n c e s contained i n t h i s document, c o n s i d e r a t i o n was given t o both t a n g . i b l e
and i n t a n g i b l e f a c t o r s and a l s o t o p r a c t i c a l experience. Some of t h e c o n s i d e r a t i o n s which.
were t a k e n i n t o account a r e a s follows:

Tangible v a l u e s

(a) Approach

(i) Maximum t r u e a i r s p e e d of 150 knots.

(ii) Minimum t r u e a i r s p e e d of 90 k n o t s .

(iii) Wind speeds of up t o 60 k n o t s from any d i r e c t i o n . The e f f e c t of t h e wind

v e l o c i t y was tempered having r e g a r d t o t h e phase of t h e procetlure.

(iv) Tolerances f o r ground and a i r b o r n e equipment a s d e s c r i b e d i n Annex LO.

2- 14 Procedures - A i r c r a f t Operations

(b) The p r o v i s i o n a l c r i t e r i a i n 2.2 and 2.3 were agreed on by t h e Fourth A i r Naviga-

t i o n Conference. Because of t h e l a c k of o p e r a t i o n a l d a t a and t h e l i m i t e d t i m e a v a i l -
a b l e , t h e s e i n t e r i m a p p l i c a t i o n s were developed u s i n g t h e a r i t h m e t i c a l sum of a l l t h e
ILS t o l e r a n c e s p l u s a n allowance f o r beam bends b e f o r e a p p l y i n g t h e margins of
30 m e t r e s (100 f e e t ) f o r Category I, and 15 metres (50 f e e t ) f o r Category 11. These
assumptions were c o n s i d e r e d t o be c o n s e r v a t i v e and t h e r e f o r e t h e p r o v i s i o n a l f i g u r e s
may prove t o be o p e r a t i o n a l l y r e s t r i c t i v e . (See Attachment B.)

( c ) S u f f i c i e n t d a t a h a s now been o b t a i n e d from s e v e r a l S t a t e s r e g a r d i n g t h e accuracy

obta.inable on Category I1 ILS coupled approaches t o show t h a t t h e new minimum v e r t i c a l
c l e a r a n c e of 1 5 metres (50 f e e t ) i s adequate.

(d) Missed Approach. I t i s c o n s i d e r e d t h a t t h e a r e a w i t h i n which o b s t a c l e s a r e

s i g n i f i c a n t f o r missed] approach commences a t t h e p o i n t a t which t h e a i r c r a f t r e a c h e s
i t s d e c i s i o n h e i g h t under t h e lowest o p e r a t i n g c o n d i t i o n s f o r t h e approach a i d i n
u s e , e. g. Category I ILS 60 m e t r e s (200 f e e t ) , Category I1 ILS 30 metres (100 f e e t ) .
It i s a l s o c o n s i d e r e d t h a t d u r i n g . t h e i n i t i a l s t a g e s of missed approach, t h a t i n
most c a s e s c o n t i n u i n g guidance from t h e f a c i l i t y i n u s e w i l l be a v a i l a b l e and t h e r e -
f o r e l a t e r a l d e v i a t i o n s should n o t a t f i r s t be e x c e s s i v e . For t h e s e r e a s o n s i t i s
assumed t h a t t h e minimum width f o r t h e i n i t i a l s t a g e s of missed approach can b e
drawn p a r a l l e l t o t h e f i n a l approach t r a c k , t h e r e a f t e r t h e a r e a should s p l a y o u t a t
an a n g l e which w i l l depend upon t h e a v a i l a b i l i t y of n a v i g a t i o n f a c i l i t i e s f o r pro-
v i d i n g c o n t i n u i n g t r a c k guidance.

A b a s i c c l i m b g r a d i e n t of 1:40 h a s been assumed f o r t h e purpose of d e t e r -

mining t h e o b s t a c l e c l e a r a n c e l i m i t i n t h e missed approach a r e a because i t i s b e l i e v e d
t h a t even w i t h one e n g i n e i n o p e r a t i v e i t w i l l c a t e r f o r any c u r r e n t a i r c r a f t performance
r e q u i r e m e n t s and i n f a c t t h e climb g r a d i e n t w i l l be g r e a t e r t h a n k 4 0 and w i l l r e s u l t i n
a p r o g r e s s i v e i n c r e a s e i n v e r t i c a l c l e a r a n c e d u r i n g missed approach.

It i s a l s o recognized t h a t w i t h t h e improved climb performance of some

c u r r e n t a i r c r a f t i t may be shown t h a t t h e assumed i n i t i a l climb performance g r a d i e n t of
1:40 may be unduly r e s t r i c t i v e , p a r t i c u l a r l y w i t h d e c i s i o n h e i g h t s of 60 metres (200 f e e t )
f o r ILS. T h e r e f o r e p r o v i s i o n h a s been made t h a t where t h i s i s demonstrated t o be a s a f e
p r o c e d u r e , t h e g r a d i e n t of 1:40 f o r o b s t a c l e c l e a r a n c e purposes may commence a t a d i s t a n c e
n o t l e s s t h a n 900 metres ( 3 000 f e e t ) from t h e t h r e s h o l d .

Intangible values

(a) P i l o t proficiency - (only t h e manual o p e r a t i o n of an a i r c r a f t was c o n s i d e r e d ) .

(b) Width of a r e a of ambiguity a t h e i g h t s above marker beacons and o t h e r r a d i o

facilities.

(c) ~ f f e c of
t turbulence.

(d) ' C o r r e c t i o n s by p i l o t f o r wind e f f e c t .

( e ) There a r e many o t h e r f a c t o r s such a s v a r i a t i o n between a i r c r a f t c h a r a c t e r i s t i c s ,

p i l o t f a t i g u e , t y p e of weather e t c . , t h e e f f e c t of which can only a r b i t r a r i l y be
t a k e n i n t o account.
11.- Holding and Approach-to-Land Procedures 2-15

2.1.2.3 I t i s recognized t h a t i n c e r t a i n l o c a l i t i e s t h e s e parameters may not b~

those most s u i t e d t o l o c a l c o n d i t i o n s . As adherence t o s p e c i f i c a t i o n s based on t h e s e
parameters might t h e r e f o r e prove u n n e c e s s a r i l y r e s t r i c t i v e i n c e r t a i n o p e r a t i o n s , i t i s
intended that: S t a t e s should t a k e i n t o account t h e i r l o c a l c o n d i t i o n s , .in r e l a t i o n t o t h e s e
parameters, when e s t a b l i s h i n g procedures, a r e a s and o b s t a c l e c l e a r a n c e s and when c a l c u l a t i n g
o b s t a c l e c l e a r a n c e l i m i t s . However, only one procedure should be s p e c i f i e d f o r each t y p e
of r a d i o a i d a t a p a r t i c u l a r s i t e . Exceptions t o t h i s should be permitted only a f t e r j o i n t
c o n s i d e r a t i o n by t h e S t a t e a u t h o r i t i e s and t h e o p e r a t o r s concerned.

2.1.3 Height. Heights quoted i n instrument approach procedures s h a l l be r e l a t e d

t o aerodrome e l e v a t i o n u n l e s s otherwise s t a t e d .

2.1.4 Rate of t u r n . A l l t u r n s executed i n instrument approach procedures s h a l l

be Rate I t u r n s .

-
Note.- A Rate I tm i s a t t q n a t t h e ~ t eo f. 3' per second.

2.1.5 Rate of descent. I n g e n e r a l a r a t e of descent of 2.5 metres p e r second

(500 f e e t p e r minute) p l u s o r minus 0.5 metres p e r second (100 f e e t p e r minute) should be
used i n determining instrument approaches-to-land.

2.1.6 S h u t t l e procedure. Where necessary a s h u t t l e between two f i x e s o r w i t h i n

a s p e c i f i e d d i s t a n c e of t h e f a c i l i t y w i l l be p r e s c r i b e d t o a l l o w f o r descent a f t e r i n i t i a l
approach and p r i o r t o commencement of i n s t ' r m e n t descent procedure. The s h u t t l e procedure
s h a l l be executed w i t h i n t h e l i m i t s of t h e defined a r e a s f o r e i t h e r h o l d i n g o r i n t e r m e d i a t e
approach and w i l l normally conform t o such procedure.

2.1.7 Minimum a l t i t u d e s ( o t h e r t h a n f o r d e c i s i o n h e i g h t and o b s t a c l e c l e a r a n c e

l i m i t ) . Minimum a l t i t u d e s determined i n accordance w i t h t h e s e procedures shal.1 be expressed
t o t h e next h i g h e r inerement of 30 metres o r 100 f e e t .

2.1.8 E i t h e r minimum s e c t o r a l t i t u d e s o r minimum s a f e a l t i t u d e s a p p l i c a b l e t o a l l

s e c t o r s s h a l l be e s t a b l i s h e d f o r . e a c h aerodrome. S e c t o r a l t i t u d e s s h a l l be e s t a b l i s h e d f o r
each aerodrome where instrument approach procedures have been e s t a b l i s h e d . I f t h e d i f -
f e r e n c e between s e l e c t e d s e c t o r a l t i t u d e s i s i n s i g n i f i c a n t a minimum s a f e a l t i t u d e a p p l i -
c a b l e t o a l l s e c t o r s may be e s t a b l i s h e d . These minimum a l t i t u d e s s h a l l apply w i t h i n a
r a d i u s of 25 n a u t i c a l m i l e s of t h e r a d i o a i d on which t h e instrument approach procedure
is based. These minimum a l t i t u d e s s h a l l be c a l c u l a t e d by t a k i n g t h e h i g h e s t e l e v a t i o n i n
t h e a r e a concerned r a i s i n g i t a t l e a s t t o t h e n e a r e s t 30 metres o r 100 f e e t and adding a
c l e a r a n c e of a t l e a s t 300 metres or 1 0 0 0 f e e t . The minimum s e c t o r a l t i t u d e o r t h e minimum
s a f e a l t i t u d e s h a l l not be l e s s t h a n t h a t given f o r i n i t i a l instrument approach procedure
i n t h e s e c t o r ( s ) considered.

Note.- The establishment of t h e s e minimum a l t i t u d e s does n o t p r e c l u d e a n a i r c r a f t

from a=aching below them provided it i s approaching i n conformity w i t h an e s t a b l i s h e d
instrument approach procedure.

2.1.8.1 However, i f , because of o b s t r u c t i o n s o u t s i d e o f , but w i t h i n 5 n a u t i c a l m i l e s

o f , t h e boundaries of t h e a r e a concerned, t h e minimum s a f e a l t i t u d e d e r i v e d from 2.1.8
appears t o be i n s u f f i c i e n t , e i t h e r a d d i t i o n a l h e i g h t allowance s h a l l be made o r t h e bounda-
r i e s s h a l l be r e o r i e n t e d .

2.1.8.2 For t r a c k - d e f i n i n g a i d s t h e s e c t o r s should be based on t h e bearing of t h e

tracks. Where no t r a c k - d e f i n i n g a i d s e x i s t s , t h e s e c t o r s should, u n l e s s c o n d f t i o n s make
2-16 Procedures - A i r c r a f t Operations

i t undesirable, c o i n c i d e w i t h t h e q u a d r a n t s of t h e compass. When g e o g r a p h i c a l o r o t h e r

c o n d i t i o n s make i t u n d e s i r a b l e t o i n d i c a t e s e c t o r a l t i t u d e s f o r s e c t o r s based on a t r a c k -
defining a i d or on t h e q u a d r a n t s of t h e compass, s e c t o r s of such s i z e a s appear most
s u i t a b l e should b e chosen.

2.1.9 Missed approach procedures

2.1.9.1 The p r o c e d u r e s f o r missed approaches w i t h a l l engines o p e r a t i n g o r w i t h one

engine i n o p e r a t i v e have been considered.

2.1.9.2 I n t h e c a s e of a missed approach e f f e c t e d w i t h a l l e n g i n e s o p e r a t i n g , i t

h a s been n o t e d ' t h a t i t i s sometimes t h e p r a c t i c e f o r a p i l o t t o c o n t i n u e f o r some d i s t a n c e
a t o r about t h e d e c i s i o n h e i g h t , s t i l l i n t h e l a n d i n g c o n f i g u r a t i o n , i n o r d e r t o a form a
b e t t e r a p p r e c i a t i o n of c o n d i t i o n s of t h e aerodrome b e f o r e i n i t i a t i n g t h e missed approach
procedure. Thus t h e a i r c r a f t might n o t n e c e s s a r i l y be ready t o climb b e f o r e r e a c h i n g t h e
up-wind end of t h e runway. Account h a s been a l s o taken of t h e f a c t t h a t i t i s t h e g e n e r a l
p r a c t i c e f o r a n a i r c r a f t t o m a i n t a i n i t s c o u r s e on a c o n s t a n t heading a f t e r t h e missed
approach procedure h a s been i n i t i a t e d .
2.1.9.3 I n t h e c a s e of a missed approach e f f e c t e d w i t h one engine ' i n o p e r a t i v e , n o t e
h a s been t a k e n t h a t t h e normal p r a c t i c e i n such circumstances i s t o i n i t i a t e t h e missed
approach procedure a t t h e p o i n t , o r v e r y soon a f t e r t h e p o i n t , a t which t h e a i r c r a f t reached
i t s d e c i s i o n h e i g h t on t h e approach. Although no p r e c i s e f i g u r e s a r e a v a i l a b l e of t h e time
r e q u i r e d f o r t h e p i l o t t o a l t e r t h e a i r c r a f t , con£ i g u r a t i o n from t h a t approaching t o t h a t
f o r missed approach, a p e r i o d of 30 t o 40 seconds i s considered r e p r e s e n t a t i v e . This means
t h a t an a i r c r a f t w i l l b e g i n i t s missed approach climb some 2 000 metres ( 7 000 f e e t ) from
t h e p o i n t where i t r e a c h e s i t s d e c i s i o n h e i g h t .

2.1.9.4 Missed approach procedures s h a l l n o t normally p r e s c r i b e t u r n s from t h e a x i s

of f i n a l approach u n t i l a t l e a s t 90 m e t r e s (300 f e e t ) v e r t i c a l c l e a r a n c e above o b s t a c l e s
h a s been e n s u r e d .

2.1.9.5 Where a missed approach procedure p r e s c r i b e s a t u r n t o avoid o b s t a c l e s , t h e

s e l e c t i o n o f t h e d i s t a n c e between t h e o b s t a c l e and t h e i n i t i a t i o n of t h e t u r n should b e
based on t h e accuracy w i t h which t h e i n i t i a t i o n p o i n t can be i n d i c a t e d t o t h e p i l o t .

2.1.10 Obstacle c l e a r a n c e l i m i t . For each r a d i o and r a d a r a i d t o instrument

approach a t an aerodrome, t h e h e i g h t above t h r e s h o l d e l e v a t i o n s h a l l be determined below
which t h e minimum p r e s c r i b e d v e r t i c a l c l e a r a n c e cannot b e maintained e i t h e r on approach
o r i n t h e event of a missed approach.

Note.- The o b s t a c l e c l e a r a n c e l i m i t may be promulgated a s a n a l t i t u d e , o r a s a h e i g h t

i n r e l a t i o n t o aerodrome e l e v a t i o n o r t h r e s h o l d e l e v a t i o n . When a datum o t h e r t h a n mean
s e a l e v e l is u s e d

(a) f o r i n s t r u m e n t runways t h e t h r e s h o l d e l e v a t i o n is s e l e c t e d if t h e t h r e s h o l d
is 2 m e t r e s f 7 f e e t ) o r more below t h e aerodrome e l e v a t i o n , and

f b ) f o r p r e c i s i o n approach runways t h e threshoZd e l e v a t i o n is s e l e c t e d .

2.1.11 Coincidence of ILS and r a d a r g l i d e p a t h s . From an o p e r a t i o n a l viewpoint,

where any runway i s s e r v e d by both ILS and r a d a r , i t i s d e s i r a b l e t h a t t h e r a d a r g l i d e p a t h
be s o e s t a b l i s h e d a s t o p a s s through t h e ILS r e f e r e n c e datum and t h a t t h e e l e v a t i o n a n g l e s
of t h e r a d a r and ILS g l i d e p a t h s b e t h e same.
11.- Holding and Approach-to-Land Procedures 2-17

2.2.- ILS (Instrument Landing System) - Category I Operations

Note 1.- F a c i l i t y Performance Category I - ILS i s defined ' i n Annex 10, Volwne I ,
Part I , Chapter 3, while t h e operational objecti.ves are,contained i n Annex 1 0 , Volwne I ,
Attachment C t o Part I .

Note 2.- The obstacle clearance surface for t h e second part of the final approach
area described i n 2.2.2.3.2 ( b ) provides a clearance from the a i r c r a f t glide path antenna
of a t least 30 metres (100 f t ) below pos;tions where a half scale (2;1/2 d o t s ) fly-up
indication can be received zmder t h e most adverse combination of ground and airborne
equipment tolerances described i n A n n e x 10. As a consequence t o avoid infringing t h e
m i n i m clearance of 30 metres (300 f e e t ) the a i r c r a f t should be kept above the h a l f scale
(2-1/2 d o t s ) fly-up indication during t h a t part of the final approach that i s carried out
on instruments.
2.2.1 Procedures - General

2.2.1.1 I n i t i a l approach procedure. I n i t i a l approach t o t h e I L S . w i l 1 normally be

made from a n a s s o c i a t e d en-route n a v i g a t i o n f a c i l i t y , o r from s p e c i f i e d p o i n t s . . T h i s
a p p r o a c h , w i l l be made on predetermined t r a c k s between such f i x e s and t h e l o c a l i z e r c o u r s e
o r a n a v i g a t i o n a l f a c i l i t y used i n a s s o c i a t i o n with t h e ILS.

2.2.1.2 I n t e r m e d i a t e approach procedures

2.2.1.2.1 U t i l i z i n g a s u i t a b l e n a v i ~ a t i o n a lf a c i l i t y o r f i x o f f s e t from t h e l o c a l i z e r
c o u r s e . Fly from t h e n a v i g a t i o n a l f a c i l i t y . o r f i x on predetermined t r a c k s t o i n t e r c e p t
t h e l o c a l i z e r c o u r s e such t h a t t h e a i r c r a f t when a l i g n e d on t h e inbound t r a c k i s i n a
p o s i t i o n from which t h e f i n a l approach can b e s t a r t e d . The d i s t a n c e between t h e p o i n t of
i n t e r c e p t i o n w i t h t h e l o c a l i z e r c o u r s e and t h e i n t e r c e p t i o n w i t h t h e g l i d e p a t h should b e
s u f f i c i e n t . t o permit t h e a i r c r a f t t o s t a b i l i z e and e s t a b l i s h o n , t h e l o c a l i z e r c o u r s e p r i o r
t o i n t e r c e p t i n g t h e g l i d e p a t h t a k i n g i n t o c o n s i d e r a t i t n t h e a n g l e of interception w i t h
t h e l o c a l i z e r course. The f o l l o w i n g d i s t a n c e s have been found a c c e p t a b l e :

AngZe of interception M i n i m distance between l o c a l i z e r

with locaZizer course course and glide path i n t e r c e ~ t i m
- . Degrees Nautical MiZes . .

15 1
30 2
. ., 45 3
60 4
75 5
90 6'

Note. - I n order t o permit automatic p i l o t t o couple on t o t h e l o c a l i z e r trn inter-

ception ang le. not exceeding 300 i s desirable.
2.2.1.2.2 U t i l i z i n g a s u i t a b l e ' n a v i g a t i o n a l f a c i l i t y o r f i x ' on t h e l o c a l i z e r cou'rse.
I f a d i r e c t approach u s i n g such a f a c i l i t y i s p o s s i b l e no procedure i s r e q u i r e d .
2-18 Procedures - Aircraft Ooera t i o n s

2.2.1.2.3 Where no . s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x i s a v a i l a b l e f o r t h e proce-

d u r e s i n 2.2.1.2.1 and 2.2.1.2.2:

. ( a ) F l y on t h e outbound t r a c k on t h e l o c a l i z e r - c o u r s e , descending, i f necessary,

t o t h e procedure t u r n l e v e l .

(b) F l y beyond t h e o u t e r marker and t h e n make a procedure t u r n on t o t h e inbound

t r a c k of t h e l o c a l i z e r c o u r s e .

The time o f . f l i g h t beyond t h e o u t e r marker should be l i m i t e d t o a period s u f f i c i e n t t o

e n s u r e t h a t t h e procedure t u r n i s completed below t h e g l f d e p a t h with t h e a i r c r a f t . a l i g n e d
inbound on t h e l o c a l i z e r course p r i o r t o i n t e r c ' e p t i n g t h e g l i d e path.

2.2.1.3 F i n a l approach procedure. Fly on t h e inbound t r a c k of t h e l o c a l i z e r course

t o i n t e r c e p t t h e g l i d e path a t o r b e f o r e r e a c h i n g t h e o u t e r marker a t t h e l e v e l s p e c i f i e d
f o r t h e procedure, which s h a l l b e a t l e a s t 150 metres (500 f e e t ) above t h e o b s t a c l e
c l e a r a n c e s u r f a c e o r a t l e a s t t h e h e i g h t of t h e g l i d e p a t h a t t h e o u t e r marker whichever
i s h i g h e r . A f t e r i n t e r c e p t i n g t h e g l i d e p a t h descend, on t h e g l i d e p a t h t o t h e d e c i s i o n
height.

2.2.1.4 Missed approach p r o c e d u r e . . The missed approach procedure should normally

be made on a t r a c k which i s a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n . a n d o t h e r . £ a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n .
'

.,
2.2.2 ~ e f i n e da r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-1 t o 2-5 i n c l u s i v e . )
. .
2.2.2.1 I n i t i a l apvroach.area.and obstacle clearance

2.2.2.1.1 I n i t i a l avvroach a r e a . The i n i t i a l approach a r e a s h a l l be , a t l e a s t 10 nau-

t i c a l m i l e s wide (5 . n a u t i c a l mLles e i t h e r s i d e of t h e predetermined t r a c k ) . Where naviga-
t i o n a l f a c i l i t i e s a r e a v a i l a b l e which provide a very a c c u r a t e t r a c k on i n i t i a l approach,
t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced.

2.2.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e , . The i r ? i t i a l approach s h a l l n o t be made

below a h e i g h t of 300 metres , ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a defined i n
2.2.2.1.1. However, t h i s l e v e l ,should n o t be lower than t h e l e v e l a t which t h e g l i d e p a t h
w i l l be i n t e r c e p t e d , and, i f a procedure t u r n i s r e q u i r e d , n o t l o w e r .than t h e procedure
turn level.

2.2.2.2 I n t e r m e d i a t e approach (including' procedure t u r n ) a r e a and o b s t a c l e c l e a r a n c e

2.2.2.2.1 I n t e r m e d i a t e approach a r e a . The i n t e r m e d i a t e approach a r e a normally s h a l l

be a t l e a s t 8.5' n a u t i c a l m i l e s measured outwards from t h e o u t e r marker along t h e l o c a l i z e r
c o u r s e and 8 n a u t i c a l m i l e s wide (5 n a u t i c a l m i l e s from t h e course on t h e s i d e of t h e pro-
cedure t u r n and 3 . n a u t i c a l m i l e s on t h e o t h e r s i d e ) . (See Figure 2-3.)
. . . .

Note.- Where a time l a p s e is s p e c i f i e d before t h e commencement of t h e procedure turn,

t h e ,lengtf; of t h e 'above a r e a .should be i n c r e a s e d by 3.5 n a ~ t i c a Zmiles f o r , each minute
specified.
11.- Holding and'bpproach-to-Land Procedures . . 2-19

2.2.2.2.2 I n t e r m e d i a t e approach o b s t a c l e ' c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t

be made below a h e i g h t of 300 m e t r e s ( 1 000 . f e e t ) above a l l - o b s t a c l e s w i t h i n . t h e a r e a
d e f i n e d i n 2.2.2;Z.l.

2.2'.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.2.2.3.1. F i n a l approach ' a r e a . An a r e a symmetrical. about t h e - 1 o c a l i z e r c o u r s e

extending 'from a p o i n t s i t u a t e d a t a d i s t a n c e of D c a l c u l a t e d a s i n 2.2.2.3.2(b) from t h e
t h r e s h o l d t o th.e p o i n t a t which t h e f i n a l approach i s c v e n c e d . The f i n a l approach s h a l l
normally be commenced a t ' a d i s t a n c e n o t .exceed'ing 1 5 n a u t i c a l m i l e s 'from t h e t h r e s h o l d .
The a r e a has a c o n s t a n t w i d t h . o f 600 metres (2 000 f e e t ) from i t s o r i g i n t o a p o i n t 1 060
metres.. ( 3 550 f e e t ) . . b e f o r e t h e threphold,. From h e r e t h e a r e a widens w i t h a s p l a y o f . 1 5 p e r
c e n t on e i t h e r s i d e t o a t l e a s t 4 n a u t i c a l m i l e s a t a d i s t a n c e o f , l 2 . 8 n a u t i c a l m i l e s ,
thence m a i n t a i n i n g a c o n s t a n t width, t o t h e o u t e r boundary of t h e a r e a . (See F i g u r e s 2-1
and 2-2.)

'Note I.- I n the event o f D becoming greater than 1 060 metres 13 550 fret) the f i g w e
of 1 060 metres (3 550 f e e t ) w i Z Z be used..
Note 2. - !The:area &thin which p f u l l scale def Zection of the ILS indicator can be
obtained with a l o c a l i z e r conforming t o the maximum tolerances specified i n Annex 10 i s
contained within the f i n a l approach area:
Note 3.- The final approach area corresponds t o the extended area for instrument
m a y s specified i n Annex 14.

2.2.2.3.2 F i n a l approach o b s t a c l e c l e a r a n c e . . The minimum o b s t a c l e c l e a r a n c e above

o b s t a c l e s . w i t h i n t h e l i m i t s of t h e f i n a l .approach ' a r e a s h a l l be a s s p e c i f i e d h e r e i n :

( a ) From t h e beginning of f i n a l approach,. t h e o b s t a c l e c l e a r a n c e s u r f a c e s h a l l b e

t h e h o r i z o n t a l p l a n e whose h e i g h t i s e q u a l t o t h a t of t h e h i g h e s t o b s t a c l e i n t h e
f i n a l approach a r e a , t o - t h e p o i n t where t h i s s u r f a c e i n t e r s e c t s t h e p l a n e d e s c r i b e d
under (b) h e r e a f t e r ; t h e o b s t a c l e c l e a r a n c e above t h i s p l a n e s h a l l n o t be l e s s t h a n
150 m e t r e s (500 f e e t ) up t o a p o i n t where. the o b s t a c l e c l e a r a n c e s u r f a c e i n t e r s e c t s
t h e p l a n e d e s c r i b e d under (b) .
(b) T h e r e a f t e r , t h e o b s t a c l e c l e a r a n c e s u r f a c e is contained i n a p l a n e i n c l i n e d a t
an a n g l e n o t g r e a t e r t h a n 0;60. T h i s p l a n e i n t e r s e c t s t h e h o r i z o n t a l p l a n e through
t h e t h r e s h o l d i n a l i n e a t r i g h t a n g l e s t o t h e runway c e n t r e l i n e , a t a d i s t a n c e D
b e f o r e t h e t h r e s h o l d , where:

D = '30' - - - m?tres
t a n 0.68. tan 8

t a n 0.68
- -
"
tan 0 fee3

0 = nominal g l i d e p a t h a n g l e , i n degrees;

0.60 = worst assumed d e s c e n t p a t h a n g l e ;

H = h e i g h t of t h e nominal g l i d e p a t h over t h e
threshold ( i n metres o r f e e t ) .
2-20 Procedures - A i r c r a f t Operations

2.2.2.3.3 ' The f i n a l approach o b s t a c l e c l e a r a n c e l i m i t is obtained by adding t h e

minimum v e r t i c a l . * c l e a r a n c eof 30 metres (100 f e e t ) . t o t h e highesc o b s t r u c t t o n p e n e t r a t i n g
t h e p l a n e d e f i n e d i n 2.2.2.3.2 (b) .
(See F i g u r e s 2-4 and 2.5. )

2.2.2.4 Missed approach a r e a a n d . o b s t a c l e c l e a r a n c e

2.2 i 2 . 4 . 1 . Missed approach a r e a . The i n i t i a l p a r t of t h e ' missed approach a r e a ' s t a r t s

a t t h e end of t h e f i n a l approach a r e a ( i . e . a t a d i s t a n c e D b e f o r e t h r e s h o l d ) . I t con-
'

t i n u e s from t!ere with a c o n s t a n t width of 600 metres (2 000 f e e t ) , t h e r e . b e i n g 300 metres

( 1 000 f e e t ) on e i t h e r s i d e of t h e runway c e n t r e l i n e , t o a d i s t a n c e of not l e s s t h a n
900 m e t r e s (3 000 f e e t ) nor normally, more t h a n 1 800 metres (6 000 f e e t ) beyond t h e
t h r e s h o l d . At t h i s p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. This
f i n a l p a r t i s an a r e a symmetrical about t h e missed approach t r a c k , extending a s u f f i c i e n t
d i s t a n c e t o e n s u r e t h a t an a i r c r a f t climbing a t a g r a d i e n t of 2.5 p e r c e n t (1:40) h a s
reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en-route
o r h o l d i n g ) become e f f e c t i v e . The width of t h e f i n a l p a r t of t h e missed approach a r e a i s
600 metres (2 000 f e e t ) u n t i l i t reaches 1 800 metres (6 000 f e e t ) beyond t h e t h r e s h o l d
o r r e a c h e s t h e runway end whichever is t h e l e a s t then widening w i t h a s p l a y of 26.8 p e r
c e n t (15') on e i t h e r s i d e . Where p o s i t i v e guidance is provided throughout t h e missed
approach procedure, t h e s p l a y may be reduced t o a minimum of 17.6 p e r c e n t (See
F i g u r e 2-1.)

Note.- In determining the missed approach area for a particular runway the following
c m s i m i o n s are pertinent:

f a ) llhe maximum distance from the threshold of 1 800 metres (6 000 f e e t ) for t h e
comnencenient of the asswned gradient o f 1:40 m y .be unduly r e s t r i c t i v e for certain
a i r c r a f t operations and-where t h i s i s so, t h i s point may be varied t o s u i t the con-
d i t i o n s eccisting, but i n any case the commencing point sAouZd no€ be l e s s than 900
metres ( 3 000 f e e t ) from the threshold.

f b ) f i e anguZar deviations o f ' l o o and 15' aZlow. for average p i l o t a b i l i t y t o main-

t a i n track during missed approach.

2.2.2.4.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l be 30 metres (100 f e e t ) .

2.2 .2.4.2.1., The. o b s t a c l e c l e a r a n c e l i m i t f o r t h e f i n a l p a r t of t h e missed approach a r e a

is determined by assuming a missed approach cltmb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n
t h e f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 30'metres (100 f e e t ) . This o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l be t h e h e i g h t a t which a 2.5 p e r c e n t (1:40)
p l a n e , p a s s i n g a t l e a s t 30 m e t r e s (100 f e e t ) above any o b j e c t . i n t h e f i n a l p a r t of t h e
missed approach a r e a i n t e r s e c t s i n a h o r i z o n t a l l i n e a v e r t i c a l p l a n e a t r i g h t a n g l e t o t h e
runway c e n t r e l i n e and s i t u a t e d a t t h e beginning of t h e f i n a l p a r t of t h e missed approach
area. ..
11.- Holding and Approach-to-Land Procedures 2-21

2.2.2.4.3 Obstacle clearance l i m i t . The o b s t a c l e clearance l i m i t (OCL) f o r the proce-

dure s h a l l be whichever i s the higher of that calculated f o r f i n a l approach o r that calcu-
l a t e d f o r missed approach. (See Attachment A f o r guidance.)

Note 1.- For a given aerodrome, the published obstacle clearance l i m i t s (OCL's)
e s t a b l m o n the b a s i s of procemules i n 2 . 2 m e related t o the approach, missed approach
and clintb characteristics of a marginal performance a i r c r a f t , and t o the asswned adverse
perforwunce of the approach system, including both ground and airborne c q o n e n t s . S t a t e s
may therefore consider a t t e m t i v e lower OCL4s established on t h e basis of actual perfor-
mance of t h e a i r c r a f t or of i t 8 approach and missed approach system, i f t h i s i s s i g n i f i -
cantly b e t t e r t o j u s t i f y t h e modification of the obstacle clearance areas, obstacle
clearance 8urfaces and OCL ' s .
Note 2.- Guidance material relevant t o steps t o be taken where the approach obetacZe
clearance limit o v e m l e s the missed approach obstacle Zimit, or where an obstacle i n the
approach area leads t o a high obstacle clearance Zimit can be found i n Annex 10, VoZwne I,
Attachment C t o Part I , 2.4.6.-
2-22 Procedures - Aircraft Operat ions
11.- Holding and Approach-to-Land Procedures 2-23

Fig. 2 - 2

Fig. 2-3
INTERMEDIATE APPROACH AREA
ILS CATEGORY I

Intermediate Approach Area

Not l e s s t h a n 8.5 NM
b
For l a s t p a r t of t h e
f i n a l approach and
missed approach a r e a s ,
see Fig. 2-1.

---- Outer Marker

(o.M. )

-- -/--
-- /--
/---

12.8 NM w

I4 d- ,
Not g r e a t e r t h a n 1 5 NM
2-24 Procedures - Aircraft Operations
11.- Holding and Approach-to-Land Procedures 2-25
2-26 Procedures - A i r c r a f t Operations

2.3.- ILS ( I n s t r u m e n t Landing System) - Category I1 O p e r a t i o n s

Note 1.- Facility performance Category 11-ILS i s defined i n Annex 10, Volume I ,
Part I, Chapter 3, while the operational objectives are contained i n Annex 10, Volwne I ,
Attachment C t o Part I .

Note 2.- The obstacle clearance surface for t h e second part of the final approach
area described i n paragraph 2.3.2.3.2(b) provides a clearance from the a i r c r a f t glide path
antenna of a t least 15 metres (50 f e e t ) b e l a , positions where a half scale ( 2 1/2 dots)
fly-up indication can be received under t h e most adverse combination of ground and airborne
equipment tolerance described i n Annex 10. As a consequence t o avoid infringing the mini-
mum cZearance of 15 metres (50 f e e t ) the a i r c r a f t should be kept above the half scale
( 2 1 / 2 d o t s ) fly-up indication during that part of the final approach t h a t is carried out
on instruments.
2.3.1 Procedures - General
2.3.1.1 I n i t i a l approach p r o c e d u r e . I n i t i a l approach t o t h e ILS w i l l normally be
made from a n a s s o c i a t e d e n - r o u t e n a v i g a t i o n f a c i l i t y , o r from s p e c i f i e d p o i n t s . T h i s
approach w i l l b e made on predetermined t r a c k s between s u c h f i x e s and t h e l o c a l i z e r c o u r s e
o r a n a v i g a t i o n a l f a c i l i t y used i n a s s o c i a t i o n w i t h t h e ILS.

2.3.1.2 Intermediate approach procedures

2.3.1.2.1 U t i l i z i n g a s u i t a b l e n a v i ~ a t i o n a lf a c i l i t y o r f i x o f f s e t from t h e l o c a l i z e r
c o u r s e . F l y from t h e n a v i g a t i o n a l f a c i l i t y o r f i x on p r e d e t e r m i n e d t r a c k s t o i n t e r c e p t t h e
l o c a l i z e r c o u r s e such t h a t t h e a i r c r a f t when a l i g n e d on t h e inbound t r a c k i s i n a p o s i t i o n
from which t h e f i n a l approach c a n b e s t a r t e d . The d i s t a n c e between t h e p o i n t of i n t e r -
c e p t i o n w i t h t h e l o c a l i z e r c o u r s e and t h e i n t e r c e p t i o n w i t h t h e g l i d e p a t h s h o u l d b e s u f f i -
c i e n t t o p e r m i t t h e a i r c r a f t t o s t a b i l i z e and e s t a b l i s h on t h e l o c a l i z e r c o u r s e p r i o r t o
i n t e r c e p t i n g t h e g l i d e p a t h t a k i n g i n t o c o n s i d e r a t i o n t h e a n g l e of i n t e r c e p t i o n w i t h t h e
l o c a l i z e r c o u r s e . The f o l l o w i n g d i s t a n c e s have been found a c c e p t a b l e :

Angle of interception Minirmun distance between ZocaZizer

with Zocaliner course course and glide path interceptions
Degrees Nautical Miles
I

15 1
30 2
45 3
60 4
75 5
90 6

Note.- I n order t o permit automatic piZot t o couple o n t o the ZocaZizer an i n t e r -

c e p t i o n a n g l enot exceeding 30' i s desirable.
2.3.1.2.2 U t i l i z i n g a s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x on t h e l o c a l i z e r c o u r s e .
I f a d i r e c t approach u s i n g such a f a c i l i t y i s p o s s i b l e no p r o c e d u r e t u r n i s r e q u i r e d .
11.- Holding and Approach-to-Land Procedures 2-27

2.3.1.2.3 Where no s u i t a b l e n a v i g a t i o n a l f a c i l i t y o r f i x i s a v a i l a b l e f o r t h e proce-

d u r e s i n 2 . 3 . 1 . 2 . 1 and 2.3.1.2.2:

( a ) F l y on t h e outbound t r a c k on t h e l o c a l i z e r c o u r s e , descending, i f n e c e s s a r y , t o
t h e procedure t u r n l e v e l .

(b) F l y beyond t h e o u t e r marker and t h e n make a p r o c e d u r e t u r n on .to t h e inbound

t r a c k of t h e l o c a l i z e r c o u r s e . .

The time of f l i g h t beyond t h e o u t e r marker should be l i m i t e d t o a p e r i o d s u f f i c i e n t t o

e n s u r e t h a t t h e procedure t u r n i s completed below t h e g l i d e p a t h w i t h t h e a i r c r a f t a l i g n e d
inbound on t h e l o c a l i z e r c o u r s e p r i o r t o i n t e r c e p t i n g t h e g l i d e p a t h .

2.3.1.3 F i n a l approach p r o c e d u r e . F l y on t h e inbound t r a c k of t h e l o c a l i z e r c o u r s e

t o i n t e r c e p t t h e g l i d e p a t h a t o r b e f o r e r e a c h i n g t h e o u t e r marker a t t h e l e v e l s p e c i f i e d
f o r t h e p r o c e d u r e , which s h a l l be a t l e a s t 150 m e t r e s (500 f e e t ) above t h e o b s t a c l e c l e a r -
ance s u r f a c e o r a t l e a s t t h e h e i g h t of t h e g l i d e p a t h a t t h e o u t e r marker whichever i s
h i g h e r . A f t e r i n t e r c e p t i n g t h e g l i d e p a t h descend on t h e g l i d e p a t h t o t h e d e c i s i o n height.

2.3.1.4 Missed approach procedure. .The missed approach p r o c e d u r e should nornially

be made on a t r a c k which i s a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l a p p r o a c h - t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n .

Note.- F o r missed approach p r o c e d u r e s invoZaing a tm, g u i d a n c e material ' b a s e d

upon one S t a t e ' s a p p l i c a t i o n h a s been i n c l u d e d i n Attachment D.

2.3.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-6 t o 2-9 i n c l u s i v e . )

2.3.2.1 I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e

2.3.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l b e a t l e a s t 1 0 nau-

t i c a l m i l e s wide ( 5 n a u t i c a l m i l e s e i t h e r s i d e of t h e predetermined. t r a c k ) . Where naviga-
t i o n a l f a c i l i t i e s a r e a v a i l a b l e which p r o v i d e a v e r y a c c u r a t e t r a c k on i n i t i a l a p p r o a c h ,
t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced.

2.3.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e

made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t . ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d
i n 2.3.2.1.1. However, t h i s l e v e l should n o t be lower t h a n t h e l e v e l a t which t h e g l i d e
p a t h w i l l b e i n t e r c e p t e d a n d , i f a p r o c e d u r e t u r n i s r e q u i r e d , n o t lower t h a n t h e p r o c e d u r e
turn level.

2.3.2.2 I n t e r m e d i a t e approach ( i n c l u d i n g p r o c e d u r e t u r n ) a r e a and o b s t a c l e c l e a r a n c e

2.3.2.2.1 I n t e r m e d i a t e approach a r e a . The i n t e r m e d i a t e approach a r e a normally s h a l l

be a t l e a s t 8 . 5 n a u t i c a l m i l e s measured outwards from t h e o u t e r marker a l o n g t h e l o c a l i z e r
c o u r s e and 8 n a u t i c a l m i l e s wide ( 5 n a u t i c a l m i l e s from t h e c o u r s e on t h e s i d e of t h e pro-
cedure t u r n and 3 n a u t i c a l m i l e s on t h e o t h e r s i d e ) . (See F i g u r e 2-7.)

Note. - Where a time l a p s e i s s p e c i f i e d before t h e c a m e n c e m e n t of t h e p r o c e d u r e turn,

t h e le- of t h e above a r e a s h o u l d b e i n c r e a s e d by 3.5 n a u t i c a l m i l e s f o r e a c h m i n u t e
specified.
-
2-28 Procedures - A i r c r a f t O p e r a t i o n s

2.3.2.2.2 I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t

b e made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.3.2.2.1.

2.3.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.3.2.3.1 F-inal approach a r e a . An a r e a symmetrical a b o u t t h e l o c a l i z e r c o u r s e

e x t e n d i n g from a p o i n t s i t u a t e d a t a d i s t a n c e of D c a l c u l a t e d a s i n 2.3.2.3.2(b) from t h e
t h r e s h o l d t o t h e p o i n t a t which t h e f i n a l approach i s commenced. The f i n a l approach s h a l l
normally b e commenced a t a d i s t a n c e not exceeding 1 5 n a u t i c a l m i l e s from t h e t h r e s h o l d .
The a r e a h a s a c o n s t a n t w i d t h of 600 m e t r e s ( 2 000 f e e t ) from i t s o r i g i n t o a p o i n t 1 060
m e t r e s ( 3 550 f e e t ) b e f o r e t h e t h r e s h o l d . From h e r e t h e a r e a .widens w i t h a s p l a y of 1 5 p e r
c e n t on e i t h e r s i d e t o a t l e a s t 4 n a u t i c a l m i l e s a t a d i s t a n c e of 1 2 . 8 n a u t i c a l m i l e s ,
t h e n c e m a i n t a i n i n g a c o n s t a n t w i d t h t o t h e o u t e r boundary of t h e a r e a . (See F i g u r e 2-6,)

Note 1.- I n the event of D becoming greater than 1 060 metres ( 3 550 f e e t ) the figure
of 1 060 metres ( 3 550 f e e t ) w i l l be used.

Note 2.- The area within which a f u l l scale d e f l e c t i o n of the ILS indicator can be
obtained with a ZocaZizer conforming t o the maximum toZerances specified i n Annex 10 i s
contained within the final approach area.

Note 3. - The final approach area corresponds t o the extended area for instrument
m a y s specified i n Annex 2 4 .

2.3.2.3.2 Firial approach o b s t a c l e c l e a r a n c e . The minimum o b s t a c l e c l e a r a n c e above

o b s t a c l e s w i t h i n ' t h e l i m i t s of t h e f i n a l approach a r e a s h a l l be a s s p e c i f i e d h e r e i n :

( a ) From t h e b e g i n n i n g of f i n a l approach, t h e o b s t a c l e c l e a r a n c e s u r f a c e s h a l l be
t h e h o r i z o n t a l p l a n e whose h e i g h t i s e q u a l t o t h a t of t h e h i g h e s t o b s t a c l e i n t h e
f i n a l approach a r e a , t o t h e p o i n t where t h i s s u r f a c e i n t e r s e c t s t h e p l a n e d e s c r i b e d
under ( b ) h e r e a f t e r ; t h e o b s t a c l e c l e a r a n c e above t h i s p l a n e s h a l l not be l e s s t h a n
150 m e t r e s (500 f e e t ) up t o a p o i n t where t h e o b s t a c l e c l e a r a n c e s u r f a c e i n t e r s e c t s
t h e p l a n e d e s c r i b e d under ( b ) .

(b) Thereafter t h e obstacle clearance surface is contained i n a plane inclined a t

an a n g l e of n o t g r e a t e r t h a n 0.6250 t o t h e h o r i z o n t a l and which i s a t r i g h t a n g l e s
t o t h e v e r t i c a l p l a n e through t h e runway c e n t r e l i n e . T h i s p l a n e i n t e r s e c t s t h e
h o r i z o n t a l p l a n e through t h e t h r e s h o l d i n a l i n e a t r i g h t a n g l e t o t h e runway c e n t r e
l i n e a t a d i s t a n c e D b e f o r e t h e t h r e s h o l d WERE:

D =
15 - -
H metres
t a n 0.6250 -tan 0

(D =
50
t a n 0.6250
-
.
-
tan 0

0 = nominal g l i d e p a t h a n g l e i n d e g r e e s ;

0.6250 = w o r s t assumed d e s c e n t p a t h a n g l e ;

H = h e i g h t of t h e nominal g l i d e p a t h o v e r t h e
threshold ( i n metres o r f e e t ) .

2.3.2.3.3 The f i n a l approach o b s t a c l e c l e a r a n c e l i m i t i s o b t a i n e d by adding t h e minimum

v e r t i c a l c l e a r a n c e of 1 5 m e t r e s (50 f e e t ) t o t h e h i g h e s t o b s t r u c t i o n p e n e t r a t i n g t h e p l a n e
d e f i n e d i n 2.3.2.3.2 ( b ) . (See F i g u r e s 2-8 and 2-9.)
 11.- Holding and Approach-to-Land Procedures .-. . ----
2-29

2.3.2.4 Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.3.2.4.1 M h s e d approach a r e a . The i n i t i a l p a r t bf t h e missed approach a r e a s t a r t s

a t t h e end of t h e f i n a l a p p r o a c h . a r e a ( i . e . . a t a d i s t a n c e D b e f o r e t h r e s h o l d ) . I t c o n t i n u e s
from t h e r e w i t h a c o n s t a n t w i d t h of 600 metres, ( 2 000 f e e t ) . , t h e r e b e i n g 300 m e t r e s ( 1 000
f e e t ) on e i t h e r s i d e of t h e runway c e n t r e l i n e t o a d i s t a n c e o f ' n d t l e s s t h a n 900 m e t r e s
(3 000 f e e t ) nor normally, more t h a n 1 800 m e t r e s ( 6 000 f e e t ) beyond t h e t h r e s h o l d . A t
t h i s p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. T h i s f i n a l p a r t i s a n
a r e a symmetrical a b o u t t h e missed approach t r a c k , e x t e n d i n g a s u f f i c i e n t d i s t a n c e t o e n s u r e
t h a t a n a i r c r a f t climbing a t a g r a d i e n t of 2.5 p e r c e n t (1:40) h a s reached a n a l t i t u d e a t
which o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en rou,te o r h o l d i n g ) become e f f e c -
t i v e . The w i d t h of t h e f i n a l p a r t of t h e missed approach a r e a i s . 6 0 0 m e t r e s ( 2 000 f e e t )
u n t i l i t r e a c h e s 1 800 m e t r e s ( 6 000 f e e t ) beyond t h e t h r e s h o l d o r r e a c h e s t h e runway end
whichever i s t h e l e a s t , then widening w i t h a s p l a y of 26.8 p e r c e n t (15O) on e i t h e r s i d e .
Where p o s i t i v e guidance is provided throughout t h e missed approach p r o c e d u r e , t h e s p l a y
may b e reduced t o a minimum of 17.6 p e r c e n t (10'). (See F i g u r e 2-6,.)

Note.- I n . determining the missed approach area for a i&.rticular s i t e the following
c a n s s i a s are pertinent:

f a ) The &mum distance from the threshold of 1 800 metres (6 000 f e e t ) for the
cmencement of t h e assumed gradient of 1:40 may be tmduty r e s t r i c t i v e for certain
a i r c r a f t operations and, where t h i s i s so, t h i s point may be varied t o s u i t the
conditions existing, but i n any case the c m e n c i n g point should not be l e s s than
900 metres ( 3 000 f e e t ) from the ttrresfrold.
f b ) The angu2u.r deviations of 10° and 150 attow for average p i l o t - a b i l i t y t o
maintain track during inissed appzwach.
2.3.2.4.2 ~ i s s e dapproach o b s t a c l e clearance.. TIie'minimum . v e r , t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 1 5 metres (50 f e e t ) .
. ,, , . -..
2.3.2.4.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r t h e f i n a l p a r t of t h e missed approach a r e a
. i s determined by assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n
t h e f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 1 5 m e t r e s (50 f e e t ) . T h i s o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l b e t h e h e i g h t a t which a 1:40 p l a n e , p a s s i n g
a t l e a s t 1 5 m e t r e s (50 f e e t ) above acy o b j e c t ' i n t h e f i n a l p a r t of t h e missed approach a r e a
i n t e r s e c t s i n a . h o r i z o n t a 1 l i n e , a v e r t i c a l p l a n e a t r i g h t a n g l e t o t h e runway c e n t r e l i n e
and s i t u a t e d a t t h e b e g i n n i n g of t h e f i n a l p a r t of t h e missed approach a r e a .

2.3.2.4.3 ' Obstacle clearance l i m i t . he‘ o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r t h e proce-

d u r e s h a l l b e whichever i s t h e h i g h e r of t h a t c a l c u l a t e d f o r f i n a l approach o r t h a t c a l c u -
l a t e d f o r missed approach. (See Attachment A f o r guidance.)

Note. - For, a given aerodrome, the published obstacle clearance l i m i t s (OCL ' s ) . estab-
l i s h e d r t h e basis of procedures i n 2.3 are related t o the approach, missed approach and
climb characteristics of a marginal performance a i r c r a f t , and t o the asswned adverse perfor-
mance of the approach system, incZuding both ground and airborne components. States may
therefore consider alternative lower OCL ' s , estab Zished on the basis of actual performance
of the a i r c r a f t or of i t s approach and missed approach system, i f t h i s i s significa)ltly
b e t t e r t o j u s t i f y the modification of the o6stacZe clearance areas, obstacle clearance
surfaces and OCL's.
2-30 Procedures - Aircraft Operations

Fig. 2-6

Fig. 2-7

INTERMEDIATE APPROACH AREA

I* CATEGORY I1
-- . . .
l n t e r k d i a t e Approach Area
Not less than 8.5 NM
For .last part of t h e f i n a l
approach and missed approach

Outer Marker
(o.M. )
Runway

-- Threshold

c--

12.8.m
4 Not greater than 15 NM
11.- Holdinn and Approach-to-Land Procedures 2-31
2-32 Procedures - Aircraft Operations
11.- Holding and Approach-to-Land Procedures 2-33

2.4.- S p e c i a l procedures, a r e a s and o b s t a c l e c l e a r a n c e s - P r e c i s i o n Aids

2.4.1 ILS w i t h g l i d e p a t h i n o p e r a t i v e

2.4.1.1 Procedure. The procedure t o be followed i n u t i l i z i n g an ILS w i t h t h e g l i d e

path i n o p e r a t i v e should g e n e r a l l y be s i m i l a r t o t h o s e r e f e r r e d t o i n 2.2.2 o r 2.3.2 except
t h a t when inbound on f i n a l approach on t h e inbound t r a c k of t h e l o c a l i z e r c o u r s e , descent
s h a l l a f t e r p a s s i n g t h e o u t e r marker b e made from t h e l e v e l a t which t h e g l i d e p a t h would
normally be i n t e r c e p t e d . Where.the g l i d e p a t h would normally b e i n t e r c e p t e d i n t h e v i c i n i t y
of t h e o u t e r marker then t h e r a t e of descent should be s i m i l a r t o t h a t which would be ob-
t a i n e d i f t h e g l i d e p a t h were o p e r a t i v e .

2.4.1.2 Defined a r e a s

2.4.1.2.1 F i n a l aporoach area. This a r e a s h a l l i n c l u d e t h e f i n a l approach a r e a a s

defined i n 2.2.2.3.1 and t h e i n i t i a l missed approach a r e a a s defined i n 2.2.2.4.1.

2.4.1.2.2 Hissed approach area. T h i s a r e a w i l l c o n s i s t of t h e f i n a l missed approach

a r e a a s d e f i n e d i n 2.2.2.4.1.

2.4.1.3 O b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above a l l o b s t a c l e s

w i t h i n t h e f i n a l approach a r e a , o r . d e s i g n a t e d s e c t o r thereof s h a l l be:

( a ) not l e s s t h a n 150 metres (500 f e e t ) above a l l o b s t a c l e s i n t h e f i n a l approach

a r e a from t h e beginning of f i n a l approach t o t h e o u t e r marker; . .
(b) n o t l e s s than 60 metres (200 f e e t ) above a l l o b s t a c l e s i n t h e defined , a r e a
from t h e o u t e r marker t o t h e middle marker;

(c) not l e s s than 60 metres (200 f e e t ) above a l l o b s t a c l e s i n t h e defined a r e a

from t h e middle marker t o t h e end of t h e f i n a l approach a r e a .
 Fig. 2-10
I L S (INSTRUMENT LANDING SYSTEM) GLIDE P A T H INOPERATIVE

OUTER
MARKER

MIN. LEVEL

MIDDLE
MARKER

MIN. LEVEL
4
60 M (200 FT)
A A
I

THRESHOLD
11.- Holding and Approach-to-Land Procedures 2-35

2.5.- R d a r ( S u r v e i l l a n c e Radar and PAR)

Note.- OnZy PAR approaches dqun t o decision heights of the order of 60 metres
(200 fa
have been considered.
2.5.1 Procedures - General

A1ote.- Detailed procedures regarding the use o f primary radar i n the approach control
service are s e t forth i n Doc 4444-RAC/501, Procedures for A i r Navigqtion Services - Rules
of the A i r and A i r T r a f f i c Services (PANS-RAG).

2,5.1.1 I n i t i a l and i n t e r m e d i a t e 'approach procedure

2.5.1.1.1 The i n i t i a l and i n t e r m e d i a t e prpcedures of a r a d a r approach w i l l . normally

be made from en r o u t e o r t e r m i n a l n a v i g a t i o n f a c i l i t y o r from p o i n t s o n t h e t r a c k between
two such f a c i l i t i e s . The approach w i l l b e made on t r a c k s and at l e v e l s a s d i r e c t e d by t h e
r a d a r c o n t r o l l e r . The' procedure t o b e complied w i t h w i l l normally be a s f o l l o w s :

( a ) Request, o r a c c e p t t h e p r o p o s a l of t h e a p p r o p r i a t e a i r t r a f f i c c o n t r o l u n i t
t o p r o v i d e , a r a d a r approach.

(ti) Communicate w i t h t h e r a d a r c o n t r o l l e r a t t h e time and on t h e frequency i n d i c a t e d

by t h e a i r t r a f f i c c o n t r o l u n i t , s t a t i n g an approximate p o s i t i o n .

(c) Comply w i t h t h e i n s t r u c t i o n s from t h e r a d a r . c o n t r o l l e r .

2.5.1.2 F i n a l approach procedure

2.5.1.2.1 P r e c i s i o n r a d a r approach. Comply w i t h t h e d i r e c t i o n s .from t h e r a d a r con-

t r o l l e r , u n t i l reaching decision height.

2.5.1..2.2 s u r v e i l l a n c e r a d a r approach. Af t e r i d e i ~ t iifc k t i o n comply with t h e d i r e c t i o n s

from t h e r a d a r c o n t r o l l e r , a d j u s t i n g h e i g h t . i n accordance with p r e , s c r i b e d procedures u n t i l
reaching t h e p o i n t a t which t h e s u r v e i l l a n c e r a d a r approach' i s ternhinated.

2.5.1.3 Missed approach procedure

2.5.1.3.1 The missed approach procedure should normally be made on a t r a c k which i s

a s n e a r a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k . a f t e r d u e . c o n s i d e r a t i o n of
o b s t r u c t i o n s , t e r r a i n and o t h e r . f a c t o r s i n f l u e n c i n g t h e s a f e t y of t h e o p e r a t i o n .

2.5.2 ~ e f i i e da r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-11 and 2-12.)

. .
2.5.2.1 ~ n i t i a and
l i n t e r m e d i a t e approach a r e a

2.5.2.1.1 T h e i n i t i a l and i n t e r m e d i a t e approach a r e a s h a l l be a t l e a s t 1 0 n a u t i c a l

m i l e s wide, 5 n a u t i c a l m i l e s on e i t h e r s i d e of any t r a c k s u i t a b l e f o r u s e under r a d a r ,
c o n t r o l l e r d i r e c t i o n u n t i l t h e commencement of t h e f i n a l approach. Where n a v i g a t t o n a l
f a c i l i t i e s a r e a v a i l a b l e which p r o v i d e a very. a c c u r a t e t r a c k on i n i t i a l approach, t h e
d i s t a n c e of 5 n a u t . i c a l m i l e s s p e c i f i e d above may be reduced.
2-36 Procedures - A i r c r a f t Operations

2.5.2.2 I n i t i a l and intermediate approach obstacle clearance

'

2.5.2.2.1 The l n i t ' i a l and intermediate approach s h a l l not be made below a height of
300 metres ( 1 006 f e e t ) above a l l obstacles w i t h i n t h e area described i n 2.5.2.1.1.

2.5.2.3 F i n a l approach area and o b s t a c l e clearance

2.5'.2.3.1 P r e c i s i o n radar approach

2.5.2.3.1.1 F i n a l a p ~ r o a c harea. The f i n a l approach area s h a l l be an area symmetrical

about t h e prescribed t r a c k extending from a point s i t u a t e d a d i s t a n c e of 60 metres (200
f e e t ) from t h e threshold t o t h e point a t which t h e f i n a l approach i s commenced. The f i n a l
approach normally s h a l l be commenced a t a d i s t a n c e not exceeding 1 0 n a u t i c a l miles from
t h e ' threshold. The a r e a s h a l l increase uniformly i n width from a t least 300 metreE ( 1 000
f e e t ) a t a d i s t a n c e ~f 60 metres (200 f e e t ) from t h e threshold t o a t l e a s t 3 n a u t i c a l miles
a t a d i s t a n c e of 10 n a u t i c a l miles from t h e threshold.

2.5.2.3.1.2 F i n a l approach obstacle clearance. The f ollaving requirements f o r o b s t a c l e

clearance w i t h i n t h e designated s e c t o r s s h a l l be observed.

(a) A r i n & . v i x t i e a ~ ciearance of not l e s s than 150 metres (500 f e e t ) above

o b s t a c l e s w i t h i n t h e f i n a l approach' a r e a from t h e beginning of t h e f i n a l approach
t o t h e p o i n t a t which t h e f l i g h t p a t h i n t e r c e p t s t h e descent path, thence decreasing
u n i f o r r l y t o 36 metres (120 f e e t ) a t t h e point a t which t h e descent path is 36 metres
(120 feet)...&qye: a e r o d r m e elevation;
.. . , .

(b) Prop t h e p o i n t a t which t h e descent path is 36 metres (120 f e e t ) a b w e aero-

drome e l e v a t i o n t h e clearance above a l l obstacles w i t h i n t h e f i n a l approach a r e a .
normally diminishes gradually .from a value of 36 metres (120 f e e t ) . ' For p a r t i c u l a r
operations t h i s gradual reduction i n v e r t i c a l clearance,inay be deemed acceptable
having r e g a r d t o t h e accuracy with which t h e a i r c r a f t can be flown.

-
Note.- fizse charjance requirements can normaZZy be met i f the same obstacZe
clearance surface (OCS) recamended for ILS i s used. Operatiom2 rules should be eetab-
Zished t o ensure that aircraft executing approaches under precision approach radar a h e
do not descend b e t a , a path lower than that t o which these obstacle cteamnces a p p l y .
2.5.2.3.2 - Surveillance radar approach

2.5.2.3.2.1 '~ i n r i lapproach a r e a . An a r e a symmetrical about t h e prescribed track

extending out from touchdam f o r a d i s t a n c e of 8.5 n a u t i c a l miles on - t h e approach s i d e
and 0.5 n a u t l c a l miles i n t h e d i r e c t i o n of t h e missed approach. The area i s a t -least 2.5
n a u t i c a l miles wide f o r 2 n a u t i c a l miles on t h e f i n a l approach s i d e , thence increasing
uniformly in width t o a t l e a s t 5 n a u t i c a l miles a t the outer boundary.
. -
2.5.2.3.2.2 F i n a l apprdach o b s t a c l e clearance. A minimum v e r t i c a l ' clearance ab&e
obstacles w i t h i n t h e f i n a l approach area of not l e s s than 150 metres (500 f e e t ) a t t h e .
outer boundary of t h e area decreasing uniformly t o 90 metres (300 f e e t ) a t a distance of
4 n a u t i c a l miles from touchdown and t o 60 metres (200 f e e t ) from t h e r e to. the point a t
which t h e descent path i s 60 metres (200 f e e t ) above t h e aerodrdme elevation remaining
constant from t h e r e t o t h e end of t h e f i n a l approach a r e a s h a l l be observed.
11.- Holding and Approach-to-.Land Procedures -- 2-3?

2.5.2.4 Missed approath a r e a and o b s t a c l e c l e a r a n c e

2.5.2.4.1 P r e c i s i o n r a d a r approach

2.5.2.4.1.1 Missed approach a r e a . The i n i t i a l p a r t of t h e missed approach a r e a s t a r t s

a t t h e p o i n t where t h e f i n a l approach a r e a h a s a width of 600 me,tres ( 2 000 f e e t ) and con-
t i n u e s a t t h e width t o 60 metres (200 f e e t ) beyond t h e upwind end of t h e runway a t which
p o i n t t h e f i n a l p a r t of t h e missed approach a r e a commences. The f i n a l p a r t i s a n a r e a
symmetrical about t h e missed approach t r a c k extending a s u f f i c i e n t d i s t a n c e t o e n s u r e t h a t
a n a i r c r a f t climbing a t a g r a d i e n t of 1:40 h a s reached an a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . I n width t h e a r e a
i n c r e a s e s uniformly from t h e width of t h e i n i t i a l p a r t a t a r a t e given by an a n g u l a r devia-
t i o n on e i t h e r s i d e of t h e missed approach t r a c k of t h e o r d e r of 15'.

Note. - I n determining t h e missed approach area a t a particular s i t e t h e fol?,mling

-
considerations are pertinent:
f a ) the asswned gradient of 2 : 4 0 may be r e s t r i c t i v e for c e r t a i n types of a i r c r a f t
and may need t o be varied accordingly;
(bJ the angukzr deviation of 150 allows for average p i t o t a b i l i t y t o maintain track
and asswnes t h a t even i f track guidance i s avaiZabZe the d i s t r a c t i o n s associated
with missed approach may frequent23 prevent fuZZ use being made of such guidance.
2.5.2.4.1.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l be 30 metres (100 f e e t ) .

2.5.2.4.1.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r f i n a l p a r t of t h e missed approach a r e a i s

determined by assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e
f i n a l p a r t of t h e missed approach a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e
c l e a r a n c e l i m i t (OCL) f o r missed approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t
r i g h t a n g l e s t o t h e v e r t i c a l p l a n e c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g
a t l e a s t 30 metres (100 f e e t ) above any o b j e c t i n t h e f i n a l p a r t of t h e missed approach
a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e runway c e n t r e l i n e and a t 60 m e t r e s
(200 f e e t ) from t h e runway end.

2.5.2.4.2 S u r v e i l l a n c e r a d a r approach

2.5.2.4.2.1 Missed approach a r e a . An a r e a symmetrical about t h e p r e s c r i b e d missed

approach t r a c k extending from t h e end of t h e f i n a l approach a r e a i n t h e d i r e c t i o n of t h e
missed approach f o r a d i s t a n c e of 6.5 n a u t i c a l m i l e s and i n c r e a s i n g uniformly i n width
from 2.5 n a u t i c a l m i l e s a t t h e end of t h e f i n a l approach a r e a t o a t l e a s t 5 nautical miles
a t t h e o u t e r boundary of t h e missed approach a r e a .

2.5.2.4.2.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l be 30 metres (100 f e e t ) .

2.5.2.4.2.2.1 The o b s t a c l e c l e a r a n c e 1 i m i t . f o r t h e missed approach a r e a i s determined by

assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach a r e a .
3-38 Procedures - A i r c r a f t Operations

2.5.3 S p e c i a l procedures, a r e a s and o b s t a c l e c l e a r a n c e s

2.5.3.1 When s u r v e i l l a n c e r a d a r i s not a v a i l a b l e an instrument approach procedure

u t i l i z i n g p r e c i s i o n approach r a d a r (PAR) a l o n e is p e r m i s s i b l e provided t h a t non-radar navi-
g a t i o n a i d s a r e a v a i l a b l e and a r e such t h a t a i r c r a f t a r e c o n s i s t e n t l y guided by them t o
p o i n t s w i t h i n the coverage a r e a of t h e PAR. To prevent m i s i d e n t i f i c a t i o n such a i d s should
p r e f e r a b l y be l o c a t e d w i t h i n t h e range of t h e PAR. When PAR a l o n e i s used f o r approach,
t h e procedures ,-a r e a s and o b s t a c l e c l e a r a n c e s s p e c i f i e d f o r t h e non-radar n a v i g a t i o n a i d
w i l l apply f o r t h e i n i t i a l and i n t e r m e d i a t e approach, and t h e procedures, a r e a s and o b s t a c l e
c l e a r a n c e s s p e c i f i e d f o r a p r e c i s i o n r a d a r approach w i l l apply f o r t h e f i n a l approach.
11.- Holding and Approach-to-Land Procedures 2-39
2-40 Procedures - Aircraft Operations
11.- Holding and Approach-to-Land Procedures 2-41

2.6.- VOR (VHF Omnidirectional Radio Range) - Procedure "A"

Note 1.- This procedure i s t h e b a s i c procedure and i s applicable when a procedure

t u r n i s included and there i s no suitable secondary f i x located on t h e final approach t r a c k .
Note 2.- Attachment E gives guidance on the modification o f instrument approach pro-
cedures based on non-precision radio navigation a i d s located on tAe runway centre l i n e t o
permit procedures using similar radio navigation a i d s located o f f s e t from t h e runway centre
line.

2.6.1 Procedures - General

2.6.1.1 I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally
be made i n accordance with e n r o u t e procedures.

2.6.1.2 I n t e r m e d i a t e approach procedure ( i n c l u d i n g procedure t u r n ) . A f t e r t h e

i n i t i a l approach over t h e f a c i l i t y , f l y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
descending i f necessary t o t h e procedure t u r n a l t i t u d e and t h e n make a procedure t u r n on
t o t h e inbound t r a c k of t h e f i n a l approach t r a c k . The time of outbound f l i g h t should b e
l i m i t e d t o ensure t h a t t h e procedure t u r n i s completed w i t h i n t h e i n t e r m e d i a t e approach
a r e a a t t h e a l t i t u d e s p e c i f i e d and a t a p o s i t i o n from which t h e f i n a l approach can be
commenced.

2.6.1.3 F i n a l a ~ p r o a c hprocedure. Descend on t h e f i n a l approach t r a c k t o t h e

p r e s c r i b e d a l t i t u d e w e r t h e f a c i l i t y , thence descending on t h e p r e s c r i b e d t r a c k t o t h e
d e c i s i o n h e i g h t . Where t h e f a c i l i t y i s n o t s u i t a b l y l o c a t e d i n r e l a t i o n t o t h e aerodrome
f o r t h i s procedure t o be followed, d e s c e n t t o t h e d e c i s i o n h e i g h t may b e made p r i o r t o
reaching t h e f a c i l i t y .

Note.- I t i s necessary t h a t the time inbound t o t h e f a c i l i t y should be such t o ensure

-
t h a t the a i r c r a f t under average conditions w i l l , i n fact, reach t h e a l t i t u d e s p e c i f i e d a t
or before reaching the f a c i l z t y and a l s o should be a t l e a s t one minute t o p e m i t the proper
establishment of track.
2.6.1.4 . Missed approach procedure. The missed approach procedure normally should
be made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach
t r a c k a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e
s a f e t y of t h e o p e r a t i o n . A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .

2.6.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e 2-13.)

2.6.2.1 I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e

2.6.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 10 nau-

t i c a l m i l e s wide ( 5 . n a u t i c a l miles e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on an i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i -
f i e d by experience.

2.6.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t be made

below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
2.6.2.1.1. However, t h i s a l t i t u d e should not b e lower t h a n t h e a l t i t u d e a t which t h e
f a c i l i t y w i l l be crossed on f i n a l approach and, i f a procedure t u r n i s r e q u i r e d , n o t lower
t h a n t h e procedure t u r n a l t i t u d e .
2-42 Procedures - A i r c r a f t Operations

2.6.2.2 I n t e r m e d i a t e approach ( i n c l u d i n g procedure t u r n ) a r e a and o b s t a c l e c l e a r a n c e

2.6.2.2..1 I n t e r m e d i a t e approach a r e a . The i n t e r m e d i a t e approach a r e a normally s h a l l

be 12 n a u t i c a l m i l e s long measured from t h e f a c i l i t y outwards along t h e p r e s c r i b e d f i n a l
approach t r a c k and 9 n a u t i c a l m i l e s wide (5 n a u t i c a l m i l e s on t h e s i d e of t h e procedure
t u r n and 4 n a u t i c a l miles on t h e o t h e r s i d e ) . This a r e a i s c a l c u l a t e d t o c o n t a i n a i r c r a f t
.f $ying,,f qr, 9ne-pinq.te beyond t h e f a c i l i t y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
p r i o r t o commencing t h e procedure t u r n . Normally f o r each a d d i t i o n a l minute of outbound
f l i g h t t h e l e n g t h of t h e a r e a should be i n c r e a s e d by 3.5 n a u t i c a l miles.

2.6.2.2.2 I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l not

be made below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n an a r e a defined
i n 2.6.2.2.1.

2.6.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.6.2.3.1 F i n a l approach a r e a . An a r e a symmetrical about t h e f i n a l approach t r a c k

normally extending o u t from t h e f a c i l i t y f o r normally a d i s t a n c e of a t l e a s t 15 n a u t i c a l
m i l e s i n c r e a s i n g uniformly i n width from a t l e a s t 2.5 n a u t i c a l m i l e s a t t h e f a c i l i t y t o
a t l e a s t 8 n a u t i c a l m i l e s a t a d i s t a n c e of 1 0 n a u t i c a l m i l e s thence maintaining a c o n s t a n t
w i d t h of 8 n a u t i c a l m i l e s t o t h e o u t e r boundary of t h e f i n a l approach a r e a . When t h e
f a c i l i t y is l o c a t e d o f f t h e aerodrome, t h e f i n a l approach a r e a s h a l l be extended from t h e
f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome, and s h a l l have a width of 2.5 n a u t i c a l
m i l e s a t t h e f a c i l i t y i n c r e a s i n g uniformly a t t h e r a t e given by a divergence of 5' from
. t h e f i n a l approach t r a c k on each s i d e .

2.6.2.3.2 F i n a l approach o b s t a c l e c l e a r a n c e . The minimum'vertical c l e a r a n c e above

a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s follows:

Distance of faci Zity Minirmun vertica Z cZearance

from approach end From outer boundary From f a c i l i t y t o
of aerodrome of final approach cononencement of
fnauticaZ miZesJ area t o f a c i l i t y missed approach area
On aerodrome o r when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of 90 m (300 f t )
n o t more t h a n 4 n a u t i c a l
miles
. - ..
On aerodrome
90 m (300 f t ) 60 m (200 f t )
up t o 4 m i l e s

4 - 6 miles 150 m (500 f t ) 90 m (300 f t )

6 - 8 miles 150 m (500 f t ) 120 m (400 f t )

8 - 10 miles 150 m (500 f t ) 150 m (500 f t )

11.- Holding and Approach-to-Land Procedures 2-43

2.6.2.4 Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.6.2.4.1 Missed approach a r e a . An a r e a symmetrical about t h e missed approach t r a c k

extending a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o e n s u r e t h a t a n
a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r e n r o u t e o r holding) become e f f e c t i v e . The width of t h e
a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l apbroach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed \approach t r a c k of
t h e o r d e r of 15O.

Note.- In determining the missed approach area a t a partirmtar s i t e t h e foZZowing

considerations are pertinent:

f a ) The assumed gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations

and may need t o be varied accordingty;

f b ) The angular deviation of 15' atlows for average p i t o t a b i l i t y t o maintain track

and assumes t h a t even i f back track guidance i s availabte -the d i s t r a c t i o n s associated
with missed approach may frequently prevent f u l l use being made of such guidance.
2.6.2.4.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s R a l l be 30 metres (100 f e e t ) .

2.6.2.4.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a i s determined by

assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a 1 , p l a n e a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach a r e a .
2-44 Procedures - Aircraft Operations
 11.- Holding and Approach-to-Land procedures 2-45

2.7.- VOR (VHF O m n i d i r e c t i o n a l Radio ~ a n g e )- Procedure "'B"

Note I . - This procedure is an azternative procedure and is appZicabZe when a base

turn i s included and there i s no suitable secondary f i x located on the final approach track.
PJote 2.- Attachment E gives guidance on the modification of instrument approach pro-
cedures based on non-precision radio navigation aids located & the runway centre l i n e - t o
pemnit procedures using similar radio navigation aids located o f f s e t from th-runway centre
Zine .
2.7.1 Procedures - General
2.7.1..1 I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l ' n o r m a l l y
b e made i n accordance w i t h en r o u t e p r o c e d u r e s .

2.7.1.2 ~ n t e r m e d i tae . and f i n a l approach procedures

(a) Commence approach o v e r t h e f a c i l i t y a t t h e p r e s c r i b e d a l t i t u d e ;

(b) F l y on t h e p r e s c r i b e d o u t b o u n d l t r a c k descending i f n e c e s s a r y t o t h e b a s e t u r n
a l t i t u d e and t h e n mike t h e b a s e t u r n t o h e a d - t h e a i r c r a f t towards t h e f a c i l i t y on
the prescribed track;

(c) From t h e f a c i l i t y descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .

2.7.1.2.1 The t i m e of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e

p e r i o d s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which p e r m i t s
d e s c e n t from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d . a t o r . p r i o r t o r e a c h i n g t h e
facility.

@.- The angle between the outbound and the inbound tracks i s determined by the
fornnLa 36/t, where t i s the outbound specified time, eqressed i n minutes.
.2.7.1.2.2 Where. t h e f a c i l i t y i s n d t s u i t a b l y s i t e d - i n r e l a t i c i n t o t h e ' a e r o d r o m e f o r
t h e procedures i n 2.7.1.2,(c) t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t - m a y b e com-
p l e t e d b e f o r e p a s s i n g o v e r t h e f a c k l i t p o n . t h e f i n a l approach.

-
Note.- I t i s necessary that thz? time inbound t o the f a c i l i t y should be such as t o
ensure that the aircraft under average conditions w i l l , in' fact, reach the a l t i t u d e
specified a t or before reaching the f a c i l i t y and also shouZd be at' least one minute t o
permit the proper establishment of track.
2.7.1.3 Missed approach procedure. The missed approach p r o c e d u r e normally s h o u l d
be mgde on s t r P c k which i s a s n e a r l y as. p o s s i b l e a . cont'inuation o f : t h e . f i n a l a p p r o a c h
t r a c k a f t e r due 'considerat'ion. of o b s t r u c t i o n s , t e r r a i n and o t h e r . f a c t o r s . i n f l u e n c i n g t h e
s a f e t y ' of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d ~ r i o rt o : e n t e r i n s t h e missed
approach a r e a .
2-46 . Procedures - Aircraft Operations

! !
!
!
!
c'
!
!
!

m:

"
~ L ONE
Y TYPE OF HOLDING PATTERN I S . I L L U ~ T R A T E D .

I - HOLDING

APPROACH-TO-LAND

2.7.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e 2-14.)

2.7.2.1 I n i t i a l approach a r e a .and o b s t a c l e c l e a r a n c e

2.7.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau-

t i c a l m i l e s wide (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k can b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may b e r e d u c e d ' i f j u s t i -
f i e d by e x p e r i e n c e .

2.7.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e made

below a h e i g h t of 300' m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
2.7.2.1.1. However, t h i s a l t i t u d e s h o u l d n o t b e lower t h a n t h e a l t i t u d e a t which t h e f a -
c i l i t y w i l l b e c r o s s e d on f i n a l approach and, i f a b a s e t u r n is r e q u i r e d , n o t lower t h a n
t h e b a s e t u r n a 1t i tude.
11.- Holding -and Approach-to-Land :Procedures 2-47

2.7.2.2 I n t e r m e d i a t e a p p r o a c h . ( i n c l u d i n g base t u r n ) a r e a and o b s t a c l e c l e a r a n c e

. .
2.7.2.2.1 Defined a r e a . A s e c t o r of a c i r c l e c e n t r e d on t h e f a c i l i t y , symmetrical
about t h e b i s e c t o r of t h e outbound and inbound t r a c k , w i t h ' a n a n g l e of 20° + 3 6 / t and a
r a d i u s of 3.5 .t.+1 . 5 n a u t i c a l miles. T h i s secto'r s h a l l be extended i n a l l d i r e c t i o n s by
an envelope a r e a - w i t h 2 n a u t i c a l m i l e s width.

2.7.2.2;2 I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach sh'all n o t

be made below a h e i g h t of 300 metres ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.7.2.2.1.

2.7.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.7.2.3.1 F i n a l approach a r e a . A s e c t o r of t h e c i r c l e c e n t r e d on t h e f a c i l i t y , sym-

m e t r i c a l about t h e f i n a l approach t r a c k w i t h a n ' a n g l e of 20° and a r a d i u s of 3.5 t + 1
n a u t i c a l m i l e ; t h i s s e c t o r s h a l l be extended on e i t h e r s i d e by 1 . 2 5 n a u t i c a l m i l e s . When
t h e f a c i l i t y i s l o c a t e d off t h e aerodrome, t h e f i n a l approach a r e a s h a l l b e extended from
t h e f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome, and s h a l l have a width of 2.5 nau-
t i c a l m i l e s a t t h e f a c i l i t y i n c r e a s i n g uniformly a t t h e r a t e g i v e n by a d i v e r g e n c e of 5'
from t h e f i n a l approach t r a c k on each s i d e . Normally f o r one minute of outbound f l i g h t
t h e l e n g t h of t h e a r e a should b e i n c r e a s e d by 3.5 n a u t i c a l m i l e s and its w i d t h should
m a i n t a i n t h e r a t e of i n c r e a s e e s t a b l i s h e d f o r .the ' a r e a .

2.7.2.3.2 . - - F i n a l approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s w i t h i n t h e f i n a l appr.oach a r e a s h a l l b e a s f o l l o w s :

Distance .of f a d Zity . ~ i n i m w nv e r t i c a l clearance

from approach end . From outer boundary From f a c i l i t y t o
of aerodrome ,of final approach cononencement of
fnuuticaZ miles) area t o f a c i l i t y missed approach area
On aerodrome o r 'when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of 90 m (300 f t )
n o t more t h a n 4 n a u t i c a l
miles

On aerodrome
up t o 4 m i l e s 90 m (300 f t ) 60 m (200 f t )

4 - 6 miles 150 m (500 f t ) 90 m (300 f t )

6 - 8 miles 150 m (500 f t ) 120 (400 f t )

8 - 10 miles 150 m (500 f t ) 150 m (500 f t )

I
2-48 Procedures - A i r c r a f t Operations

Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.7.2.4.1 Missed approach a r e a . An a r e a symmetrical about t h e missed approach t r a c k

e x t e n d i n g a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:4b h a s reached a n a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . The width of t h e
a r e a , i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed approach t r a c k of
t h e o r d e r of 15'.

Note.-.In detemining the missed approach area a t ' a particutar s i t e the foZZowing
considerations are pertinent:

( a ) the asswned gradient of 1:40 may be r e s t r i c t i v e for'certain a i r c r a f t operations

and may need t o be varied accordingty;
( b ) . t h e angular deviation o f ' 15' allows for average pilot a b i l i t y t o maintain track
and assumes that even i f back track guidance is au&iZabZe the distractions associated
with missed approach may frequsntty prevent f u l l use being made of such guidance.
2.7.2.4.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 30 metres (100 f e e t ) .

2.7.2.4.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r . t h e missed approach a r e a is determined by

assuming a missed .approach climb g r a d i e n t t h a t c l e a r s . a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t . 3 0 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (oCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l plane
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach a r e a .
11.- Holding and Approach-to-Land Procedures 2-49
 2-50 Procedures - Aircraft Operations

2.8.- Non-Directional Radio Beacon - Procedure "A"

Note 1.- This procedure i s the basic procedure and i s applicable when a procedure
turn i s included and there i s no suitable secondary f i x located on the final approach track.
Note 2.- Attachment E gives guidance on the modification of instrument approach pro-
cedures based on non-precision radio navigation aids located on the runway centre Zine t o
p e m i t procedures using sirnilax radio navigation aids located o f f s e t from t h e runway centre
line.

2.8.1 Procedures - General

2.8.1.1 I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally

b e made i n accordance w i t h e n r o u t e p r o c e d u r e s .

2.8.1.2 I n t e r m e d i a t e approach procedure ( i n c l u d i n g p r o c e d u r e t u r n ) . A f t e r t h e

i n i t i a l approach o v e r t h e f a c i l i t y , f l y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
d e s c e n d i n g i f n e c e s s a r y t o t h e p r o c e d u r e t u r n a l t i t u d e , and t h e n make a procedure t u r n on
t o t h e inbound t r a c k of t h e f i n a l approach t r a c k . The t i m e of outbound f l i g h t should be
l i m i t e d t o e n s u r e t h a t t h e p r o c e d u r e t u r n is completed w i t h i n t h e procedure t u r n a r e a a t
t h e a l t i t u d e s p e c i f i e d and a t a p o s i t i o n from which t h e f i n a l approach c a n be commenced.

2.8.1.3 ~ i n a approach
l procedure. Descend on t h e f i n a l approach t r a c k t o t h e
p r e s c r i b e d a l t i t u d e o v e r t h e f a c f l i t y , t h e n c e descending on t h e p r e s c r i b e d t r a c k t o t h e
d e c i s i o n h e i g h t . Where t h e f a c i l i t y i s n o t s u i t a b l y s i t e d i n r e l a t i o n t o t h e aerodrome
f o r t h i s procedure t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t may b e made p r i o r t o
reaching t h e f a c i l i t y .

Note.- I t i s necessary that the time inbound t o the f a c i l i t y should be such t o ensure
t h a t t z i r c r a f t under average conditions will, i n fact, reach the a l t i t u d e specified a t
or before reaching the f a c i l i t y and also should be a t l e a s t one minute t o p e n i t the proper
establishment of track.
2.8.1.4 Missed approach p r o c e d u r e . The missed approach procedure normally should be
made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d p r i o r t o e n t e r i n g t h e missed approach
area.
.-. - . . .

2.8.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e 2-15.)

2.8.2.1 I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e

2.8.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau-

t i c a l m i l e s wide ( 5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i -
f i e d by e x p e r i e n c e.
2.8.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e made
below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d i n
2.8.2.1.1. However, t h i s a l t i t u d e s h o u l d n o t b e lower t h a n t h e a l t i t u d e a t which t h e f a -
c i l i t y w i l l b e c r o s s e d on f i n a l approach and, i f a p r o c e d u r e t u r n i s r e q u i r e d , n o t lower
than t h e procedure t u r n a l t i t u d e .
11.- Ilo !.-d i n g and Approach-to-Land P r o c-
ed-
ures . 2-51

2.8.2.2 I n t e r m e d i a t e approach ( i n c l u d i n g p r o c e d u r e t u r n ) a r e a and o b s t a c l e c l e a r a n c e

2.8.2.2.1 I n t e r m e d i a t e approach a r e a . The i n t e r m e d i a t e approach a r e a normally s h a l l

be 1 2 n a u t i c a l m i l e s l o n g measured from t h e f a c i l i t y outwards a l o n g t h e p r e s c r i b e d f i n a l ,
approach t r a c k and 9 n a u t i c a l m i l e s w i d e ( 5 n a u t i c a l m i l e s on t h e s i d e of t h e p r o c e d u r e
t u r n and 4 n a u t i c a l m i l e s on t h e o t h e r s i d e ) . T h i s a r e a i s c a l c u l a t e d t o c o n t a i n a i r c r a f t
f l y i n g f o r one minute beyond t h e f a c i l i t y on t h e outbound t r a c k of t h e f i n a l approach t r a c k
p r i o r t o commencing t h e p r o c e d u r e t u r n . Normally f o r each a d d i t i o n a l minute of outbound
f l i g h t t h e l e n g t h of t h e a r e a should b e i n c r e a s e d by 3 . 5 n a u t i c a l m i l e s .

2.8.2.2.2 I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t

be made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.8.2.2.1.

2.8.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.8.2.3.1 F i n a l approach a r e a . An a r e a symmetrical a b o u t t h e f i n a l approach t r a c k

normally e x t e n d i n g o u t from t h e f a c i l i t y f o r a d i s t a n c e of a t l e a s t 1 5 n a u t i c a l m i l e s
i n c r e a s i n g uniformly i n w i d t h from a t l e a s t 3 n a u t i c a l m i l e s a t t h e f a c i l i t y t o a t l e a s t
8 n a u t i c a l m i l e s a t a d i s t a n c e of 1 0 n a u t i c a l m i l e s , t h e n c e m a i n t a i n i n g a c o n s t a n t w i d t h
of 8 n a u t i c a l m i l e s t o t h e o u t e r boundary of t h e f i n a l approach a r e a . When t h e f a c i l i t y
i s l o c a t e d o f f t h e aerodrome t h e f i n a l approach a r e a s h a l l b e extended from t h e f a c i l i t y
t o t h e f u r t h e r boundary of t h e aerodrome and s h a l l have a w i d t h of 3 n a u t i c a l m i l e s a t t h e
f a c i l i t y i n c r e a s i n g u n i f o r m l y a t t h e r a t e g i v e n by a d i v e r g e n c e of 10' from t h e f i n a l
approach t r a c k on each s i d e .

2.8.2.3.2 F i n a l approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s f o l l o w s :

Distance of f a c i l i t y Minimum v e r t i c a l clearance

from approach end From outer boundary From f a c i l i t y t o
of aerodrome of final approach commencement of
(nautical m i Zes) area t o f a c i l i t y missed approach area

On aerodrome o r when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of 90 m (300 f t )
n o t more t h a n 4 n a u t i c a l
miles

On aerodrome
90 m (300 f t ) 60 m (200 f t )
up t o 4 m i l e s

4 - 6 miles . 150 m (500 f t ) 90 m (300 f t )

6 - 8 miles 150 m (500 f t ) 120 m (400 f t )

8 - 10 miles 1 5 0 m (500 f t ) 1 5 0 m (500 f t )

2-52 Procedures - Aircraft Operations

2.8.2.4 Missed approach a r e a and o b s t a c l e clearance

2.8.2.4.1 Missed approach a r e a . An a r e a symmetrical about t h e missed approach t r a c k

extending a s u f f i c i e n t d i s t a n c e from t h e end of the f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached an a l t i t u d e a t which o t h e r prescribed
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r holding) become e f f e c t i v e . The width of the
a r e a i n c r e a s e s uniforml-- from t h e width of t h e end of t h e f i n a l approach area a t a r a t e
given by an angular d e v i a t i o n on e i t h e r s i d e of t h e prescribed missed approach t r a c k of
t h e o r d e r of 15'.

Note.- I n determining the missed approach area a t a particular s i t e the fottming

considerations are pertinent:

f a ) m e asswned gradient of 1:40 may be r e s t r i c t i v e for certain aircraft operations

and may need t o be varied accordingly;

( b ) m e angular deviation of lsO allows for averwe pilot a b i l i h t o maintain track

and asswnes that even i f back track guidance i s available the distractions associated
with missed approach may frequently prevent f u l l use being made of such .guidance.

2.8.2.4.2 Missed approach o b s t a c l e clearance. The minimum v e r t i c a l clearance above

a l l o b s t a c l e s i n the missed approach a r e a s h a l l be 30 metres (100 f e e t ) .

2.8.2.4.2.1 The o b s t a c l e clearance l i m i t f o r t h e missed approach a r e a i s determined by

assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t 30 metres (100 f e e t ) . This o b s t a c l e clearance l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 plane a t r i g h t angles t o t h e v e r t i c a l plane
containing t h e c e n t r e l i n e of t h e runway and passing a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l plane a t r i g h t angles t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach area.
11.- Holding and Approach-to-Land Procedures 2-53
2-54 Procedures - Aircraft Operations

2.9.- Non-Directional Radio Beacon - Procedure "8"

Note 1.- This procedure i s an alternative procedure and i s applicable when a base
tum i m u d e d and there is no suitable secondary f i x located on the final approach track.
Note 2.- Attachment E gives guidance on the modification of instrument approach pro-
i c e h e 8 . w e d m non-@ret&tion d o navigation aids locat&l on the nmway centre line t o
permit procedures using s i r n i b rvrdio navigation aids located o f f s e t f r m the narway
.. cent=
line.

2.9.1 Procedures - General

2.9.1.1 I n i t i a l approach procedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally
b e made i n accordance w i t h en r o u t e procedures.

2.9.1.2 Intermediate and f i n a l approach procedures

(a) Commence approach over t h e f a c i l i t y a t t h e prescribed a l t i t u d e ;

(b) Fly on t h e p r e s c r i b e d outbound t r a c k descending i f necessary t o t h e base t u r n

a l t i t u d e and then make t h e b a s e t u r n t o head t h e a i r c r a f t towards t h e f a c i l i t y on
the prescribed track;

(c) From t h e f a c i l i t y descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .

2.9.1.2.1 The time of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e

period s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which permits
descent from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d a t o r p r i o r t o reaching t h e
facility.

-.- The angle between the outbound and the inbound tracks i s determined by the
formuh 36/t, where t i s the outbound specified time, expressed i n minutes.

2.9.1.2.2 Where t h e f a c i l i t y is not s u i t a b l y s i t e d i n r e l a t i o n t o t h e aerodrome f o r

the procedures i n 12.9.1.2 .. . .-...- ..(c)
.. to
,
f o l l w e d , descent t o the d e c i s i o n height may be corn-
p l e t e d be£ o r e passing- over t h e f a c i l i t y on t h e f i n a l approach.

Note.- I t i s necessary t h a t the time i n b d t o the f a c i l i t y should be such t o ensure

t h a t t G i r c r a f t under attervrge c a d i t i o n s w i l l , i n fact, reach the altitude specified a t
or before reaching the faci'lity and also shacld be a t least one minute t o permit the proper
establishment of track.

2.9.1.3 Missed approach procedure. The miwed approach procedure should normally
b e made on-rsl: t r a c k s w h i c h i s as n e a r l y a s p o s s i b l e r c o n t i n u a t i o n of t h e f i n a l approach
t r a c k . a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s influencing t h e
s a f e t y of t h e operation. A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .
11.- Holding and Approach-to-Land Procedures 2-55

I
2.9. 1.2

&2- I
I
I
- r2
G- I

-8 ONLY ONE TYPE OF HOLOINO P A T T C R N I S ILLUSTRATED.

UWQ -
- APPROACH-TO-LAND

Defined a r e a s and o b s t a c l e c l e a r a n c e s (See ~ i g u r e2- 16. )

2.9.2.1 I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e

2.9.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau-

t i c a l m i l e s wide (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may be reduced i f j u s t i -
f i e d by e x p e r i e n c e .

2.9.2.1.2 I n i t i a l approach o b s t a c l e c l e a r a n c e . The i n i t i a l approach s h a l l n o t b e

made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a d e f i n e d
i n 2.9.2.1.1. However, t h i s a l t i t u d e should n o t b e lower t h a n t h e a l t i t u d e a t which t h e
f a c i l i t y w i l l b e c r o s s e d on f i n a l approach a n d , i f a b a s e t u r n i s r e q u i r e d , n o t lower t h a n
t h e base t u r n a l t i t u d e .
2-56 Procedures - A i r c r a f t Operations

2.9.2.2 Intermediate approach (including base turn) a r e a and o b s t a c l e clearance

2.9.2.2.1 Defined a r e a . A s e c t o r of a c i r c l e centred on the f a c i l i t y , symmetrical

about t h e b i s e c t o r of t h e outbound and inbound t r a c k , with an angle of 20° + 3 6 / t and a
radius of 3.5 t + 1.5 n a u t i c a l miles. This s e c t o r s h a l l be extended i n s l l d i r e c t i o n s by
a n envelope a r e a with 2 n a u t i c a l miles width.

2.9.2.2.2 Intermediate approach obstacle clearance. Intermediate approach s h a l l not

be made below a height of 300 metres ( 1 000 f e e t ) above a l l obstacles within t h e a r e a
defined i n 2.9.2.2.1.

2.9.2.3 F i n a l approach a r e a and o b s t a c l e clearance

2.9.2.3.1 Final approach a r e a . A s e c t o r of t h e c i r c l e centred on t h e f a c i l i t y , sym-

m e t r i c a l about the f i n a l approach t r a c k with an angle of 20' and a radius of 3.5 t + 1 nau-
t i c a l mile; t h i s s e c t o r s h a l l be extended on e i t h e r s i d e by 1.5 n a u t i c a l miles. When the
f a c i l i t y i s located off t h e aerodrome t h e f i n a l approach a r e a s h a l l be extended from t h e
f a c i l i t y t o t h e f u r t h e r boundary of t h e aerodrome and s h a l l have a width of 3 n a u t i c a l
miles a t t h e f a c i l i t y increasing uniformly a t t h e r a t e given by a divergence of 10' from
t h e f i n a l approach t r a c k on each s i d e . Normally f o r one minute of t h e outbound f l i g h t t h e
length of t h e a r e a should be increased by 3.5 n a u t i c a l miles and i t s width should maintain
t h e r a t e of increase e s t a b l i s h e d f o r t h e a r e a .

2.9.2.3.2 Final approach o b s t a c l e clearance. The minimum v e r t i c a l clearance above

a l l o b s t a c l e s within t h e f i n a l approach a r e a s h a l l be a s follows:
t

Distance of facility M i n i m vertica 2 c learance

from approach end From outer boundary From facility to
of aerodrome of final approach commencement of
(nautical m i l e s ) area to facility missed approach area
On eerodrome o r when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of 90 m (300 f t )
not more than 4 n a u t i c a l
miles ,

On aerodrome
up t o 4 miles 90 m (300 f t ) 60 m (200 f t )

4 - 6 miles 150 m (500 f t ) 90 m (300 f t )

6 - 8 miles 150 m (500 f t ) 120 m (400 f t )

. 8 - 10 miles 150 m (500 f t ) 150 m (500 f t )

11.- Holding and Approach-to-Land Procedures ---- ---
2-57
2.9.2.4 Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.9.2.4.1 Missed approach a r e a . An a r e a s y m m e t r i c a l a b o u t t h e missed a p p r o a c h t r a c k

e x t e n d i n g a s u f f i c i e n t d i s t a n c e f r o r n ' t h e end of t h e f i n a l a p p r o a c h a r e a t o ensl!re t h a t a n
a i r c r a f t c l i m b i n g a t a g r a d i e n t of 1:40 h a s reached a n a l t i t u d e a t which o t h e r p r z s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r h o l d i n g ) become e f f e c t i v e . The w i d i h of t h e
a r e a i n c r e a s e s u n i f o r m l y from t h e w i d t h of t h e end of t h e f i n a l approach a r e a a t a r a t e
g i v e n by a n a n g u l a r d e v i a t i o n on e i t h e r s l d e of t h e p r e s c r i b e d missed approach t r a c k of
t h e o r d e r of 15'.

Note.- I n determining t h e missed approach area a t a particular s i t e ehe foZZowing

considerations are pertinent:

( a ) The assumed gradient of 1 : 4 0 may be r e s t r i c t i v e for c e r t a i n a i r c r a f t operations

rrnd may need t o be varied accordingly;

( b ) The angular deviation of 15O allows for average p i l o t a b i l i t y t o maintain track

and asswnes t h a t even i f back track guidance i s available the d i s t r a c t i o n s associated
with missed approach may frequently prevent f u l l use being made of such guidance.
2.9.2.4.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e m i s s e d a p p r o a c h a r e a s h a l l b e 30 m e t r e s (100 f e e t ) .

2.9.2.4.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed a p p r o a c h a r e a i s d e t e r m i n e d by

assuming a missed a p p r o a c h c l i m b g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e misSed a p p r o a c h
a r e a by a t l e a s t 3 0 m e t r e s (100 f e e t ) . T h i s o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r m i s s e d
approach s h a l l b e t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t - a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 3 0 m e t r e s (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e b e g i n n i n g of t h e missed approach a r e a .
Procedures - A i r c r a f t Operations
11.- Holding and Approach-to-Land Procedures 2-59

2.10. - D/F ( D i r e c t i o n Findin?.) F a c i l i t y

Note I . - The procedure given herein i s applicable when a base twrn i s incZuded and
t h e r e i s no suitable secondary f i k located on the final approach track.

Note 2.- Attachment E gives guidance on the modification of instrument approach pro-
c e h s b a s e d on non-precision d o navigation aids located on t h e rutway centre line t o
pennit procedures using s M Z m mhio . . . navigation aids Zocated o f f s e t from t h e mmway centre

Zine .
2.10.1 Procedures - General

2.10.1.1 I n i t i a l a p ~ r o a c hprocedure. I n i t i a l approach t o t h e f a c i l i t y w i l l normally

b e made i n accordance w i t h e n r o u t e procedures:

2.10.1.2 I n t e r m e a i a t e and f i n a l approach p r o c e d u r e s

(a) Commence approach o v e r t h e f a c i l i t y a t t h e i n i t i a l approach a l t i t u d e .

(b) F l y on t h e p r e s c r i b e d outbound t r a c k descending i f n e c e s s a r y t o t h e b a s e t u r n

a l t i t u d e and t h e n make a b a s e t u r n t o head t h e a i r c r a f t towards t h e f a c i l i t y on t h e
prescribed track.

(c) Descend on t h e p r e s c r i b e d t r a c k t o t h e d e c i s i o n h e i g h t .

2.10.1.2.1 The t i m e of f l i g h t outbound from t h e f a c i l i t y should b e l i m i t e d t o t h e p e r i o d

s u f f i c i e n t t o e n s u r e t h a t t h e b a s e t u r n i s completed a t a d i s t a n c e which p e r m i t s d e s c e n t
from t h e b a s e t u r n a l t i t u d e t o t h e a l t i t u d e s p e c i f i e d a t o r p r i o r t o r e a c h i n g t h e f a c i l i t y .

Note.- The angle between the outbound and the inbound tracks i s determined by the
formula 36/t, where t i s the outbound specified time expressed i n minutes.
2.10.1.2.2 Where t h e f a c i l i t y i s n o t s u i t a b l y s i ' t e d i n r e l a t i o n t o t h e aerodrome f o r
t h e procedures i n 2.10.1.2(c) t o b e f o l l o w e d , d e s c e n t t o t h e d e c i s i o n h e i g h t may b e com-
p l e t e d b e f o r e p a s s i n g over t h e f a c i l i t y on t h e f i n a l approach.

Note.- I t i s necessary t h a t the time inbound t o the f a c i l i t y should be such t o ensure

t h a t t h e i r c r a f t under average conditions w i l l , i n fact, reach the a l t i t u d e specified a t
or before reaching t h e f a c i l i t y and also should be a t l e a s t one minute t o permit t h e proper
estabzishment of track.
2.10.1.3 Missed approach procedure. The missed approach p r o c e d u r e s h o u l d normally
be made on a t r a c k which is a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach t r a c k
a f t e r due c o n s i d e r a t i o n of - o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e s a f e t y
of t h e o p e r a t i o n . A missed approach must b e i n i t i a t e d p r i o r t o e n t e r t n g t h e missed approach
area .
2-60 Procedures - A i r c r a f t Operations

2.10.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-17 and 2-18.)

2.10.2.1 I n i t i a l approach a r e a and o b s t a c l e c l e a r a n c e

2.10.2.1.1 I n i t i a l approach a r e a . The i n i t i a l approach a r e a s h a l l be a t l e a s t 1 0 nau-

t i c a l m i l e s w i d e (5 n a u t i c a l m i l e s e i t h e r s i d e of t h e approach t r a c k ) . Where f a c i l i t i e s
a r e s o l o c a t e d t h a t - a v e r y a c c u r a t e t r a c k c a n b e flown on a n i n i t i a l approach, o r when
guided by r a d a r , t h e d i s t a n c e of 5 n a u t i c a l m i l e s s p e c i f i e d above may b e reduced i f j u s t i -
f i e d by e x p e r i e n c e .

2.10.2.1.2 I n i t i a l approach o b s t a c l e clearance. The i n i t i a l approach s h a l l n o t b e

made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l obstacles within t h e area defined
i n 2.10.2..1.1. However, t h i s a l t i t u d e s h o u l d n o t b e lower t h a n t h e a l t i t u d e a t which t h e
f a c i l i t y w i l l b e c r o s s e d on f i n a l approach a n d , i f a b a s e t u r n i s r e q u i r e d , n o t lower t h a n
t h e base t u r n a l t i t u d e .
11.- Holding and Approach-to-Land Procedures 2-61

2.10.2.2 I n t e r m e d i a t e approach - ( i n c l u d i n g b a s e t u r n ) a r e a and o b s t a c l e c l e a r a n c e

2.10.2.2.1 Defined a r e a . A s e c t o r of a c i r c l e c e n t r e d on t h e f a c i l i t y , symmetrical

a b o u t t h e b i s e c t o r of t h e outbound and inbound t r a c k , w i t h a n a n g l e of 20' + 3 6 / t and a
r a d i u s of 3.5 t + 1 . 5 n a u t i c a l m i l e s . T h i s s e c t o r s h a l l be extended i n a l l d i r e c t i o n s by
a n envelope a r e a w i t h 2 n a u t i c a l m i l e s width.

2.10.2.2.2 I n t e r m e d i a t e approach o b s t a c l e c l e a r a n c e . I n t e r m e d i a t e approach s h a l l n o t

b e made below a h e i g h t of 300 m e t r e s ( 1 000 f e e t ) above a l l o b s t a c l e s w i t h i n t h e a r e a
d e f i n e d i n 2.10.2.2.1.

2.10.2.3 F i n a l approach a r e a and o b s t a c l e c l e a r a n c e

2.10.2.3.1 F i n a l approach a r e a . A . s e c t o r of t h e c i r c l e c e n t r e d on t h e f a c i l i t y , sym-

m e t r i c a l a b o u t t h e f i n a l approach t r a c k , w i t h a n a n g l e of 20' and a r a d i u s of 3.5 t + 1
n a u t i c a l m i l e ; t h i s s e c t o r s h a l l be e x t e n d e d on e i t h e r s i d e by 1.5 n a u t i c a l m i l e s . When
t h e f a c i l i t y i s l o c a t e d o f f t h e aerodrome t h e f i n a l approach a r e a s h a l l b e extended from
t h e f a c i l i t y t o t h e f u r t h e r ' b o u n d a r y of t h e aerodrome and s h a l l have :a w i d t h of 3 n a u t i c a l
m i l e s a t t h e f a c i l i t y i n c r e a s i n g u n i f o r m l y a t t h e r a t e g i v e n by a d i v e r g e n c e of lo0 from
t h e f i n a l approach t r a c k on each s i d e . Normally f o r one m i n u t e of t h e outbound f l i g h t t h e
l e n g t h of t h e a r e a s h o u l d be i n c r e a s e d by 3 . 5 n a ~ t ~ c m a il l e s and i t s w i d t h s h o u l d m a i n t a i n
t h e r a t e of i n c r e a s e , i f any, e s t a b l i s h e d f o r t h e a r e a .

2.10.2.3.2 F i n a l approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a s h a l l b e a s f o l l o w s :

I
Distance of faci Z i t y Minimwn verticaz czearance
from approach end From outer boundary From f a c i l i t y t o
of aerodrome of f ina Z approach commencement o f
(nautical m i l e s ) area t o f a c i l i t y missed approach area
On aerodrome o r when s i t e d
beyond f u r t h e r boundary of
aerodrome a t a d i s t a n c e of 90 m (300 f t )
n o t more t h a n 4 n a u t i c a l
miles

On aerodrome
90 m (300 f t ) j60 m (200 f t )
up t o 4 m i l e s

4 - 6 miles 150 m (500 f t ) 90 m (300 f t )

6 - 8 miles 150 m (500 f t ) 120 rn (400 f t )

8 - 10 miles 150 m (500 f t ) 150 m (500 f t )

1
2-62 Procedures - A i r c r a f t Operations

2.10.2.4 Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.10.2.4.1 Missed approach a r e a . An a r e a synrmetrlcal about t h e p r e s c r i b e d missed

approach t r a c k extending a s u f f i c i e n t d i s t a n c e f ram t h e end of t h e f i n a l approach a r e a t o
e n s u r e t h a t a n a i r c r a f t climbing a t a g r a d i e n t of 1:40 has reached a n a l t i t u d e a t which
o t h e r p r e s c r i b e d o b s t a c l e c l e a r a n c e s (such a s f o r en r o u t e o r holding) become e f f e c t i v e .
I n width t h e a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a
a t a rate given by a n ~ a n g u l a rd e v i a t i o n on e i t h e r s i d e of t h e missed approach t r a c k of t h e
o r d e r of IS0.

-
Note.- In determining the missed approach area a t a particular s i t e the following
consideratSons w e pertinent:
( a ) !The asswned gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations
and may need t o be varied accordingzy;
( b ) The angular deviation of 15' allows for average pitot a b i l i t y t o maintain track
and asswnes that even i f back track guidance i s a v a i k b l e the distractions associated
with missed approach may frequentZy prevent full use being made o f such guidance.
2.10.2.4.2 Missed approach o b s t a c l e clearance. The minimum v e r t i c a l c l e a r a n c e above
a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 30 metres (100 f e e t ) .

2.10.2.4.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a is determined by

assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t . 30 metres (100 f e e t ) . This o b s t a c l e c l e a r a n c e l i m i t (OCL) f o r missed
approach s h a l l b e t h e h e i g h t a t which a 1x40 p l a n e a t r i g h t angles t o t h e v e r t i c a l plane
c o n t a i n i n g t h e c e n t r e l i n e - of t h e runway and passing a t least 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l plane a t r i g h t angles t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach area.
11.- Holding and A~~roach-to-LandProcedures 2-63
2-64 Procedures - Aircraft Operations
11.- Holding and Approach-to-Land Procedures '.~-sg
.-

2.11.- S p e c i a l Procedures. Areas and O b s t a c l e Clearance - Non-precisicn Aids

Two NDBs

-
Note. T h i s procedure i s only applicable when a i r c r a f t has dual ADF equipment.
-
Similar procedures may be developed for t h e use of one NDB w i t h another a i d o r s u i t a b l e
combination o f other a i d s .
2.11.1.1 This procedure r e l a t e s t o t h e s i t i n g of t h e f a c i l i t i e s a t d i s t a n c e s n o t
exceeding 1 0 n a u t i c a l m i l e s a p a r t .

2.11.1.2 I n i t i a l approach procedure. I n i t i a l approach t o t h e o u t e r f a c i l i t y w i l l

normally b e made i n accordance w i t h en r o u t e procedures.

2.11.1.3 I n t e r m e d i a t e approach procedure ( i n c l u d i n g procedure t u r n o r b a s e t u r n ) .

This procedure s h a l l normally conform t o t h e procedures f o r one NDB ( o r t h e a p p r o p r i a t e
paragraphs f o r o t h e r t y p e s of a i d s and procedures) up t o t h a t p o r t i o n of t h e approach when
t h e o u t e r f a c i l i t y i s reached on f i n a l approach.

2.11.1.4 F i n a l approach procedure. From t h e o u t e r f a c i l i t y descend on t h e p r e s c r i b e d

t r a c k towards t h e i n n e r f a c i l i t y , t o t h e p r e s c r i b e d a l t i t u d e .

2.11.1.5 From t h e i n n e r f a c i l i t y descend t o t h e d e c i s i o n h e i g h t i n t h e r e l e v a n t docu-

ment. Where t h e i n n e r f a c i l i t y i s n o t s u i t a b l y l o c a t e d i n r e l a t i o n t o t h e aerodrome f o r
t h i s procedure t o be followed, d e s c e n t t o t h e d e c i s i o n h e i g h t may be made p r i o r t o r e a c h i n g
the inner f a c i l i t y .

2.11.1.6 Missed approach procedure. The missed approach procedure normally s h o u l d

be made on a t r a c k which i s a s n e a r l y a s p o s s i b l e a c o n t i n u a t i o n of t h e f i n a l approach
t r a c k a f t e r due c o n s i d e r a t i o n of o b s t r u c t i o n s , t e r r a i n and o t h e r f a c t o r s i n f l u e n c i n g t h e
s a f e t y of t h e o p e r a t i o n . A missed approach must be i n i t i a t e d p r i o r t o e n t e r i n g t h e missed
approach a r e a .
2-66 Procedures - A i r c r a f t Operations

2.11.2 Defined a r e a s and o b s t a c l e c l e a r a n c e s (See F i g u r e s 2-19 and 2-20.)

2.11.2.1 The d e f i n e d a r e a s and o b s t a c l e c l e a r a n c e s f o r i n i t i a l , i n t e r m e d i a t e approach

and f i n a l approach s h a l l b e s i m i l a r t o t h o s e p r e s c r i b e d f o r one NDB ( o r t h e a p p r o p r i a t e
p a r a g r a p h s f o r o t h e r t y p e s of a i d s and procedures) except t h a t t h e defined a r e a and t h e
o b s t a c l e c l e a r a n c e between t h e two f a c i l i t i e s s h a l l b e a s p r e s c r i b e d i n 2.11.2.2. In this
r e g a r d t h e o u t e r f a c i l i t y s h a l l b e regarded a s t h e f a c i l i t y on which a r e based t h e i n i t i a l
and i n t e r m e d i a t e approach procedures.

2.11.2.2 F i n a l approach a r e a between t h e two f a c i l i t i e s and o b s t a c l e c l e a r a n c e

2.11.2.2.1 F i n a l approach a r e a between t h e two f a c i l i t i e s . An a r e a symmetrical about

t h e f i n a l approach t r a c k m a i n t a i n i n g a c o n s t a n t width of a t l e a s t 3 n a u t i c a l m i l e s and
extending between t h e two f a c i l i t i e s .

2.11.2.2.1.1 I f t h e i n n e r f a c i l i t y i s t h e VOR t h e n t h e width of t h e a r e a a t t h e f a c i l i t y

s h a l l be 2.5 n a u t i c a l m i l e s .

2.11.2.2.1.2 I f t h e i n n e r f a c i l i t y i s l o c a t e d o f f t h e aerodrome b u t i n t h e f i n a l approach

a r e a t h e width s h a l l i n c r e a s e uniformly t o t h e beginning of t h e missed approach a r e a a t t h e
r a t e given by a divergence of 10' from t h e f i n a l approach t r a c k on each s i d e f o r o t h e r f a -
c i l i t i e s t h a n VOR's and 5O i n t h e c a s e of a VOR.

2.11.2.2.2 F i n a l approach minimum o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e

above a l l o b s t a c l e s w i t h i n t h e f i n a l approach a r e a between t h e two f a c i l i t i e s s h a l l b e not
l e s s t h a n 90 metres (300 f e e t ) w i t h i n t h e a r e a s p e c i f i e d i n 2.11.2.2.1. When both f a c i l i -
t i e s a r e l o c a t e d within4NM from t h e approach end of t h e aerodrome, o r when t h e d i s t a n c e
between t h e two f a c i l i t i e s is no more t h a n 4 NM and t h e i n n e r f a c i l i t y i s l o c a t e d w i t h i n
4'NM;from t h e approach end of t h e aerodrome, a v e r t i c a l c l e a r a n c e of 60 m (200 f t ) i n s t e a d
of 90 m (300 f t ) may b e a p p l i e d w i t h i n t h e a r e a s p e c i f i e d i n 2.11.2.2.1.

2.11.2.3 Missed approach a r e a and o b s t a c l e c l e a r a n c e

2.11.2.3.1 Missed approach a r e a . An a r e a symmetrical about t h e missed approach t r a c k

extending a s u f f i c i e n t d i s t a n c e from t h e end of t h e f i n a l approach a r e a t o ensure t h a t an
a i r c r a f t climbing a t a g r a d i e n t of 1:40 h a s reached an a l t i t u d e a t which o t h e r p r e s c r i b e d
o b s t a c l e c l e a r a n c e s (such a s f o r e n r o u t e o r h o l d i n g ) become e f f e c t i v e . The width of t h e
a r e a i n c r e a s e s uniformly from t h e width of t h e end of t h e f i n a l approach a r e a a t a r a t e
given by an a n g u l a r d e v i a t i o n on e i t h e r s i d e of t h e p r e s c r i b e d missed approach t r a c k of
t h e o r d e r of IS0.

Note.- I n determining the missed approach area a t a particular s i t e t h e following

c o n s i d ~ i o n sare pertinent:
( a ) The assumed gradient of 1:40 may be r e s t r i c t i v e for certain a i r c r a f t operations
and may need t o be varied accordingly;
( b ) The angular deviation of I S 0 aZlows for average p i l o t a b i l i t y t o maintain track
and asswnes t h a t even i f back track guidance i s available the distractions associated
with missed approach may frequently prevent f u l l use being made of such guidance.
11.- Holding and Approach-to~Land Procedures 2-67

2.11.2.3.2 Missed approach o b s t a c l e c l e a r a n c e . The minimum v e r t i c a l c l e a r a n c e above

a l l o b s t a c l e s i n t h e missed approach a r e a s h a l l b e 30 metres (100 f e e t ) .

2.11.2.3.2.1 The o b s t a c l e c l e a r a n c e l i m i t f o r t h e missed approach a r e a i s determined by

assuming a missed approach climb g r a d i e n t t h a t c l e a r s a l l o b s t a c l e s i n t h e missed approach
a r e a by a t l e a s t 30 m e t r e s (100 f e e t ) . This o b s t a c l e c l e a r a n c e ' l i m i t (OCL) f o r missed
approach s h a l l be t h e h e i g h t a t which a 1:40 p l a n e a t r i g h t a n g l e s t o t h e v e r t i c a l p l a n e
c o n t a i n i n g t h e c e n t r e l i n e of t h e runway and p a s s i n g a t l e a s t 30 metres (100 f e e t ) above
any o b j e c t i n t h e missed approach a r e a i n t e r s e c t s a v e r t i c a l p l a n e ' a t r i g h t a n g l e s t o t h e
runway c e n t r e l i n e and a t t h e beginning of t h e missed approach a r e a .
 Fig. 2-19

S P E C I A L PROCEDURE USING T W O FACILITIES

.n,
Q)
- - T f -------------------------.,
I N T E R M E D I A T E APPROACH AREA
(PROCEDURE "A1')
I

I
I
I

________---------
- 15.

? I
I
I

I
I
I
I
I
I
I
I
I
OUTER INNER I
FACILITY FACILITY I

*Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 1 ) .
**Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 2 . 2 ) .
 Fig. 2 - 2 0 '

S P E C I A L PROCEDURE USING TWO FACILITIES

OUTER INNER
F.AC I L I TY FACILITY

*Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 1 ) .
**Minimum v e r t i c a l clearance ( s e e 2 . 1 1 . 2 . 2 . 2 ) .
2-70 Procedures - Aircraft Operations

CHAPTER 3.- VISUAL MANOEUVRING

IN THE VICINITY OF AN AERODROME
3.1 Defined a r e a s . The a r e a t o which t h e c l e a r a n c e s i n 3.2 apply should be of
such e x t e n t as may b e r e q u i r e d , t a k i n g i n t o account t h e accuracy w i t h which a n a i r c r a f t ' s
- p o s i t i o n may b e a s c e r t a i n e d between t h e p o i n t a t which v i s u a l c o n t a c t is e s t a b l i s h e d and
t h e p o i n t of alignment with t h e runway t o be used. The e x t e n t of t h e a r e a should b e d e t e r -
mined by t h e competent a u t h o r i t y having regard t o a l l r e l e v a n t f a c t o r s . It w i l l be p o s s i b l e
t o e l i m i n a t e from c o n s i d e r a t i o n a n area on one s i d e where prominent o b s t r u c t i o n s e x i s t ,
provided t h a t t h e landing can b e a f f e c t e d without manoeuvring over t h i s a r e a and a n o t e
t o t h i s e f f e c t i s included i n t h e procedure.

-
Note.- The complexity of factors influencing the determination of obstacles over
which cZearance needs t o be provided, as well as o f the clearance margins required, neces-
s i t a t e s t h a t each case of a procedure of t h i s type be individually subjected t o expert
assessment. AZZ c h a r a c t e r i s t i c s of t h e aeroplane a f f e c t i n g i t s handling, as well as i t s
performance, require t o be considered. lPhe figures c i t e d i n 3.2 are therefore minimal,
and leave out of account a l l factors t h a t are not common t o a l l a i r c r a f t under favourable
circumstances.
3.2 Minimum o b s t a c l e clearance. When v i s u a l manoeuvring ( i - e . f l i g h t c l e a r o f '
cloud) i s r e q u i r e d . a f t e r making an instrument approach i n o r d e r t o a l i g n t h e a i r c r a f t with
a runway o t h e r than t h a t w i t h which t h e a i d i n use i s a l i g n e d , o b s t a c l e c l e a r a n c e f o r a i r -
c r a f t having a s t a l l i n g speed i n excess of 65 k n o t s should be a t l e a s t 90 metres (300 f e e t )
above a l l o b s t a c l e s w i t h i n t h e a r e a determined i n accordance with 3.1 above. For a i r c r a f t
having a s t a l l i n g speed of 65 k n o t s o r l e s s , t h e o b s t a c l e c l e a r a n c e may be reduced t o not
l e s s than 60 metres (200 f e e t ) .
 PART 1 1 1 . - ALTIMETER SETTING PROCEDURES
INTRODUCTORY NOTE

The procedures h e r e i n d e s c r i b e t h e method intended f o r u s e i n p r o v i d i n g adequate

v e r t i c a l s e p a r a t i o n between a i r c r a f t and adequate t e r r a i n c l e a r a n c e d u r i n g a l l phases of a
f l i g h t . T h i s method i s based on t h e f o l l o w i n g b a s i c p r i n c i p l e s :

(a) d u r i n g en r o u t e f l i g h t an a i r c r a f t is flown along s u r f a c e s of c o n s t a n t atmos-

p h e r i c p r e s s u r e c a l l e d f l i g h t levels. These a r e r e l a t e d t o a n a l t i m e t e r s e t t i n g of
1013.2 mb and throughout t h i s phase of a f l i g h t t h e v e r t i c a l p o s i t i o n of an a i r c r a f t
i s expressed i n terms of f l i g h t l e v e l s ;

(b) d u r i n g f l i g h t i n t h e v i c i n i t y of a n aerodrome, when a t o r below a f i x e d a l t i t u d e

c a l l e d t h e t r a n s i t i o n a z t i t u d e , a n a i r c r a f t is flown a t altitudes determined from a n
a l t i m e t e r s e t t o s e a l e v e l p r e s s u r e (QNE) and i t s v e r t i c a l p o s i t i o n i s expressed i n
terms of a l t i t u d e ;

( c ) t h e change i n r e f e r e n c e from f l i g h t levels, used w h i l e e n r o u t e , t o a l t i t u d e

used i n t h e v i c i n i t y of an aerodrome, and v i c e v e r s a , i s made, when climbing, a t t h e
t r a n s i t i o n a l t i t u d e and, when descending, a t t h e t r a n s i t i o n l e v e l ;

(d) t h e adequacy of t e r r a i n c l e a r a n c e d u r i n g any phase of a f l i g h t may b e maintained

i n any of s e v e r a l ways, depending upon t h e f a c i l i t i e s a v a i l a b l e i n a p a r t i c u l a r a r e a ,
t h e recommended methods i n t h e o r d e r of p r e f e r e n c e being:

(i) t h e u s e of c u r r e n t QNE r e p o r t s from an adequate network of QNH r e p o r t i n g

stations;

(ii) t h e u s e of such QNE r e p o r t s a s a r e a v a i l a b l e combined w i t h o t h e r meteo-

r o l o g i c a l information such a s f o r e c a s t lowest mean s e a l e v e l p r e s s u r e
f o r the route o r portions thereof;

(iii) where r e l e v a n t c u r r e n t i n f o r m a t i o n i s n o t a v a i l a b l e , t h e u s e of v a l u e s
of t h e lowest a l t i t u d e s of f l i g h t l e v e l s , d e r i v e d from c l i m a t o l o g i c a l
data.

(e) d u r i n g t h e approach t o l a n d t e r r a i n c l e a r a n c e may be determined by u s i n g t h e QNH

a l t i m e t e r s e t t i n g ( g i v i n g a l t i t u d e ) o r , under s p e c i f i e d circumstances ( s e e 1.4.2 and
2.5.4) a QFE s e t t i n g ( g i v i n g h e i g h t above t h e QFE datum).

The method p r o v i d e s s u f f i c i e n t f l e x i b i l i t y t o permit v a r i a t i o n i n d e t a i l e d procedures

which may be r e q u i r e d t o account f o r l o c a l c o n d i t i o n s , w i t h o u t deviati.ng from t h e b a s i c
procedures.

These procedures apply t o a l l I F R - f l i g h t s and t o o t h e r f l i g h t s which a r e o p e r a t i n g a t

s p e c i f i c c r u i s i n g l e v e l s i n accordance w i t h t h e Rules of t h e A i r (Annex 2 ) o r t h e Procedures
f o r A i r Navigation S e r v i c e s , Rules of t h e A i r and A i r T r a f f i c S e r v i c e s (PANS-RACY Doc 4444 -
~ ~ ~ / 5 o 0 r1 t )h e Regional Supplementary Procedures (Doc 7030).

(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
3-2 Procedures - ~ i r c r atf Operations

CHAPTER 1. - BAS IC REQUIREMENTS

1.1 General

1.1.1 System of f l i g h t l e v e l s

1.1.1.1 F l i g h t l e v e l z e r o s h a l l b e l o c a t e d a t t h e atmospheric p r e s s u r e l e v e l of
1013.2 mb (29.92 i n c h e s ) . Consecutive f l i g h t l e v e l s s h a l l be s e p a r a t e d by a p r e s s u r e
i n t - e ~ a --corresponding
l t o a t l e a s t 500 f t (152.4 metres) i n t h e Standard Atmosphere.

1.1.1.2 F l i g h t l e v e l s s h a l l b e numbered a c c o r d i n g t o t h e f o l l o w i n g t a b l e which

i n d i c a t e s t h e corresponding h e i g h t i n t h e Standard Atmosphere, i n f e e t :

Flight Height i n Flight Height i n

Level Standard Atmosphere Level Standard Atmosphere
Number Feet Metres Nwnber Feet Metres
10 1 000 300 50 5 000 1 500
15 1 500 450 ...
100
.....
1 0 000
....
3 050
20 2 000 600
25 2 500 750 ... ..... ....
30 3 000 900 150 1 5 000 4 550
35
40
3 500
4 000
1 050
1 200
.a.

200
.....
20 000
....
6 100
45 4 500 1 350 ... ..... ....
500 50 000 1 5 250

mote.- The heights s h a m i n metres are appro&ate equivalents taken from the t a b l e
of c r u E g ZeveZs i n Appendix C of Annex 2 .
l.i.2 Transition altitude

1.1.2.1 A t r a n s i t i o n a l t i t u d e s h a l l b e s p e c i f i e d f o r each aerodrome by t h e S t a t e

i n which t h e aerodrome i s l o c a t e d and s h a l l b e published i n AIPs and b e d e p i c t e d on
I n s t r u m e n t Approach Charts.

1.1.2.2 The h e i g h t above a n aerodrome of t h e t r a n s i t i o n a l t i t u d e s h a l l b e a s s m a l l

as p o s s i b l e t a k i n g i n t o account a l l o p e r a t i o n a l c o n s i d e r a t i o n s b u t i t should n o t normally
b e less t h a n 450 m e t r e s ( 1 500 f e e t ) .

1.1.2.3 Where two o r more c l o s e l y spaced aerodromes a r e s o l o c a t e d a s t o r e q u i r e

co-ordinated procedures, a common t r a n s i t i o n a l t i t u d e s h a l l b e e s t a b l i s h e d . This common
t r a n s i t i o n a l t i t u d e s h a l l b e t h e h i g h e s t of t h e t r a n s i t i o n a l t i t u d e s t h a t would r e s u l t
f o r t h e aerodromes i f s e p a r a t e l y considerecf,

1.1.3 Transition level

1.1.3.1 S t a t e s s h a l l make p r o v i s i o n f o r t h e d e t e r m i n a t i o n of t h e t r a n s i t i o n l e v e l
t o b e used a t any one time a t each of t h e i r aerodromes.
111.- A l t i m e t e r S e t t i n g Procedures 3-3

1.1.3.2 Where two o r more c l o s e l y spaced aerodromes a r e s o l o c a t e d a s t o r e q u i r e

co-ordinated procedures a n d a common t r a n s i t i o n a l t i t u d e , a common t r a n s i t i o n l e v e l s h a l l
be used a t any one time.

1.1.3.3 Appropriate personnel s h a l l have a v a i l a b l e a t a l l times t h e number of t h e

f l i g h t l e v e l r e p r e s e n t i n g t h e c u r r e n t t r a n s i t i o n l e v e l f o r an aerodrome.

Note.- The t r a n s i t i o n ZeveZ i s normaZZy passed t o a i r c r a f t i n the approach and

landing clearances.

1.1.4 T r a n s i t i o n from f l i ~ h lt e v e l s t o a l t i t u d e s and v i c e v e r s a

1.1.4.1 The v e r t i c a l p o s i t i o n of a i r c r a f t when a t o r below t h e t r a n s i t i o n a l t i t u d e

s h a l l be expressed i n terms of a l t i t u d e , whereas such p o s i t i o n a t o r above t h e t r a n s i t i o n
l e v e l s h a l l be expressed i n terms of f l i g h t l e v e l s . While p a s s i n g through t h e t r a n s i t i o n
l a y e r , v e r t i c a l p o s i t i o n s h a l l b e expressed i n terms. of f l i g h t l e v e l s when 'ascending and
i n terms of a l t i t u d e when descending.

Take-of f and Climb

1.2.1 A QNE a l t i m e t e r s e t t i n g s h a l l be made a v a i l a b l e t o a i r c r a f t i n t a x i c l e a r -

ances p r i o r t o take-off.

1.2.2 The v e r t i c a l p o s i t i o n i n g of a i r c r a f t d u r i n g climb s h a l l b e by r e f e r e n c e t o

a l t i t u d e s u n t i l reaching t h e t r a n s i t i o n a l t i t u d e above which v e r t i c a l p o s i t i o n i n g s h a l l b e
by r e f e r e n c e t o f l i g h t l e v e l s .

1.3 En r o u t e

Vertical separation

1.3.1.1 V e r t i c a l s e p a r a t i o n d u r i n g en r o u t e f l i g h t s h a l l b e a s s e s s e d i n terms of
f l i g h t levels.

1.3.1.2 I n air-ground communications t h e v e r t i c a l p o s i t i o n of a n a i r c r a f t d u r i n g

e n r o u t e f l i g h t s h a l l be expressed i n terms of f l i g h t l e v e l s .

1.3.1.3 When complying w i t h t h e s p e c i f i c a t i o n s of Annex 2 a n a i r c r a f t s h a l l b e

flown a t f l i g h t l e v e l s corresponding t o t h e magnetic t r a c k s shown i n t h e t a b l e of c r u i s i n g
l e v e l s i n Appendix C of Annex 2.

1.3.2 Terrain clearance

1.3.2.1 QNE a l t i m e t e r s e t t i n g r e p o r t s should be provided from s u f f i c i e n t l o c a t i o n s

t o p e r m i t d e t e r m i n a t i o n of t e r r a i n c l e a r a n c e w i t h a n a c c e p t a b l e degree of accuracy.

1.3.2.1.1 For t h o s e a r e a s i n which adequate QNE a l t i m e t e r s e t t i n g r e p o r t s cannot b e

provided, t h e a p p r o p r i a t e a u t h o r i t i e s s h a l l make a v a i l a b l e i n t h e most u s a b l e form t h e
infoi-mation r e q u i r e d t o determine t h e lowest f l i g h t l e v e l which w i l l e n s u r e adequate
t e r r a i n clearance.
3-4 Procedures - Aircraft Operations

1.3.2.2 -4ppropriate s e r v i c e s s h a l l a t a l l times have a v a i l a b l e f o r f l i g h t p l a n n i n g

purposes and f 1 . r t r a n s m i s s i o n t o a i r c r a f t i n f l i g h t , on r e q u e s t , t h e information r e q u i r e d
t o determine tt.: lowest f l i g h t l e v e l which w i l l e n s u r e adequate t e r r a i n c l e a r a n c e f o r
r o u t e s o r segments of r o u t e s on which t h i s i n f o r m a t i o n i s r e q u i r e d .

1.4 :.\pproach and Landing

1.4.1 QNH a l t i m e t e r s e t t i n g s h a l l be made a v a i l a b l e t o a i r c r a f t i n approach

c l e a r a n c e s and i n c l e a r a n c e s t o e n t e r t h e t r a f f i c c i r c u i t .

1.4.2 A QFE a l t i m e t e ; s e t t i n g , c l e a r l y i d e n t i f i e d a s such, should be made a v a i l a b l e

i n a p p r o a c h a n d l a n d i n g c l e a r a n c e s , on r e q u e s t o r on a r e g u l a r b a s i s i n accordance w i t h
l o c a l arrangements.

1.4.3 The v e r t i c a l p o s i t i o n i n g of a i r c r a f t during approach s h a l l b e c o n t r o l l e d

by r e f e r e n c e t o - f l i g h t l e v e l s u n t i l r e a c h i n g t h e t r a n s i t i o n l e v e l below which v e r t i c a l
p o s i t i o n i n g s h a l l b e by r e f e r e n c e t o a l t i t u d e s , except a s provided f o r i n 1.4.3.1.

Note.- This does not preclude a pilot using a QFE setting for terrain clearance
p u r p o s ~ d u r i n gthe final approach t o the rummy.
1.4.3.1 A f t e r approach c l e a r a n c e h a s been i s s u e d and t h e d e s c e n t t o land i s com-
menced, t h e v e r t i c a l p o s i t i o n i n g of an a i r c r a f t above t h e t r a n s i t i o n l e v e l may b e by
r e f e r e n c e t o a l t i t u d e s (QNH) provided t h a t l e v e l f l i g h t above t h e t r a n s i t i o n a l t i t u d e i s
not indicated or anticipated.

Note.- This i s intended t o apply primariZy t o turbine engine a i r c m f t for which an

u n i n t e e t e d descent from a high a l t i t u d e i s desirable and t o aerodromes equipped t o
control such aircraft by reference t o altitudes throughout the descent.
1.5 Missed A ~ ~ r o a c h

1.5.1 The r e l e v a n t p a r t s of 1.2, 1 . 3 and 1 . 4 s h a l l a p p l y + i n t h e event of a missed

approach.
111.- Altimeter Setting Procedures 3-5

CHAPTER 2 . - PROCEDURES A P P L I C A B L E T O O P E R A T O R S AND P I L O T S

Flipht Planning
2.1.1 The l e v e l s a t which a f l i g h t i s t o be conducted s h a l l be s p e c i f i e d i n a
f l i g h t plan:

( a ) i n terms of f l i g h t l e v e l s i f the f l i g h t i s t o be conducted a t or above t h e

t r a n s i t i o n l e v e l or t h e lowest usable f l i g h t l e v e l , whichever i s applicable;
( b ) i n terms of a l t i t u d e s i f t h e f l i g h t i s t o be conducted i n t h e v i c i n i t y o f an
aerodrome, or between adjacent aerodromes a t or below t h e t r a n s i t i o n a l t i t u d e or
a l t i t u d e s concerned.

2.1.2 The f l i g h t l e v e l o r . l e v e l s selected f o r a f l i g h t :

( a ) should ensure adequate t e r r a i n clearance a t a l l ' points along t h e route t o be

flown;

( b ) should s a t i s f y a i r t r a f f i c control requirements; and

( c ) should be compatible with t h e application o f t h e t a b l e o f cruising .levels i n
Appendix C o f Annex 2 , i f relevant.
Note 1.- The information required t o determine t h e lowest f l i g h t ZeveZ which w i l l
ensure adequate t e r r a i n clearance may be obtained from the appropriate services u n i t
f e . g. aeronautical infoiqmation, a i r t r a f f i c or meteorological) .
Note 2.- The f1igh.t level. or l e v e l s chosen w i l l dspend upon the accuracy with which
the v e r t i c a l position of such l e v e l s r e l a t i v e t o the t e r r a i n can be estimated, which i n
turn i s dependent upon the type of meteorological information available. A lower f l i g h t
l e v e l may be used with confidence when i t s position i s based on current information r e l e -
vant t o the particular route t o be flown and when it i s known t h a t amendments t o t h i s
information w i l l be avai lable i n f l i g h t . A higher f l i g h t l e v e l w i l l be used when based
on information l e s s relevant t o the particular route t o be flown and the time a t which
the f l i g h t i s t o be conducted. The l a t t e r type of information may be provided i n chart
or table form and may be applicable t o a large area and any period of time.

. -
Note 3 . - Flights over level t e r r a i n may o f t e n be conducted a t one f l i g h t l e v e l ,
whereas f l i g h t s over mountainous t e r r a i n may require several changes i n f l i g h t l e v e l s
t o account for changes i n the elevation of the terrain. The use of several f l i g h t l e v e l s
may also be required i n order t o comply with a i r t r a f f i c services requirements.
Pre-Flight Operational Test

2.2.1 The following t e s t should be carried out i n an a i r c r a f t by f l i g h t crew

members ,,prior t o t h e commencement o f a f l i g h t .
 3-6 Procedures - A i r c r a f t Operations

2.2.1.1 F l i g h t crews should be a d v i s e d of t h e purpose of t h e t e s t and t h e manner i n

which i t s h o u l d b e c a r r i e d o u t and should be g i v e n s p e c i f i c i n s t r u c t i o n s on t h e a c t i o n t o
be t a k e n i n a c c o r d a n c e w i t h t h e r e s u l t s of t h e test.

QNH S e t t i n q

2.2.1.3 With t h e a i r c r a f t a t a known e l e v a t i o n on t h e aerodrome, s e t t h e a l t i m e t e r

p r e s s u r e s c a l e t o t h e c u r r e n t QNH s e t t i n g . V i b r a t e t h e i n s t r u m e n t by t a p p i n g u n l e s s me-
c h a n i c a l v i b r a t i o n i s provided. A s e r v i c e a b l e a l t i m e t e r w i l l i n d i c a t e t h e e l e v a t i o n of
t h e p o i n t s e l e c t e d , p l u s t h e h e i g h t of t h e a l t i m e t e r above t h i s p o i n t , w i t h i n a t o l e r a n c e
of p l u s o r minus 20 m e t r e s o r 60 f e e t ' f o r a l t i m e t e r s w i t h a test r a n g e of 0 t o 9 000 metres
(0 t o 30 000 f e e t ) and p l u s o r minus 25 metres o r 80 f e e t f o r a l t i m e t e r s w i t h a t e s t r a n g e
of 0 t o 1 5 000 m e t r e s ( 0 t o 50 000 f e e t ) .

QFE S e t t i n g

2.2.1.5 With t h e a i r c r a f t a t a known e l e v a t i o n on t h e aerodrome set a l t i m e t e r

p r e s s u r e - s c a l e t o t h e c u r r e n t ' QFE. V i b r a t e t h e i n s t r u m e n t by t a p p i n g u n l e s s mechanical
v i b r a t i o n i s , p r o v i d e d . A s e r v i c e a b l e a l t i m e t e r w i l l i n d i c a t e t h e h e i g h t of t h e a l t i m e t e r
i n r e l a t i o n t o t h e QFE r e f e r e n c e p o i n t , w i t h i n a t o l e r a n c e of p l u s o r minus 20 m e t r e s o r
60 f e e t f o r a l t i m e t e r s w i t h a t e s t r a n g e of 0 t o 9 000 metres (0 t o 30 000 f e e t ) and p l u s
o r minus 25 m e t r e s o r 80 f e e t f o r a l t i a e t e r s w i t h a t e s t r a n g e of 0 t o 1 5 000 metres
(0 t o 50 000 f e e t ) .

Note 1.- When the altimeter does not indicate the reference elevation or height
' e x a c t l y , but i s w i t h i n the specified tolerances, no a d j u s t m e n t o f t h i s indication should
be made e i t h e r by means of the pressure adjustment knob o r other adjustment on the a l t i -
meter a t any stage o f a f l i g h t . Furthermore, any error t h a t i s within tolerance noted
during pre-flight check on the ground should be ignored by the p i l o t during f l i g h t .

Note 2.- The tolerance of 20 metres' or 60 f e e t for altimeters with a t e s t range of

0 t o 9 000 metres ( 0 t o 30 000 f e e t ) i s considered acceptable for aerodromes having e l e -
vations up t o 1 100 metres ( 3 500 f e e t ) (Standard atmospheric pressure). Table A indicates
t h e permissible range for aerodromes having d i f f e r e n t elevations, when the atmospheric
pressure a t an aerodrome i s lower than the standard, i . e . when the QNH s e t t i n g i s a s low
as 950 mb.

Note 3.- The tolerance of 80 feet or 25 metres for a l t i m e t e r s with a t e s t range of

0 t o 15 000 metres (0 t o 50 000 f e e t ) i s considered acceptable for aerodromes having eZe-
v a t i o n up t o 1 100 metres 13 500 f e e t ) (Standard atmospheric pressure). Table B indicates
t h e pemnissible range for aerodromes having d i f f e r e n t elevations, when the atmospheric
pressure a t an aerodrome i s lower than standard, i . e . when the QNH s e t t i n g i s as low as
950 mb.
111.- Altimeter Setting Procedures 3-7

TABLE A

Elevation Elevation
of the PermissibZe of the Permissib l e
aerodrome range aerodrome range
(metres) (feet)
600 581.5 to 618.5 2 000 . 1 940 to 2 060
900 878.5 to 921.5 3 000 2 930 to 3 070
1 200 1 177 to 1 223 4 000 3 925 to 4 075
1 500 1 475.5 to 1 524.5 5 000 4 920 to 5 080
1 850 1 824 to 1 876 6 000 5 915 to 6 085
2 150 2 121 to 2 179 7 000 6 905 to 7 095
2 450 2 418 to 2 482 8 OQ3 7 895 to 8 105
2 750 2 715 to 2 785 9 000 8 885 to 9 115
3 050 3 012 to 3 088 10 000 9 875 to 10 125
3 350 3 309 to 3 391 11 000 10 865 to 11 135
3 650 3 606 to 3 694 12 000 11 855 to 12 145
3 950 3 903 to 3 997 13 000 12 845 to 13 155
4 250 4 199.5 to 4 300.5 14 000 13 835 to 14 165
4 550 4 496.5 to 4 603.5 15 000 14 825 to 15 175

TABLE B

Elevation Elevation
of the Permissib Ze of the Permissib l e
aerodrome range aerodrome range
(metres) (feet)
-
600 569.5 to -630.5 2 000 1 900 to 2 100
900 868 to 932 3 000 2 895 to 3 105
1 200 1 165 to 1 235 4 000 3 885 to 4 115
1 500 1 462 to 1 538 5 000 4 875 to 5 125
1 850 1809 to 1891 6 000 5 865 to 6 135
2 150 2 106 to 2 194 7 000 6 855 to 7 145
2 450 2 403 to 2 497 8 000 7 845 to 8 155
2 750 2 699.5 to 2 800.5 9 000 8 835 to 9 165
3 050 2 996.5 to 3 103.5 10 000 9 825 to 10 175
3 350 3 293.5 to 3 406.5 11 000 10 815 to 11 185
3 650 3 590.5 to 3 709.5 12 000 11 805 to 12 195
3 950 3 887.5 to 4 012.5 13 000 12 795 to 13 205
4 250 4 184.5 to 4 315.5 14 000 13 785 to 14 215
4 550 4 481.5 to 4 618.5 15 000 14 775 to 15 225
3-8 Procedures - A i r c r a f t O p e r a t i o n s

Take-of f and Climb

2.3.1 P r i o r t o t a k i n g o f f one a l t i m e t e r s h a l l b e s e t on t h e l a t e s t QNH a l t i m e t e r

s e t t i n g f o r t h e aerodrome.

2.3.2 During c l i m b t o and w h i l e a t t h e t r a n s i t i o n a l t i t u d e , r e f e r e n c e s t o t h e

v e r t i c a l p o s i t i o n of t h e a i r c r a f t a s c o n t a i n e d i n a i r ground communications s h a l l b e .
e x p r e s s e d i n terms of a l t i t u d e s .

2.3.3 On p e n e t r a t i n g t h e t r a n s i t i o n a l t i t u d e t h e r e f e r e n c e f o r v e r t i c a l p o s i t i o n
of t h e a i r c r a f t s h a l l b e changed from a l t i t u d e s (QNH) t o f l i g h t l e v e l s (1013.2 mb) and
t h e r e a f t e r v e r t i c a l p o s i t i o n s h a l l b e e x p r e s s e d i n terms of f l i g h t l e v e l s .

2.4 En r o u t e

2.4.1 Vertical separation

2.4.1.1 During en r o u t e f l i g h t a t o r above t r a n s i t i o n l e v e l s o r t h e l o w e s t u s a b l e

f l i g h t l e v e l , whichever i s a p p l i c a b l e , a n a i r c r a f t s h a l l b e flown a t f l i g h t l e v e l s and
r e f e r e n c e s t o t h e v e r t i c a l p o s i t i o n of t h e a i r c r a f t a s c o n t a i n e d i n a i r - g r o u n d communica-
t i o n s s h a l l b e e x p r e s s e d i n terms of f l i g h t l e v e l s .

2.4.2 Terrain clearance

2.4.2.1 Where a d e q u a t e QNH a l t i m e t e r s e t t i n g r e p o r t s a r e a v a i l a b l e , t h e l a t e s t and

most a p p r 0 p r i a t . e r e p o r t s s h a l l b e used f o r a s s e s s i n g t e r r a i n c l e a r a n c e .

2.4.2.2 Where t h e adequacy of t e r r a i n c l e a r a n c e cannot b e a s s e s s e d w i t h a n a c c e p t a b l e

d e g r e e of a c c u r a c y by means of t h e QNH r e p o r t s a v a i l a b l e o r f o r e c a s t lowest mean s e a l e v e l
p r e s s u r e , o t h e r i n f o r m a t i o n s h a l l b e o b t a i n e d f o r checking t h e adequacy of t e r r a i n c l e a r a n c e .

2.5 Approach and Landing

2.5.1 P r i o r t o commencing t h e i n i t i a l approach t o an aerodrome t h e number of t h e

t r a n s i t i o n l e v e l s h a l l be obtained.

-
Note.- The t r a n s i t i o n l e v e l i s normally obtained from the appropriate a i r t r a f f i c
services u n i t .
2.5.2 P r i o r t o descending below t h e t r a n s i t i o n l e v e l t h e l a t e s t QNH a l t i m e t e r
s e t t i n g f o r t h e aerodrome s h a l l b e o b t a i n e d .

-
Note.- The l a t e s t QNH altimeter s e t t i n g for the aerodrome i s normaZZy obtained from
the appropriate a i r t r a f f i c services u n i t .
2.5.3 O n d e s c e n d i n g below t h e t r a n s i t i o n l e v e l t h e - r e f e r e n c e f o r v e r t i c a l p o s i t i o n
s h a l l b e changed from f l i g h t l e v e l s (1013.2 mb) t o a l t i t u d e s (QNH) and t h e r e a f t e r t h e v e r -
t i c a l p o s i t i o n of t h e a i r c r a f t s h a l l b e e x p r e s s e d i n terms of a l t i t u d e s .

Note.- This does not preclude a p i l o t using a QFE s e t t i n g for t e r r a i n clearance

p w p o s e s i n g tAe f i n a l approach t o the runway i n accordance with 2.5.4.
111.- A l t i m e t e r S e t t i n g Procedures 3-9

2.5.3.1 The r e f e r e n c e f o r v e r t i c a l p o s i t i o n may b e changed from f l i g h t l e v e l s

(1013.2 mb) t o a l t i t u d e s (QNH) above t h e t r a n s i t i o n l e v e l , when c l e a r e d t o do s o by t h e
a p p r o p r i a t e ATS u n i t a f t e r approach c l e a r a n c e h a s been i s s u e d and t h e d e s c e n t t o l a n d i s
commenced provided t h a t l e v e l f l i g h t above t h e t r a n s i t i o n a l t i t u d e i s n o t i n d i c a t e d o r
anticipated .
2.5.4 When an a i r c r a f t which has been given a clearanc; a s number one t o l a n d i s
completing i t s approach u s i n g QFE, t h e v e r t i c a l of t h e a i r c r a f t s h a l l be e x p r e s s e d
i n terms of h e i g h t above t h e aerodrome datum used f o r t h e o b s t a c l e . c l e a r a n c e l i m i t ( s e e
2.1.10 i n P a r t 11) during t h a t p o r t i o n 'of it.: f l i g h t f o r which t h e QFE may be used.

2.6 Missed approach

The a l t i m e t e r s e t t i n g s used while completing a missed approach procedure

w i l l be dependent upon whether o r n o t t h e procedure can be c a r r i e d o u t below t h e t r a n s i t i o n
a l t i t u d e and i n any e v e n t t h e y should be c o n s i s t e n t w i t h t h e r e l e v a n t procedures c o n t a i n e d
i n 2.3, 2.4 and 2.5.
 PART IV. - METEOROLOGICAL INFORMATION
FOR FLIGHT O P E R A T I O N S

Procedures f o r t h i s Section are not y e t developed but s e e the guidance material

r e l a t i n g t o the Ground Exchange of Operational Meteorological Information a t Attachment F ,
following.

(Doc 8168-OPS/611/3)
 P A R T V . - SECONDARY S U R V E I L L A N C E RADAR ( S S R )
TRANSPONDER OPERATING PROCEDURES

INTRODUCTION

To e n s u r e t h e s a f e and e f f i c i e n t u,se o f . S S R , . p i l o t s -and c o n t r o l l e r s s h o u l d s t r i c t l y

a d h e r e t o p u b l i s h e d o p e r a t i n g procedures:. I n particu1ar;standard r a a i o , t e l e p h o n y phra-
seology s h a l l b e used and, t h e c o r r e c t s e t t i n g of modes and codes i n t r a n s p o n d e r s and ground
decoding equipment' s h a l l b e ensured ' a t a l l t i m e s .

Note.- Throughout t h i s part SSR codes .are shown i n four figures a s used-when the
4096-codeconfiguration i s i n operation. Foe the 64-code configuration, the f i r s t two
figures of the fou,r f i g m e code shotin represent the appZicabZe code.

C H A P T E R 1.- O P E R A T I O N O F T R A N S P O N D E R S
1.1 General

1.1.1 Except i n c a s e s of -emergency, r a d i o f a i l u r e , o r a s . s p e c i f i e d i n 1.1.2 below,

p i l o t s s h a l l o p e r a t e t h e t r a n s p o n d e r and s e l e c t modes and codes 'as i n d i v i d u a l l y d i r e c t e d
by ATC.

1.1.2 When proceeding from a n a r e a o r l a y e r s of t h e a i r s p a c e where ATC h a s n o t

d i r e c t e d t h e p i l o t t o o p e r a t e t h e t r a n s p o n d e r t o an a r e a o r l a y e r s of t.he a i r s p a c e where
SSR i s used f o r AT6 p u r p o s e s , p . i l o t s s h a l l o p e r a t e t r a n s p o n d e r s on Mode A Code 2000 b e f o r e
e n t r y u n t i l o t h e r w i s e d i r e c t e d by ATC.

-
NO&.-. he app2icatibn of t h i s procedure l ~ i Z lbe the subject of Regional ~ i h&i-
r
gation Agreement.
1.1.3 p i l o t s ' s h a l l n o t o b e r a t e ' t h e SSR 'SPI featui-e u n l e s s r e q u e s t e d by ATC.

Note.- Although a Zow s e n s i t i v i t y feature i s not required i n SSR airborne equipment

by the specification o f Annex 10, it i s known t h a t some equipment s t i l l i n use does have
t h i s feature. P i l o t s of a i r c r a f t f i t t e d with such equipment should not use t h e low sensi-
t i v i t y feature except when requested by ATC.
1.2 Emerpency P r o c e d u r e s .

1.2.1 The p i l o t of an a i r c r a f t e n c o u n t e r i n g a s t a t e of emergency and who h a s

p r e v i o u s l y been d i r e c t e d by ATC t o o p e r a t e t h e t r a n s p o n d e r on a s p e c i f i e d code s h a l l
m a i n t a i n t h i s code s e t t i n g u n l e s s o t h e r w i s e a d v i s e d by ATC.

1.2.2 I n a l l o t h e r c i r c u m s t a n c e s , t h e t r a n s p o n d e r s h a l l b e s e t t o Mode A
Code 7700.

(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
5- 2 Procedures - Aircraft O~erations

1.2.3 N o t w i t h s t a n d i n g t h e procedures a t 1.2.1, a p i l o t may select Mode A

Code 7700 whenever h e h a s s p e c i f i c r e a s o n t o b e l i e v e t h a t t h i s would be t h e b e s t c o u r s e
of a c t i o n .

-
Note.- Attention i s drawn t o the fact that the use of Mode A Code 7700 i n certain
areas may r e s u l t i n t h e etimination of the SSR response of the a i r c r a f t from the ATC radar
display i n cases where the ground equipment i s not. provided o i t h automatic means for i t s
imnediate recognition.

1.3 .Radio Communication. F a. i l u r e Procedures

- c

1.3.1 The p i l o t of a n a i r c r a f t l o s i n g two-way communications s h a l l set t h e t r a n -

sponder t o Mode A Code 7600.

-Note.- A' controller observing a response on t h e radio cmmiunications failure code

w i l l ascertain the extent of the ,faxlure by i n s t r u c t i q the p i l o t t o operate the S P I fea-
ture or t o change code. Where it i s detemnined t h a t the aircraft'receizjer i s functioning,
further controt of the a i r c r a f t w i l l be continued using code changes or SPI transmission
t o acknowledge r e c e i p t of czearances issued.

CHAPTER 2 . - PHRASEOLOGY
2.1 Used by ATS

2.1.1 The phraseology used by ATS i s c o n t a i n e d i n PANS-RAC (Doc 4 4 4 4 ) , P a r t X,

6.3.

2.2. Used by P i l o t s

2.2.1 When a d v i s i n g ATS of t h e c a p a b i l i t y of t h e SSR equipment c a r r i e d , p i l o t s

s h a l l u s e t h e code l e t t e r a p p r o p r i a t e t o t h e t r a n s p o n d e r a s e n t e r e d i n I t e m 10 of t h e
F l i g h t P l a n Form, e.g. TRANSPONDER GOLF.

2.2.2 When acknowledging mode/code s e t t i n g i n s t r u c t i o n s , p i l o t s s h a l l r e a d back

t h e mode and code t o be set.
 ATTACHMENTS T o PANS-OPS

ATTACHMENT A

APPLICATION O F THE OBSTRUCTION CLEARANCE S U R F A C E (OCS)

AND'DETERMINATION O F OBSTACLE CLEARANCE LLiMIT (0CL)

1. - O b s t a c l e .Clearance L i m i t f o r F i n a l Approach .
. .

1.1 A i d s with v e r t i c a l guidance ( s e e F i g u r e s A-1 a n d A-2).

a ) T h e m i n i m u m altitude f o r that portion of the a p p r o a c h p r i o r to i n t e r c e p t i n g t h e

d e s c e n t path wrll not be l e s s than t h a t which will provide t h e spec'ified o b s t a c l e c l e a r a n c e

b) A* a i r c r a f t m a y d e s c e n d on i n s t r u m e n t s t o t h e point a t which t h e m i n i m u m
p r e s c r i b e d c l e a r a n c e c a n be stillo.btained. If t h e r e i s no p e n e t r a t i o n of t h e OCS t h e n
t h e o b s t a c l e c l e a r a n c e 1,imit
..
(OCL) f o r final a p p r o a c h will b e e q u a l to t h e p r e s c r i b e d
m i n i m u m safe c l e a r a n c e . Where-o b s t r u c t i o n s p e n e t r a t e t h e OCS, the O C L f o r f i n a l
approach will be the height of t h e o b s t r u c t i o n above t h r e s h o l d elevation p l u s t h e o b s t a c l e .
c l e a r a n c e require;! at t h a t point.

1. 2 A i d s with no v e r t i c a l guidance ( s e e F i g u r e A-3).

a) T h e m i n i m u m altitude for-that portion of the a p p r o a c h ( p r i o r t o a r r i v a l a t the

facility) will ,not be l e s s than that which will provide t h e specified o b s t a c l e c l e a r a n c e .

b) A f t e r p a s s i n g t h e facility, w h e r e t h i s is located off t h e a e r o d r o m e , th,e a i r c r a f t

m a y d e s c e n d on i n s t r u m e n t s t o t h a t height which will give a t l e a s t t h e m-ini,mum c l e a r a n c
specified above a l l o b s t a c l e s in .th'e final a p p r o a c h a r e a within the defined l i m i t s . hi's
will b e the obs,tacle c l e a r a n c e l i m i t f o r final approach.

2. - Obstacle C l e a r a n c e L i m i t f o r M i s s e d Approach (see' F i g u r e A-4).

a ) T h e o b s t a c l e c l e a r a n c e limit for t h e m i s s e d a p p r o a c h will be t h e height a t

which-a 1:40 plane p e r p e n d i c u l a r t o the v e r t i c a l plane which c o n t a i n s t h e c e n t r e l i n e of
the runway and passing a t l e a s t 30 m e t r e s (100 f e e t ) above a n y object i n t h e m i s s e d
a p p r o a c h a r e a , i n t e r s e c t s a v e r t i c a l plane a t right a n g l e s to t h e runway c e n t r e l i n e a t
the beginning of the final p a r t of the m i s s e d a p p r o a c h a r e a in the c a s e of ILS .and P A R
and t h e beginning of t h e m i s s e d a p p r o a c h a r e a i n a l l o t h e r c a s e s .

b) T h e o b s t a c l e c l e a r a n c e l i m i t f o r t h e p r o c e d u r e s h a l l be w h i c h e v e r i s t h e h i g h e r
of that c a l c u l a t e d for final a p p r o a c h o r t h a t c a l c u l a t e d ' f o r m i s s e d a p p r o a c h .

(Doc 8168-OPS/611/3)
 CLEARANCE

Fig. A-1
 DETERMINATION O F F I N A L A P P R O A C H O B S T A C L E C L E A R A N C E LIMIT l O C L l
PAR -
7000 6000 5000 - , 4000 3000 2000 1000 0 METRES

-
NOTE
Height scale is
OF FEET

10 times the horizontal

0'.
Fig. A-2
\
w
1
-4
\
4. Procedures - Aircraft d ~ r aet i o n s
DETERMINATION O F MISSED APPROACH OBSTACLE CLEARANCE LIMIT (OCL)

Fig. A - 4
THIS PAGE INTENTIONALLY LEFT BLANK
 ATTACHMENT B

ASSUMPTIONS O F A TECHNICAL CHARACTER ON WHICI-I T H E

ILS OBSTACLE CLEARANCE SPECIFICATIONS ARE BASED

1. - Signals i n Space

1.1 According to Annex 10 the achieved glide path position m a y f a l l by 0, 0759 below t h e
nominal glide path elevation 0.
'

1, 2 - A l s o t h e 2-112 dot fly-up line m a y be u p to 0.148 below t h e achleved glide- path.

'1. 3 F u r t h e r , thk latter. line m a y f a l l bjr 0. 0,3758.

1. 4' T h e position in s p a c e of the 2-1/2 dot fly-up line (DDM = 0. 0875) c a n t h u s f a l l t o
(0. 075t0. 14 t 0. 0375)8 = 0. 25258 below the nominal glide path.

1. 5 T h e s e v a l u e s a r e shown d i a g r a m m a t i c a l l y i n F i g u r e s B-1 and B-2. - T h e y h a v e been

added a r i t h m e t i c a l l y s i n c e they m a y not be independent v a r i a b l e s and consequently m a y
not be capable of s t a t i s t i c a l summation.

2. - Aircraft Receiver Variables

2, 1 Only those m a j o r v a r i a b l e s a t p r e s e n t specified i n Annex 10, Attachment C t o

P a r t I? ie. r e c e i v e r gain e r r o r and off c e n t r i n g e r r o r , a r e considered.

2. 2 At the 2-1/2 dot fly-up p o s i t i o n . i n s p a c e w h e r e the i n d i c a t o r should be showing

75 @ i t m a y -only be showing 65 plA (See F i g u r e B-3). Consequently the a i r c r a f t will
h a v e t o be, flown l o w e r i n o r d e r to achieve a 2-112 dot indication.

It will h a v e to d e s c e n d t p g . x 0.17758 + 0. 0758 below 8.

2. 3 The r e c e i v e r m a y a l s o h a v e ( f o r Category I) a n off-centring e r r o r of 12 PA.

A s s u m i n g t h i s i s constant a c r o s s the i n d i c a t o r , the a i r c r a f t will h a v e a g a i n to be flown
l o w e r to achieve 2-1/2 dot indication.

It will h a v e to d e s c e n d a f u ~ t h e rl2 x .O. 17.758 below 8.

TT

(Doc 8168-OP~/611/3)
8 Procedures - A i r c r a f t Operations

2. 4 The a i r c r a f t m a y thus, with a 2-112 dot fly-up indication, be a total of

,
75 l 2 x 0.17759 t 0. 0758 = 0. 3138 below 8 (Cat I)
65

75
or - 65
+

x 0.17750 + 0.0758 = 0. 2968 below 8 (Cat 11)

2. 5 T h e s e a n g l e s c o r r e s p o n d to elevations of 0. 6878 (Cat I) and 0. 7048 (Cat IL)

respectively.

3. - The e f f e c t of b e a m bends
3.1 Beam bends a r e p e r m i t t e d on the glide path- a s s e t out in' Annex 10, T h e s e bends
a r e standardized only a s r e g a r d s Category 11. Category I values a r e f o r guidance only
(Annex 10 - Attachment C t o P a r t I), the flyability of a Category I installation normally
being determined by flight te st,

3. 2 Since the p e r m i t t e d bend amplitudes a r e r e l a t e d t o positions in space along the

glide path they a r e ,introduced a t the corresponding s t a g e s of the calculations i n Table 1
hereafter.

4. - Lowest Approach Angles a t 2-1/2 dot fly-ue .

4-1 At the foot of T a b l e 1 a r e shown the lowest elevation a n g l e s in t e r m s of 8 r e a c h e d

by a i r c r a f t on the approach with 2-112 dot fly-up indication assuming:.

a j Maximum surnmation of ground equipment t o l e r a n c e s in the w d r s t direction;

b) Maximum pe rmitted beam bend amplitude s;

c) Maximum a i r b o r n e r e c e i v e r e r r o r s , i n the w o r s t direction, due to centring
e r r o r and path s e c t o r e r r o r .
Attachment B 9

ILS SIGNALS I N SPACE -

LOWER HALF GLIDE PATH SECTOR

-
Notes: 0 H = Horizontal.

0 A = Nominal g l i d e p a t h 8. 0 i s t h e p r o j e c t e d lower end of t h e g l i d e path.

0 B = Achieved g l i d e path.

0 C = Lowest p o s i t i o n of 2-112 d o t fly-up p a t h as s e t up.

0 D. = Lowest p o s i t i o n of 2-1/2'do't fly-up p a t h b e f o r e monitor t r i p s .

E = Possible f l a r e .
10 Procedures - Aircraft 0~erati.ons

/ DDM VARIATION I N SPACE WITH ANGLES BTSOW

THE NOMINAL GLIDE PATH

Notes : D = DDM of 0.0875; nominally 2-112 d o t s fly-up.

0 = Nominal g l i d e p a t h p o s i t i o n .

0' = Achieved g l i d e p a t h p o s i t i o n .

A = Nominal lower l i m i t h a l f g l i d e p a t h s e c t o r
w i t h achieved
g l i d e p a t h of 0 .
B = Lowest p e r m i t t e d l i m i t h a l f g l i d e path s e c t o r

C = Lowest p o s i t i o n lower l i m i t h a l f g l i d e p a t h s e c t o r w i t h lowest p e r m i t t e d

achieved g l i d e p a t h , (Monitor t r i p v a l u e ) .

0' C = V a r i a t i o n of DDM i n s p a c e w i t h a n g l e below 0 w i t h lowest p e r m i t t e d

p o s i t i o n of g l i d e p a t h a n d ' v i d e s t p e r m i t t e d h a l f g l i d e path s e c t o r width.

F i g . B-2
 VARIATION''OF INDICATOR CURRENT
' w ITH ANGLE BELOW GLIDE PATH'
FOR L.biks~G L I ~ E.PLTH AMSECTOR LIMITS 'INSPACE
:
:~dtes A = Ideal receiver characteristic.

B = Deteriorated receiver.characteristic; no centring error,

C = ~&te?iorated,
... receiver
.. . .characteristic .with centring error
(assumed constant across 2-112 dot indicator tan&).

D E = 10 WA.

F G = 12 GA for Category I; 6 &A for Category 11.

Fig. B-3
12
-- .. - ~ r o c e l d u r e s- A i r c r a f t O p e r a t i o n s

Table 1

C a l c u l a t i o n of t h e lowest t h e o r e t i c a l a i r c r a f t . g l i d e p a t h antenna h e i g h t s corresponding

t o 2-112 d o t fly-up i n d i c a t i o n assuming a n a r i t h m e t i c a l summation of maximum p e r m i t t e d
a d v e r s e ground and a i r b o r n e equipment t o l e r a n c e s and a l l o w i n g f o r beam bends

86.5 f t 86.5 f t

-
Note
Note 2:
1: Outer marker taken. a s 24 700 f t from g l i d e p a t h o r i g i n .
Middle marker t a k e n a s P o i n t A, 4 500 f t from g l i d e p a t h o r i g i n .
Note 3: Threshold t a k e n a s 1 000 f t from g l i d e p a t h o r i g i n .
Note 4: H e i g h t s a r e a i r c r a f t g l i d e s l o p e r e c e i v e r antenna h e i g h t s .
Note 5: Annex 10 only s p e c i f i e s band amplitudes i n t o t h e 100 f t p o i n t on t h e
g l i d e p a t h f o r Category I.
 ATTACHMENT C

GUIDAXCE MATERIAL RELATED TO THE HOLDING' PROCEDURES

PANS-OPS, CHAPTER 1 , P A R T II

TABLE OF CONTENTS

1. - D e t e r m i n a t i o n o,f additiqnal o b s t a c l e c l e a r a n c e r e q u i r e m e n t s
for holding f e v e l s i n a r e a s , q f high t e r r a i n o r i n
mountainous a r e a s . . ......................................... 15

Graph - Turn parameters ..:.................... ; ........... 17

R a t e of t u r n , i n t e r m s of bank and t r u e ' a i r s p e e d .............. 18

Accountable wind v s . Altitude . . . . . . . . . . . . . . . . . . .: . . . . . . . . . . . 19

Temperature vs. ~ l t i t u d e. . . . . . . . . . . . . . . . . . . . .: . . . . . . . . . . . . . 20

F o r m u l a e f o r b a s i c holding ar,ea p a r a m e t e r c a l c u l a t i o ~ s .. . . . . . . 21

2. - Construction of the b a s i c holding a r e a and the a s s o c i a t e d

o m n i d i r e c t i o n a l e n t r y a r e a s by calculation of boundary
points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2. 1. - Construction of t h e b a s i c holding a r e a ................. 23

2. 2. - Construction of the e n t r y a r e a a s s u m i n g omni-

directional entry .................................... 25

2. 3. - Explanation of the t h e o r y f o r the construction' of the

single VOR o v e r h e a d b a s i c holding a r e a . . . . . . . . . . . . . . . . 27

2 . 4. - Explanation of the t h e o r y f o r c o n s t r u c t i n g the e n t r y

a r e a a s s o c i a t e d with a single VOR o v e r h e a d b a s i c
holding area.,......,.....,.~.~~.~O.~o~OO.O.OOOOoo 35

-
T a b l e 1. P a r a m e t e r s , f a c t o r s and d i m e n s i o n s
a s s o c i a t e d with the c o n s t r u c t i o n of the b a s i c holding
area. ............................................... 39

-
T a b l e 2, P a r a m e t e r s , f a c t o r s a n d ' d i m e n s i o n s
ass0ciate.d with the c o n s t r u c t i o n of the e n t r y a r e a s
. . ....
...... 40

D i a g r a m 1. - B a s i c holding a r e a . . . . . . . . . . . . . . . . . . . . . . . 41

D i a g r a m 2. - B a s i c holding a r e a and t h e a s s o c i a t e d
omnidirectional e n t r y a r e a .............
............. 42

(Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 )
14. Proc::dures - Aircraft Operations
3. - A l t e r n a t i v e c o n s t r u c t i o n of the b a s i c holding a r e a and t h e .
a s s o c i a t e d e n t r y a r e a s by plotting
. .- -
.......................... 43

3 . 1. - P a r a m e t e r s , factors and dimensions associated

with the a r e a c o n s t r u c t i o n . . . . . . . . . . . . . . . . . . . . . ' . . . . . . . 44

3. 2. - Construction of o m n i d i r e c t i o n a l wind t e m p l a t e ......... 45

3 . 3. - A l t e r n a t i v e c o n s t r u c t i o n of the b a s i c holding a r e a ....... 46

3 . 4. - A l t e r n a t i v e c o n s t r u c t i o n of the e n t r y a r e a a s s u m i n g
omnidirectional entry
-. - --.
................... ............. 48
- -
-
D i a g r a m 3. B a s i c holding a r e a and the a s s o c i a t e d
omnidirectional entry a r e a - Alternative construction
--
... 50

-
D i a g r a m 4. T e m p l a t e f o r plotting ornnidir e c t i o n a l
winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

D i a g r a m 5. - DME s l a n t range/ground d i s t a n c e . . ........ 52

Attachment C 15

1. - DETERMINATION OF ADDITIONAL OBSTACLE CLEARANCE REQUIREMENTS

FOR MINIMUM HOLDING LEVELS IN AREAS O F HIGH TERRAIN OR IN
MOUNTAINOUS AREAS

1. 1 When winds of 20 knots o r m o r e m o v e o v e r p r e c i p i t o u s t e r r a i n , l e e o r

windward s i d e t u r b u l e n c e c a n b e c r e a t e d , v a r y i n g in intensity. T h e d e g r e e of t h i s
t u r b u l e n c e i s t h e r e s u l t of m a n y v a r i a b l e s , s u c h a s wind s p e e d , wind d i r e c t i o n i n r e l a -
tion to t h e t e r r a i n , a t m o s p h e r i c eddies, v o r t i c e s , waves a n d o t h e r w e a t h e r phenomena.
One s i d e effect of s u c h t u r b u l e n c e i s i t s a s s o c i a t e d effect on a l t i m e t e r p e r f o r m a n c e
which can r e s u l t in e r r o r s f r o m a f e w to m a n y f e e t depending upon t h e s e v e r i t y of t h e
disturbance.

1.2 C r i t e r i a f o r establishing m i n i m u m holding a l t i t u d e s in mountainous

a r e a s should t a k e into c o n s i d e r a t i o n B e r n o u l l i effect and p r e c i p i t o u s t e r r a i n t u r b u l e n c e .
A typical a r e a of mountainous t e r r a i n which could p r o d u c e B e r n o u l l i effect, t u r b u l e n c e
and a s s o c i a t e d a l t i m e t e r e r r o r is shown i n F i g u r e C- 1.
16 Procedures - A i r c r a f t Operations
1. 3 Due to t h e m a n y v a r i a b l e s a s s o c i a t e d with s u c h phenomena in m o u n -
t a i n o u s t e r r a i n i t i s i m p r a c t i c a b l e . to p r o v i d e s p e c i f i c guidance t h a t will c a t e r to each
situation. H o w e v e r , when e s t a b l i s h i n g holding p a t t e r n s in mountainous a r e a s and when
d e t e r m i n i n g holding l e v e l s a s a r e s u l t of o b s t a c l e c l e a r a n c e c o n s i d e r a t i o n s t h e following
should b e t a k e n into account:

1.3. 1 Ar'eas c h a r a c t e r i z e d by p r e c i p i t o u s t e r r a i n .

1.3.2 Weather phenomena p e c u l i a r t o a p a r t i c u l a r a r e a (including e x t r e m e

downdrafts) .
1.3.3 P h e n o m e n a conducive t o s t e e p l o c a l p r e s s u r e gradients.'

1.4 In a r e a s w h e r e i t i s believed that t h e conditions d e s c r i b e d above m a y

e x i s t , o r i n a r e a s w h e r e high altitude holding i s r e q u i r e d b e c a u s e of high t e r r a i n , t h e
m i n i m u m holding altitude should b e at a l e v e l which would e n s u r e t h e l e a s t likelihood of
exposing t h e a i r c r a f t to o b s t a c l e s due to t h e p o s s i b l e effect on a l t i m e t e r p e r f o r m a n c e of
t h e m e t e o r o l o g i c a l phenomena mentioned. T h i s l e v e l w i l l v a r y f r o m a m i n i m u m of
300 m e t r e s ( 1 000 f e e t ) above o b s t r u c t i o n s within t h e holding a r e a to 600 m e t r e s
( 2 000 f e e t ) o r m o r e whenever e x p e r i e n c e i n d i c a t e s a h i s t o r y of t u r b u l e n c e o r o t h e r
a s s o c i a t e d p h e n o m e n a in t h e a r e a including t h e a s s o c i a t e d Buffer A r e a .
Attachment C 17

AND-G VALUES AT VARYING AIRSPEEDS

-..*, . . --..--RATE.OF TURN (DEGREES/SECOND)

--sksRADIUS (NAUTICAL MILES)

FIG. ' C - 2
18 Procedures - Aircraft Operations

R A T E OF TURM, I N TERMS OF BANK AND TRUE AIRSPEED

EXAMPLE: T.A.S. = 4.16 W m ~ n .

65 30'
RUM of t u n r 2.5'pa second

FIG. C-3
Attachment C 13

ACCOUNTABLE WIND v s . . ALTITUDE

Feet
Metres
x 1000
x 100

39
38
37
36
35
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
16
15
14
13
12
11
10
9
8
7
6.
5
4
3
2.
1

. 50 60 70 80 90 100 110 120 Knots

FIG. C - 4
20 Procedures - Aircraft Operations

TEMPERATURE v s . ALTITUDE
Feet
n 1000 Metres
n 100

FIG. C - 5
Attachment C 21

FORMULAE FOR BASIC HOLDING AREA PARAMETER CAL.CULATIONS

1. Angle of bank and r a t e of t u r n calculation f o r m u l a

where, U = angle of bank i n d e g r e e s

V = t r u e airspeed i n NM/minute

R = r a t e of t u r n in d e g r e e s p e r second

. .
2. Cone effect a r e a ' r a d i w s calculation f o r m u l a e

I z = 0 . 0 5 4 h tan 7, I
where, z = r a d i u s of t h e cone effect where, z = r a d i u s of t h e cone effect
a r e a in NM a r e'a i n NM

h = . a l t i t u d e in hundreds h = altitude i n thousands

of m e t r e s of f e e t
y---=112 cone angle i n d e g r e e s . = 112 cone angle in d e g r e e s

W i n d velocity calculation f o r m u l a e

where, w = wind speed in knots where, w ,= wind s p e e d in knots,

( u p to 1 2 0 ) ( u p to 120)

h = altitude in h u n d r e d s of h = a l t i t u d e in thousands
metres of f e e t
22 Procedu;&s - A i r c r a f t op&ations

2. - CONSTRUCTION O F THE BASIC HOLDING AREA AND THE ASSOCIATED

OMNIDIRECTIONAL ENTRY AREAS BY CALCULATION O F BOUNDARY POINTS

The example in Diagram 1 :illustrates the b a s i c ,holding a r e a and that

in Diagram 2 the b.asic holding a r e a ,and t h e associated omnidirectional e n t r y a r e a for
holding overhead one YOR!. T h e s e e methods as, outlined h the;f,ol16wing text . a r e
applicable, f o r .other..fa c i 1 i t i . e ~o r combinations thereof, such a s NDBS,: VOR r'a,dial -inter-
section holdings, Gtc.'' However, s&me f a c t o r s h v o l v e d with the c a i c u l i t i d n i have to b e
modified;

If viewed f r o m a logical point of view certain steps in the plotting of

t h e s e a r e a s appear contradictory, . s o m e of the assumptions never occurring jointly.
However, such apparent contradictions, although deliberate, a r e minor in effect; they
are.done in the i n t e r e s t of simplicity of plotting; they always i n c r e a s e the protected
a i r s p a c e , i. e. the a r e a concerned and thereby promote safety.
Attachment 'C 23

2. 1 Construction of the B a s i c Holding A r e a

(References Table 1 and D i a g r a m 1)

2.1.1 Draw the inbound t r a c k and m a r k point S which i s the location of t h e

VOR facility.

2. 1 . 2 At a 90 d e g r e e s angle f r o m the inbound t r a c k l o c a t e point E above S

( T a b l e l', l i n e 14).

2. 1. 3 Draw a line through E p a r a l l e l to the inbound t r a c k and l o c a t e points Z2,

F , G, K .and L ( T a b l e I, lines 14, 15, 16, 18 and 20).
2. 1 . 4 Draw lines a t 90 d e g r e e s angles to the inbound t r a c k through points F
and K and locate point H above F (Table 1, line 17).

2. 1. 5 Draw. a line through H p a r a l l e l to .the inbound t r a c k and locate point I

above K.

2. 1 . 6 Locate point J'above I (Table 1, line 19).

2. 1.7 Locate point M on the C-axis below K.

2. 1.8 Locate point N below M ( T a b l e 1, line 2 1).

2. 1.9 Set compass f o r distance S Z 2 .

2.1.9. 1 With compass c e n t r e a t G d r a w an a r c above F.

2. 1.9. 2 Relocate t h e compass c e n t r e at H and dra.w an a r c through the

first arc.

2. 1.9, 3 With compass c e n t r e at t h e i n t e r s e c t i o n of t h e t w o a r c s connect G

and H.

2. 1.10 Draw the tangent f r o m J to the c i r c u l a r a r c GH.

:2.l.ll With c o m p a s s c e n t r e a t L and with compass s e t for distance L M , draw

an a r c f r o m above N to below J.

2. 1. 11. 1 Relocate compass c e n t r e at J and draw s h o r t a r c a c r o s s the f i r s t a r c .

2. 1. 11.2 Relocate compass c e n t r e a t t h e intersection of the a r c s and c o m e i t J

with L.

2. 1. 12 . Through L draw a line a t right angle to the C-axis and l o c a t e point V

on the C-axis.

2. 1. 12. 1 Set compass f o r distance K N .

2 . 1.12.2 With compass c e n t r e at V d r a w an a r c between K and E.

24 Procedures - A i r c r a f t Operations

2.1.12.3 Relocatethecompass c e n t r e ' a t N a n d d r a w a n a r c throughthefirstarc.

2.1. 1 2 . 4 Relocate the compass c e n t r e at the intersection of the two a r c s and

connect V and N.

2. 1. 13 With compass s e t for distance N F , c e n t r e a t N , draw an a r c above

and to the right of K.

2.1. 13. 1 Relocate compass c e n t r e a t G and draw a short a r c a c r o s s the f i r s t a r c .

2. 1. 13.2 Relocate c o m p a s s c e n t r e a t t h e intersection .of t h e a r c s and connect N

and G.
Attachment C 25

2. 2, - Construction of t h e Entry A r e a Assuming Omnidirectional E n t r y

(References Table 2 and ~ i a ~ r a 2)
rn

2.2. 1 Draw a line through S, making an angle of 20° with the D-axis in the
direction of the A-axis Bnd locate point .O(Table 2, l i n e 3).

2.2.2 Draw a line through 0 at right angles t o SO and locate point F 1 ( T a b l e Z ,

line 4).

2.2.3 Draw a line f r o m S through F1 and locate point Q ( T a b l e 2, l i n e 5).

'

2.2.4 Draw a line through Q at right angles t o SO and locate point R ( T a b l e 2,

line 6).

2. 2. 5 Set cornpass for distance SR and d r a w an a r c clockwise f r o m R to

i n t e r s e c t the b a s i c holding area..

2.2.6 Draw a line through F1 p a r a l l e l t o the D-axis and locate point G1

(Table 2, line 7).

2. 2 . 7 Set compass f o r distance RG1 with c e n t r e at G1 and d r a w an a r c

above F1.

2.2.7. 1 -Relocate compass c e n t r e a t R and' draw an a r c a c r o s s the f i r s t a r c .

2. 2.7. 2 Relocate compass c e n t r e a t the intersection of the two a r c s a n d

connect RG1.

2. 2. 8 Locate p o i n t 0 1 on the B-axis above S ( T a b l e 2, line 8).

2.2.9 Draw a line through 0 1 p a r a l l e l to the C-axis and locate point L1

(Table 2 , line l9).,
, ,

2.2.10 Draw a line through L1 at right angles to the inbound t r a c k and l o c a t e .

point L 2 , distance L1 L2 being twice distance SO1 ( T a b l e 2 , line 8).

2.2. lil Locate point M2 on the inbound t r a c k ( T a b l e 2, line 14).

2 . 2 . 12 Draw a line through M2 a t right angles t o the inbound t r a c k and locate

pbint W 1 below M2 (T able 2, line 18).

2. 2. 13 Set compass for distance W 1 M2 c e n t r e compass at W1 and draw a

short a r c f r o m M2 to the left.

2. 2. 13. 1 Centre compass a t L 2 and draw an a r c through the f i r s t one.

26 Procedures - A i r c r a f t Operations

2. 2. 13.2 Gentre c o m p a s s at the.intersection of the two a r c s and connect L 2

with W 1. .

- 2. 2. 13. 3 C e n t r e c o m p a s s a t M2 and draw a s m a l l a r c tbrough.the extension of

'

W1 M2 above M2.

2.2. 13.4 Centre c o m p a s s at the intersection of t h i s a r c with the extension of

W1 M2 and d r a w an a r c f r o m M2 to the left.

. 2.2.. 13. 5 Centre. c o m p a s s a t L2 and-draw a n a r c through the- l a s t one..

2.2. 13.6 C e n t r e c o m p a s s a t the intersection of the two l a s t a r c s and draw a n

a r c f r o m L2 t o the boundary of the b a s i c holding pattern.

2 . 2 . 14 Set compass f o r distance W1 F l , c e n t r e , c o m p a s s a t W 1 and dr.aw an

a r c above and t o the left of M2.

2. 2. 14. 1 Relocate the compass c e n t r e a t GI and draw an a r c a c r o s s the f i r s t . one.

2.2. l4,2 Relocate the compass c e n t r e at t h e intersection of the two a r c s and

connect W 1 G I .
Attachment C .- -- --.
27
.-

2. 3. - ~ k ~ l a n a t i oofn the Theory for the Construction of the Single

. VOR Overhead B a s i c Holding A r e a

2.3. 1 The construction a s described in 2 . 1 i s b a s e d on the connexion of

5 distinct and m o s t a d v e r s e positions in the p a t t e r n by m e a n s of s t r a i g h t l i n e s or c i r c l e
a r c s in such a way that the resulting a r e a encompasses all possible positions of an a i r -
c r a f t that i s flying in the pattern, provided that the pilot a d h e r e s to the p r e s c r i b e d
procedures and r e m a i n s within the established l i m i t s of indicated a i r s p e e d , angle of bank
and t i m e tolerances; the facility satisfies the established c r i t e r i a and the wind velocity
and t e m p e r a t u r e a r e not in excess of the values on which the calculations a r e based.

I VOR C O N E E F F E C T AREA.

F I X IEN0 EDGE OF OUTBOUND END EDGE

OF THE TO/FW:.t

SINCE BC APPROXIMATES a I I VOR \

A X = z t V.td + a
XD= (r t V. td +
a ) *in 5 '
DY= q

\ CONE E F F E C T
AREA
1 1 II \
I
-*\ /
O F THE HOLDING
P A T T E R N OR
INTENDEO ENTRY
TRACK
POINT .A I S THE POINT WHERE P I L O T RECOGNIZES
CONE E F F E C T ( F U L L SCAr i OEFLECTIONI FROM
THIS POINT H E MAKES GOO: A TRACK WITHIN So
OF THE INBOUr40 OR ltJTEf;I'.'E'O ENTRY TRACK,

I I
FIG. C-'6

L.3. 2 The method employed is a co-ordinate s y s t e m whereby the '5 m o s t

a d v e r s e positions a r e defined by mathematical formulae, through which a ve.ry flexible
application i s possible.
28 Procedcires - A i r c r a f t Operations
2 . 3. 3 For the derivation of the f o r m u l a e the following notation i s used:

V = True' a i r s p e e d . in nautical m i l e s p e r minute

R = r a t e of t u r n in degrees p e r second = tangent

0.055V

w h e r e , dZ = bank angle in d e g r e e s

V = TAS i n N M / ~ i n .
if a = 25O

R -- -8;48
v

r = radius of t u r n in .NM ,= .TI R -

4-v-

z = radius of 'cone effect a r e a i n NM

where, h = altitude in hundreds where, , h = altitude in thousands

of. m e t r e s of f,eet

7,= 112 cone angle in d e g r e e s . 'dl '= 1 / 2 cone angle in degrees.

a c half t h e c r o s s section in NM of the TO/ FROM signal e r r o r zone

where, h = altitude in hundreds where, h = altitude in thousands

of m e t r e s of feet
^8z = angle of the TO/FROM T2 = angle of the TO/FROM
signal e r r o r zone in degrees signal e r r o r zone in d e g r e e s

q = the l a t e r a l deviation f r o m the facility when entering the cone of

ambiguity in NM ( F i g . C-6)
In the c a s e of. VOR:

1 q = z sin 15O = 0.26 z

w = omrmidixectional wind speed in NM/min. (Figure C-4)

Attachment C 29

T = ,th\e t i m e in minutes t o fly outbound m e a s u r e d either f r o m

the outbound edge of the TO/FROM s.'ignal e r r o r zone o r
f r o m the moment the turn to outbound h a s been completed
i f this position has already been passed.

td = t i m e in minutes f r o m the moment that, a definite indication of

station p a s s a g e i s available u n t i l the moment the outbound
t u r n i s initiated. ( T h i s t i m e incorpoCates a 5 s e c . allowance
t o r o l l on bank to the r e q u i r e d bank angle, )

tt,j = t i m e tolerance on the outbound t r a c k in minutes. This may b e

either an undertiming or an over timing. (This t i m e incor -
p o r a t e s a 5 s e c , allowance to r o l l on bank to the r e q u i r e d
bank angle, )

2.3.4 The derivation of the formula for the m o s t a d v e r s e positions G, H , J ,

L and N in the holding p a t t e r n (Diagram 1. )

2. 3.4. 1 Position G i s the m o s t a d v e r s e position in the direction of the A-axks

of the p a t t e r n after having completed t h e f i r s t 105 degrees of the t u r n to outbound and
under the assumption of the following conditions:

i) P o s i t i v e indication of p a s s a g e of the facility o c c u r s at t h e fix end

edge of the TO/FROM signal e r r o r zone ( F i g . C-6);

ii) the t u r n t o outbound i s initiated td minutes after this.indication;

iii) the wind direction is p a r a l l e l to the A-axis of the p a t t e r n .

2. 3 . 4.2 F o r the s a k e of simplicity of construction position G h a s been plotted

after the f i r s t 90 degrees of the t u r n t o outbound. However the. wind effect i s calculated
for 105 degrees of turn, a s the maximum displacement along t h e A-'axis actually o c c u r s
at the moment that the axial component of the TAS i s equal but opposite to the wind
direction.

2. 3.4. 3 T h e distance of position G f r o m the B-axis i s :

E F i s equal to SZ1, and i s ' the a i r distance in.NM f r o m S until

commencement of the turn to outbound

Since td = 0. 18 m i n .

E F = a t 0.18V and FZ2 = r

30 Procedures - A i r c r a f t Operations
2. 3. 4 . 4 , T h e distance Z2G i s the, effect of wind during th.e t i m e involved to r e a c h
point G f r o m t h e fix-end edge of t h e TOlFROM signal e r r o r zone'.
105
Z2G = . w ( t d . + -) thus,
69 R
105
FG = r t ' w (td + -)60 R
or,

1.75
FG = r f w (0.18tT 1

SE' = radius of t u r n = r
2. 3 . 4 . 5 Point H i s th-e -st a d v e r s e position in the dire'ction of the B-axis of
the holding p a t t e r n after completion of the turn t o outbound under the following conditions:

i) The a i r c r a f t p a s s e s to the right of the station maintaining a t r a c k

equal to the inbound t r a c k plus 5 degrees:;

ii) the turn .to outbound i s initiated td minutes after passage of the
fix-end edge of the TOIFROM signal e r r o r zone;

iii) the wind i s p a r a l l e l t o the B-axis;

iv) the t u r n to outbound is- completed on a heading p a r a l l e l to the C'axis

minus 5 d e g r e e s s o that a t u r n to outbound of 175 d e g r e e s has been
considered.

2. 3. 4. 6 The distance of point H f r o m the A-axis i s :

Since Z 1 F = F Z 3 = radius of t u r n = r

2. 3 , 4 . 7 Z 3 H i s ground dist'ance f r o m the A-axis at the moment of commencel

ment of the t u r n to outbound (XY i n Fig. C-6) plus the wind effect during the 175 degrees
of turn.

2. 3.4. 8 The ground distance f r o m - t h e A - a x i s a t the moment of commencement

of the t u r n t o outbound is:

XY = q + ( z + V. td + a) sin 5O
Attachment C 31

2.3.4.9 175
'Thewindeffectisequalto w . -
60R

s o that FH = r t q t (z + V. t d + a) sin

Since q = 0.'26 z

td . =---0;18 mins. , and

sin 5O = 0.087, and s i n c e 0.087a approximates 0. l a

it follows that

2. 3. 4. 10 Point J is the m o s t a d v e r s e position in the direction of t h e B - a x i s a t

the end of the outbound leg after completion of the f i r s t 20 d e g r e e s of the t u r n ' t o inbound
under the following conditj 9ns :

--
Note: For the sake of simplicity of comtruction position J is plotted fmrn the end pf the outbound leg.
However, the wind effect (I1 J) includes drift distance for the f i 20 degrees of turn toward inbound.

i) Conditions at 2 . 3. 4. 5 i ) , i i ) , iii) a r e m e t ;

ii) a 5-degr ee heading e r r o r away f r o m the inbound t r a c k i s

considered;

iii) the t i m e flown on the outbound t r a c k m e a s u r e d f r o m the

outbound end edge of the T O / F R O M signal e r r o r zone until
the moment of commencement of the t u r n to ,inbound i s equal
to ( T + t f d ) minutes;

iv) after the f i r s t 5 d e g r e e s of the turn to inbound have been

con-~pletedthe a i r c r a f t ' s h e a d i n g - ~ sp a r allel to the C - a x i s ,
so that the maximum displacement f r o m t h e C-axis will
occur after another 15 degrees of turn.

2 , 3 . 4. 1 1 The time involved to fly f r o m position H to the outbou~id-endedge of

the T O / F R O M signal e r r o r zone i s equal'to the t i m e to fly the distance (SZ1 a ) . +
Since SZ,l = a + V.td
this t i m e will b e

-a .+ "1 - 2 a t td minutes
v --
so that the t i m e spen$,~onthe outbound t r a c k fronl position H
until commencement of the-turn i s equal to

-
2 a + td + T + t t d minutes
. .
32 Procedures - A i r c r a f t Operations

2. 3 . 4 . 12 The a i r distance covered in this t i m e f r o m position H i s t h e r e f o r e :

2. 3 . 4 . 13 The 'lin-e-H-I-5s-p.arallel t o the C-axis and since the angle between HI

and HI1 is only 5 d e g r e e s the . e r r o r &%de in assuming that HI = H.11,will be very small.
F O ~simplicity of construction, i t i s t h e r e f o r e a s s u m e d .that

2. 3 . 4 . 14 Since LI1 = HI. tan 5O

a
Ill =:(7 2 t ,td + T t t t d ) Vtan 5O

2. 3 . 4 . 15 T h e wind effect I1 J during .the t i m e the a i r c r a f t i s on i t s outbound

t r a c k a n d h a s completed t h e f i r s t 20 d e g r e e s of the t u r n to inbound i s :

IJ =
2 a
+ td + + t i d ) . ( w + Vtan 50) + 20
w

Since .td = 0. 18 min.

tga= .O. 25 min.

and tan 5'=.0.087

It .follows that

2. 3 . 4 . 16 As EK = the a i r distance covered f r o m abeam the facility until cornmen.

cement of t h e t u r n to inbmrnd.

2. 3 . 4. 17 Position L is t h e m o s t a d v e r s e pocsition, i n , t h e direction of the C-axis

of t h e pattern, after having camp8eted the f i r s t 105 d e g r e e s of the t u r n t o inbound and
under the following a s s u q t i o m and conditiome:

i) T h e - t u r n tq ~e ~+tboumd.isBnaitioted at the outbo-und-edge of

,.the TB/FRQM a i g ~ a el r r o r zone;

ii) the a i r c r a f t flies &aBmmmd (Ta j mi";

iii) the wind direction i ~ - ' p a u d l etlo t h e C-axis of t h e pattern;

iv) f o r t h e .adze of ~ h p R i c i t yp o ~ i t i mL h a s been plotted a f t e r

the -firat eo degr c e of ~ the Burn ta inbound. However, t h e
wind effect i s calculated f o r the f i r s t 105 d e g r e e s of this turn.
Attachment C 33
. .
2. 3 . 4. 18 The total t i m e to fly f r o m the outbound edge of the T O / F R O M signal
e r r o r zone, just before the fix; t o position L i s :

T + ttd + mK
2 85
min. ( a t u r n of 285 d e g r e e s i s made)

2. 3. 4. 19 Distance K L = K Z 4 t Z 4 L where

Z 4 i s the' a i r position after the f i r s t ' 9 0 d e g r e e s of the t u r n to

inbound

K Z =~ r and

Z*L'.~S-the 'v~ind'
e f f e c t during ( T ' + ' t i d +-
285')
6OK mino-sothat

' K L = r'+ ( T + t t d +,rR)

285:
w

Since t'.d = 0. 25

'KL = r + (0.25 + T : +-4.75

F w

2. 3. 4. 20 Point N i s the m o s t adverse position in the direction of the D-axis of

the pattern with a wind direction p a r a l l e l to the D-axis. This position i s derived by
assuming that the a i r c r a f t a t the end of the outbound.leg h a s drifted onto a line making
an angle of 5O with the inbound t r a c k f r o m the fix in the direction of the D-axis
(5O s y s t e m e r r o r ) after which the a i r c r a f t s t a r t s a , r i g h t turn t o inbound.

2. 3.4. 21 .This m o s t a d v e r s e position o c c u r s after 195 d e g r e e s of t u r n . F o r

simplicity position Pu' i s plotted after a turn of 180 d e g r e e s . However, wind effect i s
calculated f o r 195 degrees of turn.

MN = 2 r 19 5 w +
+-
6oK EK - tan 5'

3. 25w
MN=2r+ K ,
+

(T + 0. 25) V +
I
a .tan 5O

2. 3 . 4. 22 -In Table 1 the calculation of the dimensions of t h e b a s i c holding a r e a

at 14 000 feet for civil t u r b o - j e t a i r c r a f t i s given a s an example. The following data
have been used:

T e m p e r a t u r e ISA t 15O = + 2O C
U S = 220'kts.
Angle of bank = 25'

Outbound t i m e T = 1.0 minute.

Tile omnidirectional wind speed = 75 kt. = w = 1. 25 NM/min.

34 Procedures - A i r c r a f t Operations
2. 3 . 4 . - 3 From t h e s e d a t a , t h e t r u e a i r s p e e d V , t h e r a t e of t u r n K , the r a d i u s
of t u r n r , t h e radius z of t h e c o n e effect a r e a , h..:f width "a" of t h e TO/EKOM s i g n a l
e r r o r zone al7.d the l a t e r a l deviation q f r o m the.f.:ncility when c r o s s i n g t h e cone effect
a r e a m a y b e calculated.

JAS = 220 kt.. V = 4. 7 NMJmin.

t a n 25O - tan 25O
R = = 1. 8 0 ° / s e c
0.055V - 0.055 x 4 . 7
3 v
- = 3x4.7
r - - 2 . 4 9 NM
- JIR J I * 1.80 -

z = 0. 164 h. t a n 71 = 1. 3 3 NM

a = 0. 164 h. t a n 7 = 0 . 16 NM

q -= 0 . 2 6 z = 0. 35 NM

T h e abov; v a l u e s a r e s u b s t i t u t e d i n t h e f o r m u l a e in T a b l e 1.
Attachment C 35

2.4. - Explanation of the Theory for Constructing the Entry A r e a Associated

with a Single VOR Overhead B a s i c Holding A r e a

2.4. 1 Notations s i m i l a r to those in 2 . 3 a r e used.

2.4. 2 In many c a s e s the holding p a t t e r n may be approached f r o m directions

other than the inbound t r a c k of the holding pattern. It i s a s s u m e d that a.ircraft will u s e
the recommended entry procedures.

2.4. 3 The constru,ction methods outlined below being additive to the b a s i c

holding a r e a a r e sufficient f o r omnidirectional e n t r i e s . I t i s not n e c e s s a r y t o m a k e
constructions f o r all directions of entry. Diagram 2 i l l u s t r a t e s t h e method.

2.4.4 After p a s s a g e of the f a r edge of the TO/FROM signal e r r o r zone the

a i r c r a f t proceeds for t d minutes on i t s original entry heading b e f o r e commencing the
t u r n to outbound.

2.4. 4. 1 T h e a i r distarice covered i s

'SO = a t V. td

Since td = 0. 18 minutes

2.4.4. 2 The c e n t r e of the t u r n will b e point F1

OF1 i s a t r .i.g h t angles t o SO

2.4. 5 At point P , _the intersection of the line S F 1 and the turning c i r c l e , the
a i r c r a f t reaches, i t s max'imum distance f r o m the VOK -in s t i l l a i r .

2.4. 5. 1 For simplicity of construction, t h e ornnidirectional wind h a s been

u s e d f o r the entire time the a i r c r a f t flies f r o m the f a r end edge of the TO/FROM signal
e r r o r zone t o a i r position point P , ..however, the actual position of the a i r c r a f t will b e
somewhere on the omnidirectional wind c i r c l e centred a t P.
t-9 0
2.4. 5 . 2 The corresponding t i m e is t d i) @ @ minutes, w h e r e P = angle
F l S O in degrees ' s o that,the radius PQ of the wind c i r c l e i s

[(p :- 9 0 ) degrees oi turn

I
and
36 Proceclures - - A i r c r a f t Operations

Since td = 0. i 8 minutes

f r o m this formula p m a y be derived and substituted in the formula for FiQ.

2.4. 5. 3 If i t i s a s s u m e d .that the a i r c r a f t had pass,ed to the right of the facility

while flying through the .cone effect a r e a t h e l a t e r a l deviation, distance f r o m the t r a c k a t
.&hem o m e n t of commenccement of -the initial entry turn would h a v e . b e e n

2.4. 5. 3. 1 This d i s t k c ' e m u s t b e added a s a displacenlent vector to SQ the vector

being at right angles to the original t r a c k , s o that the maximum displacement of the a i r -
c r a f t f r o m t h e facility will.be SR.

Sinc.e, td = 0 . 18 minutes

s i n 5O = 0.'087

it follows that

2.4. 5.4 If under the s a m e s e t of conditions an entry i s m a d e f r o m another

direction t h e maximum displacement will s t i l l b e equal to SR. provided that the angle
through which the a i r c r a f t t u r n s i s equal to o r g r e a t e r than (83 +
90) d e g r e e s , hence the
air c r a f t will r e m a i n within the c i r c l e centred at S with a radius SR.

2.4. 6 F r o m the entry s e c t o r s i l l u s t r a t e d in F i g u r e 1-2 ( P a r t 11, Chapter 1 ,

p r o c e d u r e s S e c t i o d ) i t can b e seen that e n t r i e s m a d e f r o m Sector 3 will r e s u l t in an
initial right t u r n after p a s s a g e over the VOR. Accordingly, ,ana r c of a c i r c l e drawn
f r o m R to th e point of intersection with the already established holding a r e a will
encompass Sector 3 initial turns.

2.4.7 -Point G.1 i s the m o s t a d v e r s e position in the direction of the D-axis of

the entry pattern after 85 d e g r e e s of t u r n assuming the following conditions:

N6te. - For the sake of simplicity GI is plotted directly belovr F1, but the wind effect is calculated
-
from the far edge of the TO/FROM signal error zone through the first 85 degrees of turn.
. '
i) An entry heading of 200° r e l a t i v e to the B - a x i s ;

-ii) , the initial entry turn i s executed t o the right and commenced
.td minutes after p a s s a g e of. the f a r end edge of the TO/'FROM
.signal e r r o r zone;
Attachment C 37

iii) , the wind direction is parallel to the D-axis

2.4. 8 . Point L 1 i s one of the two m o s t a d v e r s e positiotls in t h e ' d i r e c t i o n of

the,C-axis of the entry a f t e r the f i r s t 105O of the t u r n to,inbound,. under the
as sumption of the following conditions:

i) T h e entry t r a c k i s f r o m the VOK in the direction of the B - a x i s ;

ii) the a i r c r a f t p a s s e s to t h e right of the station (distance X Y ,

Figure C - 6 ) ;

iii) the entry t u r n i s executed to t h e right, t d min. after p a s s i n g

the f a r edge of the T O / F R O M signal e r r o r zone,;

v) for simplicity, point L1 i s plotted after the f i r s.t 9 0 degrees of

the t u r n t o inbound, although the distance K2 L 1 i s computed f o r
105 degrees of turn;

vi) the heading on outbound i s p a r a l l e l t o the C-axis;

vii) the wind is in the direction of the C-axis.

2,4. 8. 1 T h e t i m e to fly f r o m the f a r end edge of the T O / F K O M signal e r r o r

zone t o position L 1 i s

T + ttd 195
-
6OK min. ( 195 d e g r e e s of t u r n )

Point Z8 i s ' t h e airposition afte; the f i r s t 90° of the turn to ,inbound

2. 4. 8. 2 Z8 L 1 i s the wind effect.during T + ttd t -

195 minutes
6 OK
plus the
distance XY

Since t t d = 0. 2 5 min.
3. 25
K 2 L l = r + ( T + 0 . 2 5 + R) w t X Y
38 Procedures - A i r c r a f t Operations

2.4.8.3 P o i n t L 2 , t h e m i r r o r i m a g e o f L ~ w i t h r e s p e c t t o t h e C - a x i s ,i s t h e
other m o s t a d v e r s e position in the direction of the C-axis of t h e entry pattern after the
f i r s t 105' of t h e t u r n t o inbound a n d u n d e r the assumption of t h e following conditions:

.i) T h e entry t r a c k i s f r o m the fix in the direction of the D-axis;

ii) the a i r c r a f t p a s s e s t o the left of the VOR;

iii) the entry t u r n i s executed t o the left, td rnin. after passing the
f a r end edge of the T O / F R O M signal e r r o r zone;'

iv) the t i m e on the outbound i s T + t d min. ;

v) for simpl<city, point L1 i s plotted a f t e r the f i . r s t 90 degrees of
the t u r n to inbound, although the distance K2 L1 i s computed
for 105 degrees of turn;

vi) the heading on outbound i s parallel to the C -axis;

vii) the wind i s i n the direction of the C-axis.

2 . 4 . 8. 4 Point W i s the m o s t a d v e r s e point in the direction of the D-axis of.

the entry p a t t e r n after completion of the f i r s t 195 degrees of the t u r n to inbound under
the a s sumption of ,the following conditions :

i) . T h e entry t r a c k i s f r o m the VOR in the direction of t h e B-axis;

ii) the initial

t
entry t u r n i s executed t o the ri-ght;

iii) position W1 i s derived by assuming that t h e a i r c r a f t , at the end

of the outbound leg, has drifted onto the line,, which m a k e s an
. angle of 5 d e g r e e s with the inbound t r a c k ;

iv) the wind i s p a r a l l e l to the D-axis

= t h e wind effect during 195 d e g r e e s of t u r n

Z9 W
Attachment C 39

TABLE 1

PARAMETERS, FACTORS A N D DIMENSIONS ASSOCIATED

WITH T H E CONSTRUCTION O F T H E BASIC HOLDING AREA

ink Par ~ e t e r Assumed o r calculated value

1 IAS 220 Knots

2 Bank angle 25O

3 Altitude 4 250 m e t r e s ( 1 4 000 f e e t )

4 V 4. 70 NM/Min. ( T r u e a i r s p e e d c o r r e s p o n d i n g t o 220 Kts. IAS)

5 R 1. 8 d e g r e e s / s e c .

6 r 2.49 NM

7 z 1. 33 NM

8 a 0. 16 NM
-
9 9 0. 35 NM

10 T 1. 0 Min.

11 td 0. 18 Min.

12 tid 0. 25 Min.

13 w 1. 2 5 NM/Mln.

11 FZ2 r = 2.49; F Z 2 = SE

15 EF a + 0. 18 V = 0. 16 t 0 . 18 x 4 . 7 = 1 . 0 2

16 FG r t w ( 0 . 18 + -)1 75
R
= 2.49 + 1. 25 ( 0 . 18 t E
1. 8
5
) = 3. 9 4

17 FH r t 0. 35 z + 0.016 V t- a 2.92 w
+- = 5.09
10 \ R

18 EK a t (T + tId) V = 0 . 16 + 1. 25 x 4 . 7 = 6 . 0 4
19 IJ (C.43 + T + -V2)a. ( w t 0 . 0 8 7 V ) r--0 . 3R3 w - ( 1 . 5 ) - ( 1 . 6 6 )+ 0 . 2 3 = 2 . 7 2

20 KL r + ( 0 . 2 5 + T +-4 'R7 5 ) W = 2. 49 t ( 3 . 8 9 ) 1. 25 = 7 . 3 5

21 MN 2 r + 3.25w
R
+ + (T + ttd) .
I
V tan 5O = 4 . 9 8 t 2. 26 + 0. 53 = 7 . 7 7
40 Procedures - Aircraft Operations

TABLE 2

PARAMETERS; F A C T O R S AND DIMENSIONS ASSOCIATED WITH THE

.CONSTRUCTION O F THE ENTRY AREAS

Line P a r arneter Assumed o r calculated value

1 tan@
, r - 2.49
= 2.48
- a + 0. 18V 0. 16 + ( 0 . 18 x 4 . 7 )

2 (pt 90)O 70 -i- 90 = 160°

3 SO a + 0. 18 V = 0 . 16 + ( 0 . 18 x 4 . 7 ) = 1 . 0 1
4 O F1 r = 2.49

5 FIQ b. 8 t = 2 . 4 9 t 1. 25 [O. 18 +*I= 4.56

6 QR 0. 35 z +z
a
t 0 . 0 1 6 V =, ( 0 . 35 x 1.33) t 0. 016 t ( 0 . 016 x 4 . 7 ) = 0 . 57

7 FIG1 1 42 1.42
r t ( 0 . 1 8 t*? w = 2.49 t ( 0 . 1 8 t~ ) 1. 25 = 3 . 7 0
-
8 SO1 a + Vtd = 0. 16 + ( 4 . 7 x 0. 18) = 1.01

9 OlF2 r = 2.49

10 F2K2 ( T t ttd) V = 1.25 x 4.7 = 5.88

11 XY q + (Z t a t Vtd) s i n 5' = 0. 57

12 K2Z7 r = 2.49

13 Z8Ll 195 w
XY t (T t t t d tKR) = 0.57 t ( 1 . 2 5 t 1.81) 1.25 = 4 . 4 2

14 SM2 r + ( T .t t f d ) V = 2 . 4 9 t (1. 25 x 4 . 7 ) = 8. 37

15 MzM3 SM2 - t a n '5 = 8.37 x 0. 087 = 0 . 7 3

16 M3Z9 2 r = 4.98

17 'gWl 19 5 3 25
w wK= 1 . 2 5 x- 1. 8
= 2.25

18 M2W1 M2M3 t M3Z9 + Z9Wl = 0 . 7 3 + 4.98 + 2.25 = 7.96

19 olLl 2 r t F2 K 2 + Z8 L 1 = 4.98 t 5.88 + 4 . 4 2 = 15.28

L.
Attachment C 43

3. - ALTERNATIVE CONSTRUCTION O F THE BASIC HOLDING AREA AND THE

ASSOCJATED ENTRY AREAS B Y PLOTTING

General Comments

The example in Diagram 3 i l l u s t r a t e s a b a s i c holding a r e a and i t s

associated entry a r e a for holding over one VOR. T h e s a m e method a s outlined in the
following text i s applicable for other facilities o r combinations thereof, such a s NDBs,
VOR r a d i a l intersection holdings, etc. However, s o m e f a c t o r s involved with the calku-
lations have. t o be modified.

Lf-viewed f r o m ' a logical point of view c e r t a i n s t e p s in the plotting of

t h e s e a r e a s appear contradictory, s o m e of the assumptions never o c c u r r i n g jointly.
However, such apparent contradictions although deliberate z r e m i n o r in effect; they a r e
done i n t h e i n t e r e s t of simplicity of. plotting; they always i n c r e a s e the protected a i r s p a c e ,
i. e. the a r e a concerned and thereby promote safety.
44 Procedures - Aircraft Operations

3 . 1. - P a r a m e t e r s , F a c t o r s and ~ i m e n s i o n s
A s s o c i a t e d With t h e A r e a Construction

(Reference Diagram 3 )

T h e £allowing p a r a m e t e r s h a v e b e e n u s e d and. a s surnptions h a v e been

m a d e in t h e c o n s t r u c t i o n of t h e a r e a s .

3. 1. 1 JAS = 220 knots.

3. 1 . 2 Bank angle = 25O.

3. 1. 3 Altitude . = 4 250 - m e t r e s ( 14 000 f t ) .

'3. 1. 4 T. A. S. = 4. 70 N M / m i n . ( 2 8 2 knots).

3. 1.5 R a t e of t u r n = 1. 80 d e g r e e s / s e c .

3. 1. 6 Radius of s t i l l a i r t u r n = 2. 49 N M .

3.1. 7 Radius of cone effect a r e a = 1. 33 NM.

3. 1 . 8 . L i m i t s of T O / F R O M s i g n a l e r r o r zone = 0 . 16 NM.

3. 1. 9 Outbound t i m i n g = 1. 0 , m i n o

3.1. 10 T i m i n g toler,ance o v e r f i x = 11 s e c s (0. 18 m i n ) .

3. 1. 11 T i m i n g t o l e r a n c e on outbound leg = -5 to + 15 s e c s ( - 0 . 0 8 to t 0 . 2 5 MIN)

3. 1.12 Wind s p e e d = 1. 25 NM/min (7 5 knots).

3. 1. 13 T e m p e r a t u r e = I S A t 150C = t 2O C.

3. 1. 14 T h e t i m i n g of t h e outbound l e g i s a s s u m e d to s t a r t f r o m t h e outbound
edge of t h e - T O / F R O M s i g n a l e r r o r zone o r at t h e completion of t h e t u r n at the f i x end.

3. 1. 15 . T h a t on t h e f i r s t a p p r o a c h to t h e fix t h e cone i s e n t e r e d within + 15O of

the intended t r a c k .

3..1. 16 T r a c k i n g a c c u r a c y through t h e cone o.f f 5O i s a s s u m e d .

3. 1. 1,7 Heading e r r o r outbound f 5O.

3. 1. 18 T h a t b e c a u s e of VOR guidance an a i r c r a f t will n o t c r o s s t h e inbound

t r a c k , by m o r e than t h e t o l e r a n c e of 5O, whilst s t i l l outbound.
Attachment C 45

3 . 2. - Construction of 0 r 6 i d i r e c t i o n a l Wind Terriplate

( R e f e r e n c e Diagr a m 4)

3.2. 1 T h e f i r s t s t e p i s to c o n s t r u c t a t e m p l a t e . t o d e t e r r n i n e t h e a r e a r e q u i r e d
to contain a t u r n of 360° with a n o m n i d i r e c t i o n a l wirid of m a x i m u m speed. T h i s t e m p l a t e
. .
i s c o n s t r u c t e d a s follows:

i) T h e c i r c l e t h r o u g h a , b , c , d, e, f , g , h , a , r e p r e s e n t s a s t i l l
a i r t u r n through 360° and i s d r a w n with a r a d i u s a p p r o p r i a t e t o
t r u e a i r s p e e d . (In this c a s e 2. 45 NM);

ii) t h e points b l , cl, e t c . , r e p r e s e n t t h e m o s t c r i t i c a l p o s i t i o n s which

would b e encountered at v a r i o u s s t a g e s of t h e t u r n , a s s u m i n g t h e
m o s t unfavourable wind d i r e c t i o n i n e a c h c a s e . They a r e d e t e r m i n e d
by swinging s u c c e s s i v e a r c s f r o m b , c , e t c . , with r a d i i equal to t h e
r e l e v a n t wind effect f o r t h e t i m e in the t u r n f o r i n s t a n c e :

radius = w t

w h e r e w = wind s p e e d i n NM/rilin.

t = t i k e in t u r n in m i n u t e s

arc b - bl '

t u r n = 45O

t i m e = 25 s e c s (45O a t 1 . 8 d e g r e e s i s e c )
'

t = 0 . 4 2 min.

w = 1 . 2 5 NM/min.

radius = 1. 25 ( 0 . 42) = 0. 52 NM

a r c c - cl

t ~ r n= 90'

t i m e = 50 sec. (90° a t 1.80. d e g r e e s / s e c )

..

t = 0. 84 min.

radius = 1. 25 ( 0 . 84) = 1 . 0 4 NM
46 P r o c e d u r e s - Air c r a f t O ~ e r a t i o n s

..3. - Alternative Construction of the B a s i c I f o l d k g A r e a

The construction of t h e holding a r e a (Diagram 3) is achieved a s

foilows:

3.3. 1 A r epr es eats the \TOR station.

3.. 3.2 . A B C D r e p i e s e n t the nominal s t i l l a i r holding pattern.

3.3.3 With c e n t r e a t A draw a c i r c l e of radius equa.1 t o the cone effect a r e a

(.I. 33 NM).

3.3.4 P l o t 15O l i n e s f r o m A t o A l and A2, A1 and A2 then r e p r e s e n t the

limits of entry into t h e cone.

3.3. 5 P l o t l i n e s a 1 . a 2 and a3 a 4 e i t h e r s i d e of A t o r e p r e s e n t the l i m i t s of

the TO/FROM signal e r r o r zone. Distance f r o m A = 0.16 N M .

3. 3.6 P l o t a 1 a s ,and a 2 a 6 a t 5 0 either s i d e of t h e p r e s c r i b e d t r a c k and length

such that a 3 a 5 and a 4 a 6 = 11 seconds a t maximum ground speed.

1.e. . .l l s e c , a t ( 2 8 2 + 7 5 = 357) kt, = 1.09MM.

3.3.7 . a1 a 2 a6 ag r e p r e s e n t s the total a r e a f r o m which t h e t u r n f r o m inbound

t o outbound t r a c k can be commenced. T h i s a r e a i s t h e fix position accuracy a r e a
including the 6 seconds pilot reaction t o l e r a n c e and the 5 seconds tolerance to establish
bank.

3-3.7. 1 F o r other types .of fix the equivalent a r e a s should,be established using
the relevant navigation aid t o l e r a n c e s .
3-3-8 P l a c e the template point "aW'onag @cis a a! a t night angles to the inbound
t r a c k ) a n d draw.c u r v e ag E El.

3-3.9. P l a c e the template point "a" on a 5 and d r a w c u r v e E2 F.

3,3,10 ' Soin ELamdl E2 by their common t a a g w t .

3-3. 1.'k Construct a r e a b I b2 b6 b j a ~ o u n dB in t h e s.mme m a n n e r a s a l a2 a 6 a5.

3-3.-k2 W i t h c a t r e s b l , b2, bg Sxid'b5 d r a w a r c s of r a d i u s equal t o wind effect

during P86) d e p ' e e s of t u r n h d join t h e s e a r c s by common t a g m t s :

3,3,I2,1 The a r e a s o f o r m e d r e p r e s e n t s the tot& a r e a of probability at t h e

campl e%ionof the h r n t~ ~ t b o Beading.
~ d

3,3.12, from b l , b2, b g aernd b 6 c o n s t m c t l i n e s bg c5, bg c p , b l c1, b6 c6, b6 c 4

a d b~ c~ Gvergisag at 5O Prom t h e p r e s c r c b e d outbound Beadhg. T h e length of bg c5 and
bh C6 shmPd be 55 seconds at txue a i r s p e e d (4.3 1 NM) a d the r e m a i n d e r 7 5 s ec, a t t r u e
&rspe& 45, $6 =).
Attachment C 47

3. 3. 14 T h e a r e a bounded by c l c2 c 4 ~6 c5 c 3 r e p r e s e n t s t h e a r e a of p r o b a -
bility at t h e end of t h e outbound l e g c o r r e c t e d only f o r cone effect, heading and timing
t o l e r a n c e s . Wind effect and an' allowance for timing c o m m e n c e d f r o m t h e outbound edge
of t h e T O / F R O M s i g n a l e r r o r zone h a v e yet to b e added.

3. 3. 15 A r c s a r e swung with c e n t r e s cg and c6 and r a d i u s equal to wind effect

f o r t h e tirn-e during t h e f i r s t t u r n ' a n d t h e m i n i m u m outbound l e g , i . ' e . 100 s e c s . + 5 5 s e c s .

radius = 155 s e c , at 75 knots = 3.23 NM.

3. 3. 16 F r o m c l , c2: c 3 and c 4 s i m i l a r a r c s a r e c o n s t r u c t e d but i n t h e s e

c a s e s allowing f o r t h e o v e r t i m ~ n gc a s e , i. e.

r a d i u s = (100 4 75 ' = 175 sed. a t ' 7 5 knots) = 3:65 NM.

3. 3; 17 T h e a r e a of probability a t t h e end of t h e outbound l e g i s completed by

joining t h e s e a r c s by c o m m o n tangents. ( F o r o t h e r altitudes t h i s a r e a m a y b e l i m i t e d
by t h e inbound t r a c k t j O , e. g. l i n e A-Dl. )

3. 3. 18 Draw tangent FG G2.

3. 3. 19 J o i n b 5 F , cg G and c 3 G2. ( T h e s e l i n e s a r e a t r i g h t angles to F G2,)

3. 3.20 E x t e n d b 2 b l to cut F G 2 a t B2.

3.3.21 F B 2 r e p r e s e n t s t h e t r a c k in the most, critical c a s e f r o m t h e time the

t u r n to'outbound heading i s completed u n t i l t h e outbound 'edge of t h e T O / FROM s i g n a l
e r r o r z o n e i s r e a c h e d . F B 2 i s t h e r e f o r e extended beyond G2 to H s u c h that F G 2 =
B2 H.

'3. 3.22 Draw tangent H H1.

3. 3. 23 P o i n t s K and K1 a r e e s t a b l i s h e d by s i m i l a r m e a n s on t h e i n s i d e of t h e
pattern.

3 . 3 . 24 P o i n t K2 i s e s t a b l i s h e d s u c h t h a t B3 K 2 equals F1 G1. B g i s equivalent

to t h e outbound edge of the TO/FROM s i g n a l e r r o r z o n e on F1 G1. K 2 i s + t h ec l o s e s t
point to the facility f r o m which t h e t u r n f r o m outbound to inbound m a y b e s t a r t e d if t h e
outbound l e g i s u n d e r t i m e d f r o m t h e ' outbound edge of t h e T O / F R O M signal e r r o r zone.

3 . 3. 25 T h e a r e a i s completed by use' of t h e t e m p l a t e , s t a r t i n g by placing

point "a" o v e r H and t h e r e a f t e r moving th'e t e m p l a t e point "a" p r o g r e s s i v e l y around
through H1, K1, K and K 2 ( a x i s a e a t r i g h t a n g l e s to the inbound t r a c k throughout).
This determines t h e o u t e r l i m i t of t h e b a s i c p a t t e r n through L to M.

3. 3. 26 T h e b a s i c a r e a i s completed by drawing tangent E M.

48 Procedures - Aircraft O ~ e r a t i o n s

3. 4. - A l t e r n a t i v e Construction of. t h e ~ n t Arr e~a

A s suming Omnidirectional E n t r y

Adjustment of t h e a r . e a t o c a t e r f o r t h e m o s t a d v e r s e e n t r i e s . ( D i a g r a m 3)
i s a c c o m p l i s h e d a s follows:

3.4. 1 E s t a b l i s h points a7 and a8 i n t h e s a m e m a n n e r a s a5 and a6 but r e l a t e d

to a n e n t r y f r o m a d i r e c t i o n a t 70' to the holding s i d e of t h e inbound t r a c k .

3.4.2 P l a c e t e m p l a t e point "a" f i r s t on ag and d e t e r m i n e t h e a r e a l i m i t

through a8 N ( a x i s a e aligned a t r i g h t a n g l e s t o e n t r y t r a c k ) .

3.4. 3 Move t e m p l a t e a c r o s s t o a7 and d e t e r m i n e t h e l i m i t s through 0 and P .

3.4.4 w i t h c e n t r e A and r a d i u s A F d r a w a n ' a r c FP.

3.4. 5 T h i s c o m p l e t e s t h e a r e a a t t h e f i x end f,or a l l e n t r i e s f r o m e n t r y

S e c t o r 3. ( F i g u r e 1-2, P a r t 11, Chapter 1, [ ~ r o c e d u r e s s e c t i o n 3 )

3. 4 . 6 Adjustment of t h e a r e a to c a t e r f o r e n t r i e s f r o m e n t r y S e c t o r 1
( F i g u r e 1-2, P a r t 11, Chapter 1, [procedures s e c t i o q ) , turning l e f t t o t h e outbound t r a c k
a c c o m p l i s h e d a s follows:

3. 4. 6. 1 R e v e r s e t h e t e m p l a t e ( l e f t hand t u r n ) and p l a c e t e m p l a t e point "a" on

a7 with a x i s a e aligned a t r i g h t a n g l e s to the e n t r y t r a c k a n d d r a w a 7 Q.

3. 4, 6. 2 P o i n t s R 1 and R 2 a r e e s t a b l i s h e d ' a s t h e c e n t r e s of t u r n s f r o m a 7 and

a8 r e s p e c t i v e l y such that R a7 and R a 8 equal r a d i u s of t u r n , ( 2 .4 9 , N M ) .

3 . 4. 6. 3 P o i n t s , R 3 and R 4 r e p r e s e n t a i r positions a f t e r 105 d e g r e e s left t u r n

f r o m a7 and ag.

3. 4. 6 . 4 P l o t R 3 S 1 and R 4 S 2 diverging a t 5O fr.om t h e holding p a t t e r n outbound

t r a c k and length equal to 75 seconds at t r u e a i r s p e e d ( 5 . 86 NM).

3 . 4 . 6. 5 With c e n t r e S and r a d i u s equal. to win& i f f e c t f o r 105 d e g r e e s t u r n

plus 75 s e c o n d s outbound l e g d r a w a r c through T
. .
radius = lo5 + 1 . , 2 5 ) 1 . 2 5 = 2.78NM.
( 1 . 8 x 60

3.4.6.6 WithcentreS2and-thesameradiusdrawan'arcfromT2throughTj
to U and U1.

3. 4. 6. 7 Join Q T l T2.

3. 4. 6. 8 T h e a r e a i s completed by u s e of t h e t e m p l a t e s t a r t i n g by placing
point "a" o v e r T 2 and t h e r e a f t e r m o v i n g point "a" p r o g r e s s i v e l y a r o u n d through T 3 to
U ( A x i s a e aligned a t r i g h t angles to t h e inbound t r a c k throughout, and for a left hand
t u r n . ) T h e e n t r y a r e a b e c o m e s co-incident with t h e b a s i c a r e a a t V. T h i s c o v e r s a l l
e n t r i e s f r o m e n t r y S e c t o r 2.
Attachment C 49

3.4. 6, 9 E s t a b l i s h point a 9 a s f o r a but r e l a t e d t o a n e n t r y f r o m e n t r y Sector 3,

r i g h t h a n d t u r n w o r s t e$se, i. e. a t r i g h t angle t o inbound t r a c k non-holding side.

3. 4. 6. 10 E s t a b l i s h W, the c e n t r e of the t u r n , a t 2.49 NM f r o m a 9 on a line

p a r a l l e l to AD.

3.4. 6. 11 w i t h c e n t r e W a n d r a d i u s of t u r n of 2. 49 NM e s t a b l i s h W1 and W2
r e p r e s e n t i n g 85 d e g r e e s a n d 95 d e g r e e s of t u r n r e s p e c t i v e l y .

3.4. 6, 12 E s t a b l i s h W3 and W 4 (5. 8 6 NM i. e. 75 sec. , TAS) along h e a d i n g s 0850

and .095O r e s p e c t i v e l y ,

3.4. 6. 1 3 With c e n t r e W3 a n d r a d i u s equal to wind e f f e c t f o r 8 5 d e g r e e s of t u r n

(47. 2 sec. + . 7 5 see. = 122. 2 sec., i. e. .2. 55 NM) s t r i k e a r c X to Xi.

3.4. 6. 14 . With c e n t r e W4 a n d r a d i u s equal to wind effect f o r 95 d e g r e e s of t u r n

(52. 8 sec. +- 75 s e c , =. 127. 8 see., i. e. 2:66 NM) s t r i k e a r c X2 to.X3?

3.4. 6. 15' D r a w commori t a n g e n t X1 to X2.

3.4. 6. 1 6 T h e a r e a is c o m p l e t e d by u s e of t h e t e m p l a t e s t a r t i n g by placing
point "a" p r o g r e s s i v e l y a r o u n d through XI and X2 to X3 to e s t a b l i s h . a r c Y Z (axis a e
a l i g n e d a t r i g h t a n g l e s t o t h e inbound t r a c k throughout).
50 Procedures - Aircraft 0ue.rations
TEMP.IiATE
. . .
FOR -PLOT?CING OMNIDIRECTIONAL WINDS
. . .
52 Procedures.- Aircraft Operations
. .

D M E S L A N T R A N G E / G R O U N D DISTA'NCE

DIAGRAM 5
 ATTACHMENT D

GUIDANCE
- - - L U T E RIAL RE LATE D T O hlISSE D APPROACH
- - -

PROCEDURES INVOLVING A TURN

( T h i s m a t e r i a l e m a n a t e d f r o m the 4 t h A i r Navigation C o n f e r e n c e )

M i s s e d Approach P r o c e d u r e s Involving a T u r n

F o r m i s s e d a p p r o a c h p r o c e d u r e s involving a t u r n h e following p a r a m e t e r s w e r e
taken into account by one State:

i ) T h e pilot will follow t h e e s t a b l i s h e d p r o c e d u r e s .

ii) T h e wind i s a s s u m e d not to exceed 20 kt. f r o m a n y d i r e c t i o n , b e c a u s e s u r f a c e

winds w e r e a s s u m e d not t o e x c e e d 10 kt,

iii) T h e speed i s a s s u m e d to r e m a i n within the l i m i t s of 100 to 1'80 kt.

iv+ T h e angle of bank is not l e s s than 20'.

THIS PAGE INTENTIONALLY LEFT BLANK
 INSTRUMENT APPROACH PROCEDURES BASED ON A FACILITY
OFFSET FROM 'THE RUNWAY CENTRE LINE

Note - This rnaterial'emanated 'from the F i r s t Meeting. of :the Obstacle ~ 1 e a r a n c . e

~ a n e and
i d e s c r i b e s h e pr6cedure.s uged by F r a n c e .and the U; S. A.

1. A s a r u l e a n instrument approach procedure based on a facility not located on the

c e n t r e line shall be followed by a v i s u a l manoeuvre in the vicinity of the a e r o d r o m e
( s e e PANS-OPS, P a r t 11, Chapter 3).

It i s , h o b e v e r , possible in some instances to align c e r t a i n instruinent

approach procedur'e,based on a facility located off the c e n t r e line to those based on
a facility on the c e n t r e line,, if the r e s p e c t i v e locations of t h e runway, the runway
c e n t r e l i n r a n d the -prdscribed final approach t r a c k . a r e governed by c e r t a i n epecific
conditions, in such a way that the nominal visual manoeuvre c o r r e s p o n d s to a v e r y
s m a l l change bf heading-at the conclusion of a final approach using instruments.

2. In o r d e r to be aligned on a ckntr'e.line ghocedure, the i n s t r u m e n t a p p r ~ a c h~ r o c e d u r e

based on a n dff-centre'~1ineai'd &ust conform to the following conditidns:

a ) The angle formed by the nominal final approach path and the runway c e n t r e iine
shall not exceed 30°.

b) In t e r m s of the value bf distaGce d between the runway threshold and the point, a t
which the nominal final approach path i n t e r s e c t s the runway c e n t r e l i n e , the Alpha
angle between the final approach t r a c k ( F i g u r e E-1) and th'e runway c e n t r e line
should not normally exceed the value shown i n 6 e following table:

Note. - Interpolation
- should be used f o r values not shown in the above table.

3. Associated a r e a s

The associgted a r e a s s h a l l be those which would have been used if the f i n a l approach
t r a c k had been identical with the runway- .
c e n t r e line. ,

The final ,approach a r e a shall be bounded by a perpendicular passing through the point
of intersection of the final approach t r a c k a n d the runw,ay c e n t r e line ( F i g u r e E-Z), o r
by a perpendicular drawn through the facility, i f the l a t t e r i s downstream f r o m t h i s
inter section point ( F i g u r e E-3).
4. Obstacle c l e a r a n c e s
The obstacle c l e a r a n c e s shall be t h e s a m e a s t h o s e , w h ~ ~
would
h have been used if the
saink'f&cility had b&ri located dn the rugway c e n t r e line.

(Doc 8i68-0~~/61~/3) 6/1/72

56 P r o c e d u r e s - A i r c r a f t Operations
Attachment E 57
58
. .
Procedures - Aircraft Operations
Attachment E 59

B. PROCEDURE PRESENTED BY U. S. A .

1. Final approach course alignment

Strai ht In The angle of convergence between the final approach course and
the exten? eLrunway
+=- centre line shall not exceed 30 degrees. The final approach
course shouid be aligned to intersect the extended runway centre line 3 000 feet out-
ward from the runway threshold. When an operational advantage can be achieved,
this point of intersection may be established at any point between the runway threshold
and a point 5 200 feet outward'f r o m the runway threshold. Also, where .an operational
advantage can be achi'eved, a final approach course which does not intersect the run-
way centre line, o r which intersects it a t a distance greater than 5 200 feet f r o m the
t h r e s h o l d , may be established provided such a course lies within 500 feet laterally of
the extended runway centre line a t a point 3 000 feet outward fr.om the runway threshold.
See figure below. The desired final approach course permits the a i r c r a f t to execute
one smooth turn to the runway. The optional limits define the final approach alignment
limitations with one mile visibility.

MINIMUM POINT

AT ANY POINT

RUNWAY $
OF INTERSECTIOK
\

ALIGNMENT OPTIONS FOR FINAL APPROACH COURSE

On-Airport Automatic Direction Finder (AD??).

With Final Approach Fix (FAF).
Straight-In Approach Procedure.

*
THIS PAGE INTENTIONALLY LEFT BLANK
 ATTACHMENT F

GROUND EXCHANGE O F OPERATIONAL METEOROLOGICAL IKFORMATION

( T h i s m a t e r i a l r e p r e s e n t s p a r t of the s t a t e m e n t o f . b a s i c o p e r a t i o n a l r e q u i r e -
m e n t s for regional planning developed 'by the A i r Navigation c o m m i s s i o n )

The ground exchange o-: 1;perational m e t e o r o l o g i c a l information should s a t i s f y

the. r e q u i r e m e n t s of the pilot-in-command and the o p e r a t o r ' s l o c a l r e p r e s e n t a t i v e , b e f o r e
and d u r i n g flight, a s s t a t e d in the following T a b l e , with due r e g a r d to the n e e d f o r e c o n o m y
in the volume of routine ope'i-ational m e t e o r o l o g i c a l t r a f f i c t.o be exchanged on A F T N
circuits:

R e q u i r e d coverage and/or period of validity of

Type of information information t o be available

At d e p a r t u r e a e r o d r o m e - F o r a i r c r a f t in flight
Routine and s e l e c t e d
special r e p o r t s

. . For departure aerodrome F o r a l l flights. Exchange During f i r s t X/Y h o u r s of

and a l t e r n a t e s involved only f o r r e p o r t s flight*
of a l t e r n a t e a e r o d r o m e s .

F o r final a e r o d r o m e and F o r flights not exceeding During l a s t X/Y h o u r s of

alternates X/Y h o u r s flying t i m e * ' flight*

F o r significant observation Along and adjacent to Along and adjacent to

stations ( r o u t i n e r e p o r t s route up to distance route up to d i s t a n c e
only) corresponding to X ho,urs from aircraft corres-
flying time* ponding to'X h o u r s
flying time*

Air-reports F o r whole route Appropriate special a i r

r e p o r t s f o r route ahead

SIGMET information F o r route ahead up to F o r route a h e a d up t o

d i s t a n c e corresponding t o distance from aircraft
Y h o u r s flying t i m e ) corresponding to X h o u r s
flying t i m e

A e r o d r o m e f o r e c a s t s and A s p e r PANS-MET 2.5,2.5. 2.4 A.s a t d e p a r t u r e a e r o -

amendments f o r validity p e r i o d s a p p r o p r i a t e d r o m e , but f o r e c a e t s a r e
to the flight r e q u i r e d to be available
only a s long a s a p p r o -
priate

P r e s s u r e values Exchange r e q u i r e m e n t 6 a s p e r P P N S - M E T 2. 5. 8
Landing f o r e c a s t s No exchange r e q u i r e m e n t s F o r a e r o d r o m e of intended
landing during l a s t hour
of flight , .

Area Forecasts F o r flights f o r which the No exchange r e q u i r e m e n t s

e n t i r e s e r v i c e i s not, provided
by the l o c a l meteorological
office

Upper wind and ternp,erature No exchange r e q u i r e m e n t s -9s p e r PANS-MET

torecasts 2.5.3.8and2.5.1.9.2.2
(En-ro:lte f o r e c a s t s e r v i c e )

-
Note: T h e valges of X and Y a r e ,determined by regional a i r n a v i g a t ~ o na g r e e m e n t

:' With posslblc exceptions to X/Y f o r c e r t a i n routes (X applies to routine r e p o r t s and Y to

selected special reports).

- END -

(Doc 81 68-OPS/ 61 1 / 3 )
 ICAO TECHNICAL PUBLICATIONS
Thu following summary gives the stotus, and also
describes in general terms the contents of the various
series of technical ptcblications issrcecl b y the inter-
national Civil Aviation Orgunizntion. I t does not include
specialized publications that (lo not fall sr~ecifically
t ~ i t h i none of the series, such us the Ir:Ao Aeronalttical
Chart Catalogite or the Mc?cqrologic;\l Tables for
Interni~tion:~lAir Navig t'lon.
IN2'ERNAY'iONAL STANDARDS AND RECOM-
MENDED PRACTICES ;ire 3cloptccI l,y the Cor~l~cil
in accorclance with Articles 54, 37 i ~ n d80 of t l ~ aCon-
vention on international Civil Aviation and arc cicsig-
~ ~ a t e dfor
, co~~venie~~ asc cAn~lexes
, to the Conventio~~.
The 11nifon11 npplic;rtio~i by Contracting States of tlic
5peciAcations comprisetl in the It~ternationnl Sta~~dirrcls
is recognized as necessary for the safety or req~~litrity
of international air navigation while the unif'or~:~npp!i-
cation :)f the .speciEcations in the necommcndel: Pr,w
tices is regarded as tlesirahle in the interest of sl~fcty,
regi11n:ity or eficiency of international air nnvig;ition.
Knowledgt: of any clifrrcnces between tlic netion;~lregii-
1,rtions or practices of n State irrd thosc ost;~hlished 1,y
an International St;inclard is c?ssential to the safety o r
reguli~rity of international air nnvigntio:~. I11 the t:vc~it
of non-co~nplia~ncewith ;In Intern:~tiol~nlStnr~d:~rtl,n
State has, in fact, all obligation, ~tntler Article 38 cli
the Convention, to notify the Col~ncilof ; u ~ y~Iifl'erences.
K~~o~vleclgc o f clilferenccs from I<ecu)1nn1en2etlI'rircticcs
Illay .~lsohc i~nportantfor the safety of air n;ivigatitr~l
a ~ ~ altliougln
d, the Convention does 11ot i r n p ~ s eany ol~li-
gntion with regart! theretl,, the Cortncil l ~ a si~lviteclCo1,-
tracting Stntec to notify sr~chdiricrcnccs ill ;~d~!iti:)nto
those relating to Intcriiational Standards.
I'ROCEDURES b'OR A I H NAVIGATION S E R V I C E S
( P A N S )art: ;~pprove~I 1)y tht: Col~ncil for worlcl-wi:le
;ippIicntiot~.They colnprise, for the most Ix~rt,opt:r;~ting
proecclarer rcg;irdcd as not yet hnvins :ttt:iinecl ;I si~lfi-
cicnt clegrctt: of nlaturity f[:r ;icloptir)~~;IS Inter~~i~tionnl
St;indards anti Recommendetl E'racticcs, ;IS wcH ;IS
~nntcri;il of II more pcminncnt cl~nmcterwhich is con-
sidered too detailecl for incwrpor;rtio~~in ;i11 Annex, o r
is sr~sccptible to freql~ent amendment, for which tlle
processes of the Convention woi~ld he too cr~illbersorne.
As in tli~'t . i ~ s of
~ ' Rc~comn~rn~lctl
Pr:~c,ticcs,thr Coiuncil
has invited Contracting States to notify any differences
between their national practices and the P A N S when the
knowledge of s i ~ c hdifferences is important for thc safety
of air navigation.
REGIONAL SUPPLEMEN T A W PROCEDURES
(SUPPS)hxve ;I statr~ssimilar to that of PANS in that they
arc approved by the Council, but only for application in
the respective regions. They are prepared in consolidated
form, since certain of the procedr~resapply to overlapping
regions or are colilnlon to two or more regions.
r ,
I l ~ efullowit~gt,rrblicuti~t~.s arc lirer~tirctlII~Jrrutliorit!i
of the Secretary Geriernl in nccurclnt~cc?tcitl~file principles
trtitl policies at?llrc~uetl/ I ! ( the Corcncil.
ICAO FIELD L\IANUALS derive their status froln the
International Standards, Reco~nmcndctl P~actices nntl
I'ANS fro111\vl~icInthey arc co~npilecl.They ,ire prep;lre.~'!
pri~narilyfor the use of personnel engagetl in operations
i l l the Eeld. ,\s u scrvicc to thosc Contracting St;itcs
who (lo not f i ~ ~ citl pr:icticabIc, for varinlis rC;lsnns, to
preparc them fur thcir own usc.
7'I.:ClINICAi, MANUALS proviclc guid;u~cc ; I I I ~ in-
formation in a n ~ ~ l i E c i l tof i o ~the
~ Intcrni~tionalSt;rn(l;irtls,
l l e c o ~ n ~ i ~ e n dI'ractices
ed and PANS. :h(: ~ ~ ~ ~ l > l ~ : ~ ~ l e ) ~ t ; ~ t i r n
of which they are dcsigncd to faci1it;ltc..
lZ1H NAV1C:ATION PZ,ANS c\c.tnil r e c l ~ ~ i r c ~ \ i fot e~~ts
filcilitics onti services for interh;~tional;iir 11;ivigxtion i t )
the respective !CAO Air N;ivigutio~~ 1Zegions. Thcy ;~rt.
I)rcpnred O I I tlic ;u~thorityof thc Secrct:iry (.;c~lrraI
t!~c-Ixtsis of reco~~l~nendiitions
n~cetingsand of thc C a ~ ~ n c action
il
-.
of regional ciir niivigntio:~
thc:rcon. Ihc p1n11s
i ~ r camcr.tlccl perir~dically to reflect changt~s 111 T L Y ~ I I ~ T C -
lneilts nu<\ i l l the status of i ~ n p \ e n l e n t n t ~of
o ~ ~t\i(:
reco~nrnentlc(lfncilitics and services.
ICAO CIRCULARS 1>1;ikc avail.il~le .sl,cci;~lizetl i l l -
I~lnilntionof interest to Contracting States. This incl~iclcs
stnclies on technical sr~hjectsns wcll as texts of Provi-
siorlat Acccptahle h1c;in.s of Complia~~cc.
ANNEXES TO THE CONVENTION
AND PROCEDURES FOR AIR NAVIGATION SERVICES

ANNEXES TO THE CONVENTION

U.S.$ u. s. $
Annex 1 - Personnel Licensing Volume I1 (Communication Proce-
(5th e d i t i o n ) ................... 1.00 dures includin~those with PANS
status) (2nd e d i t i o n ) 1.50 ........
Annex 2 - Rules of the Air
(6th e d i t i o n ) ................... 0.75 Annex 11 - Air Traffic Services
Annex 3 - Meteorology
(6th edition) ................... 1.00
(7th edition) ................... 1.00 Annex 12 - Search and Rescue
(5th edition) ................... 0.50
Annex 4 - Aeronautical Charts
(6th edition) ................... 1.25 Annex 13 - Aircraft Accident In-
quiry (2nd e d i t i o n ) ............ 0 . 5 0
Annex 5 - Units of Measurement to
be used in Air-Ground Communica- Annex 1 4 - Aerodromes (5th e d i t i o n ) 2.25
tions (3rd e d i t i o n ) .............
0.50
Annex 15 -
Aeronautical Information
Annex 6 - Operation of Aircraft Services (5th e d i t i o n ) .......... 0 . 5 0
Part I -
International Commercial
Air Transport (2nd e d i t i o n ) ... Annex 1 6 - Aircraft Noise
1.00 (1st e d i t i o n ) ................... 1.25
Part I1 - International General
Aviation (2nd e d i t i o n ) 0.50 ........
Annex 7 - Aircraft Nationality and
Registration Marks (3rd edition). 0.50 PROCEDURES FOR AIR
NAVIGATION SERVICES
Annex 8 - Airworthiness of Aircraft
(5th edition) ................... 1.50 Aircraft Operations
Annex 9 - Facilitation (Doc 8 1 6 8 - 0 ~ ~ / 6 1 1 / 3 ) ............ 3.00
(6th edition) ................... 2-00 - Rules of the Air and Air Traffic
Annex 10 - Aeronautical Tele-
Services ( D O C 4 4 4 4 - R A C / 5 0 1 / 1 0 ) .. 6.50
communications Meteorology ( D O C 7 6 0 5 - M E T / 5 2 6 / 5 ) .. 3.00
Volume I (Part I - Equipment and
Systems; Part I1 - Radio Fre- ICAO Abbreviations and Codes
quencies) (2nd e d i t i o n ) ...... 3.00 (DOC 8400/3) .................... 3.00

PROCEDURE FOR OBTAINING AMENDMENTS: The p u r c h a s e p r i c e i n c l u d e s t h e s u p p l y o f amend-

m e n t s , on s p e c i f i c r e q u e s t , f o r t h e l i f e o f t h e p a r t i c u Z a r e d i t i o n p u r c h a s e d . Amend-
m e n t s , s u p p l e m e n t s a n d c o r r i g e n d a w i l l b e sent f r e e o f c h a r g e , on s p e c i . f i c r e q u e s t , t o
h o l d e r s w h o o r d e r t h e m w h e n t h e y a r e a n n o u n c e d in t h e ICAO Bulletin.

I m p o r t a n t : M e m b e r s o f a d m i n i s t r a t i o n s , w h e t h e r g o v e r n m e n t a l , p u b l i c o r p r i v a t e , and
e m p l o y e e s o f f i r m s w h i c h p u r c h a s e ICAO d o c u m e n t s i n b u l k f o r d i s t r i b u t i o n t o t h e i r
staff. s h o u l d ? l o t send t h e o r d e r f o r m t o ICAO, but r a t h e r t o t h e r e l e v a n t o f f i c e of t h e
o r g a n i z a t i o n w h i c h h a s d i s t r i b u t e d t h e p u b l i c a t i o n s a m o n g i t s s t a f f . ICAO c a n n o t pro-
vide individual amendment service directly to all holders of amendable publications in
various government or airline departments. T h e bulk purchaser is therefore requested
k i n d l y to o b t a i n a m e n d m e n t s f o r e a c h c o p y of t h e p u b l i c a t i o n s p u r c h a s e d , a n d f o r w a r d
t h e s e t o i n d i v i d u a l h o l d e r s to w h o m t h e v a r i o u s c o p i e s h a v e b e e n d i s t r i b u t e d .

PRICE: U.S.$3.00
(or equivalent in other currencies)