PANOPS Merged

Faculty of Aerospace Engineering Air Navigation
Procedures for Air

Navigation Services
PANC01
Overview of the Course

Grading Policy (tentative!): Textbooks:
- Final exam 20% • Procedures for Air Navigation Services, VOL. II –

Construction of Visual and Instrument Flight Procedures,
- Pre-final test (open books) 30% Aircraft Operations (Doc. 8168 ICAO)
- Intermediate test 30% • Quality Assurance Manual for Flight Procedure Design,
- Class attendance+seminar activity 20% Volume 3 — Flight Procedure Design Software Validation
(Doc 9906)
• Performance Based Navigation (PBN) Manual – ICAO Doc.
9613
IMPORTANT: Please make sure that before every course/seminar you have the following prerequisites prepared:
- Notebook (preferably math) - Trigonometry set (ruler, protractor, compass, etc.)
- Pencil - Scientific calculator
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Course Outlines
1. Introduction. Basic principles in PANS-OPS
2. General design criteria. Parameters used.
3. Procedure design criteria for non-precision approaches
4. Procedure design criteria for precision approaches
5. Obstacle assessment surface for precision approaches
6. Procedure design criteria for standard departure procedures
7. Procedure design criteria for RNAV (GNSS) and RNP procedures
8. The future
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1.
INTRODUCTION
Basic Principles in PANS-OPS
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What is a Procedure?
Keywords:
✘ Aircraft – speeds, turn rate, rate of climb/descent, altitude, wind
✘ Terrain, obstacles
✘ Navigation – radio navigation aids, integrity, continuity
Definition:
A series of predetermined maneuvers for the orderly transfer of an aircraft under
instrument flight conditions from the beginning of the initial approach to landing or to a
point from which a landing may be done visually or the missed approach procedure is
initiated.
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The Process
Information Acquisition
Design
Procedure
design process
Documentation
Validation
Ground validation Flight validation
Documentation for Publication

AIP Databa providers
USER
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Classification of Approach Procedures
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RWY Intercept
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Basics of Procedure Design
Instrument procedure design – IFP (please remember the term!!!)
The design of an IFP is based on 5 segments:
Arrival Initial Intermediate Final Missed
IMPORTANT: An approach procedure SHALL ALWAYS have an INITIAL, FINAL, MISSED!
There SHALL be only ONE FINAL and ONE MISSED segment!

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IAF Arrival AF En-route
Initial
Missed
IF
Intermediate
RWY
Final
FAF
MAPt
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Design parameters:
• Alignment • Gradient
• Length • MOC (Minimum Obstacle Clearance
• Area
ALIGNMENT – the angle between two segments
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Design parameters
GRADIENT – Rise/Run
LENGTH – the distance between two points, except the turn
AREA – width each side of the track, which provides obstacle clearance
Secondary (SEC)
W/2
Primary (PRI) (SEC)

Primary (PRI) (SEC)
Secondary (SEC)
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Design parameters
MOC – Minimum Obstacle Clearance – the

minimum height allowed between an
aircraft and the highest obstacle
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ATT ATT
Navigation Fixes
FLIGHT X
Compulsory point
T
T
On request point
X
T
ATT = Along track tolerance – a fix tolerance along the nominal track T
resulting from the airborne and ground equipment tolerance
XTT = Cross track tolerance – a fix tolerance measured
perpendicularly to the nominal track resulting from the airborne and
ground equipment tolerances and the flight technical tolerance
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System use accuracies
VOR ILS NDB
Facility NOT providing tracking +/- 4.5o +/- 1.4o +/- 6.2o
Facility providing tracking +/- 5.2o +/- 2.4o +/- 6.9o
Examples:
- For non-precision approaches, the FAF tolerance shall not exceed +/- 1.9 km (1NM)
- If the intermediate or initial segment is 10NM in length, then the fix tolerance may be 2.5NM
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Procedures for Air

Navigation Services
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Course Outlines
8. The future
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2.
General Design Criteria
Calculation of design parameters
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Instrument procedure design – IFP (please remember the term!!!)
The design of an IFP is based on 5 segments:
IMPORTANT: An approach procedure SHALL ALWAYS have an INITIAL, FINAL, MISSED!
There SHALL be only ONE FINAL and ONE MISSED segment!

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IAF Arrival AF En-route
Initial
Missed
IF
Intermediate
RWY
Final
FAF
MAPt
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Design parameters:
• Alignment • Gradient
• Length • MOC (Minimum Obstacle Clearance
• Area
General Criteria
Speeds:
- IAS -> aircraft
- TAS -> procedure design
- ISA -> International Standard Atmosphere
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General Criteria
TAS = IAS * conversion factor (see table extract from ICAO Doc. 8168)
Example: what would be the TAS for an aircraft flying at 9000 feet with a speed of 240kts?
TURN RATE (R)
3431 ∗tan(α)
R= [deg/sec], where α = bank angle and V = TAS
π ∗𝑉
Departure En-route Holding
Bank 15o until 305 m (1 000 ft) 15o 23o

angle
20o between 305 m (1 000 ft) and 915 m (3 000 ft)
25o above 915m (3 000 ft)

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General Criteria
!!! Maximum value of R = 3deg/sec
Example: what would be the turn rate for an aircraft flying En-route at 12000 feet with a speed of 220kts?
RADIUS OF TURN (r)

𝑽
r = 𝟐𝟎 ∗ 𝝅∗𝑹 [NM], where R = turn rate and V = TAS
Example: what would be the radius of turn for the example above?
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Conventional Navigation
Checking flight parameters:
▪ Speed ► Airspeed indicator

▪ Altitude ► Altimeter
▪ Bank angle ► Horizon
▪ Climb/descent rate ► Variometer
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Design Criteria Non-Precision Approaches

VOR and NDB Approach Procedures
1. ARRIVAL SEGMENT
In some cases it is necessary to designate arrival routes from the en-route structure to the initial
approach fix. Only those routes which provide an operational advantage shall be established and
published. These should take local air traffic flow into consideration.
! To be discussed when talking about SIDs and STARs

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2. INITIAL SEGMENT – segment used to connect the routes to the terminal area
- turns ≤ 120o are permitted

ALIGNMENT
- DTA = distance to turn anticipation = r* tan A/2, where A = turn angle
LENGTH no maximum/minimum length
- optimum: 4%
GRADIENT - maximum: 8%
AREA +/- 5NM (each side of the track)

- primary area (PRI): 300m (984ft)
MOC - secondary area (SEC): reduces linearly to 0
MOCA = Minimum obstacle clearance altitude

= lowest altitude that provides obstacle protection
MOCA = GNDelev + OBSTheight + MOC
! MOCA is always rounded UP to the nearest 100ft (50m)
Ex 1: calculate the DTA for an aircraft that has to turn 30 degrees while flying at 10.000 feet with a speed of
260 kts
Ex 2: an aircraft intercepts the IAF @ 5000 feet. Since the required altitude at IF is 2000 feet, what would be
the optimum and maximum length of the INITIAL segment?
Ex 3: an aircraft is flying on the INITIAL segment @ 4000 feet. Knowing that the following obstacles are
located below the nominal track of the aircraft, please indicate if 4000 feet is a safe altitude for the aircraft:
Obst 1 d = 3 NM laterally from the nominal track Height = 850 ft GNDelev = 2400 ft
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Course Outlines
8. The future
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3.
Calculation of design parameters for non – precision approaches
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3. INTERMEDIATE SEGMENT – segment used to provide time for preparation of the aircraft
for final descent
- ≤ 120o turn from initial (turn at IF)
ALIGNMENT - ≤ 30o turn to the final (turn at FAF)
- Optimum: 10NM
LENGTH - Maximum 15NM
- Minimum 5NM
- optimum: 0%
GRADIENT - maximum: 5.2%
+/- 5NM (each side of the track) at IF

Area is formed connecting the boundaries at the IF to those at FAF
At any distance D from FAF:

AREA
𝑊 𝑊 𝐷 𝑊
= @𝐹𝐴𝐹 + ∗ (5𝑁𝑀 − (@𝐹𝐴𝐹), where L = length of the
2 2 𝐿 2
intermediate segment
- primary area (PRI): 150m (492ft)

MOC - secondary area (SEC): reduces linearly to 0
Ex 1: Calculate the length of an INTERMEDIATE segment for an optimum gradient, for an a/c flying at 4000
ft with a speed of 220kts.
Ex 2: Calculate the length of an INTERMEDIATE segment with a maximum gradient, if an a/c has to descend
from 4000ft at IF to 1700ft at FAF.
Ex 3: an aircraft is flying on a 7NM long INTERMEDIATE segment @ 2500 feet. Knowing that the width of the
protection area at FAF = 2NM and the following obstacles are located below the nominal track of the
aircraft, please indicate if 2500 feet is a safe altitude for the aircraft:
Obst 1 D = 4NM; d = 2NM Height = 250 ft GNDelev = 2400 ft
Obst 2 D = 2NM; d = 3NM Height = 600 ft GNDelev = 2400 ft
Obst 3 D = 6NM; d = 3.5NM Height = 400 ft GNDelev = 2400 ft

4. FINAL APPROACH SEGMENT – segment used to deliver the a/c to a point from which a
landing or missed approach can be initiated.
- ≤ 30o turn to the final (turn at FAF)
- ≤ 30o angle between final approach track (FAT) and the RWY CL for CAT A, B
ALIGNMENT - ≤ 15o angle between final approach track (FAT) and the RWY CL for CAT C, D
- Max distance 1400 m
- typical: 5NM
LENGTH - Minimum 3NM
- Optimum and minimum: 5.2%
- maximum: 6.5% (CAT A, B)
GRADIENT - maximum: 6.1% (CAT C, D)
Gradient = (FAF – 50ft – RWY )/Distance
- VOR: +/- 1 NM at facility – splays at 7.8 deg each side to a distance of 20 NM

AREA - NDB: +/- 1.25 NM at facility – splays at 10.3 deg each side to a distance of 15 NM
MOC - 75 m (246 ft)
Establishing the OCA/H

OCA = RWY ELEVATION + OBSTACLE HEIGHT + MOC
OCH = OBSTACLE HEIGHT + MOC
Obst 1 D = 4NM; d = 1NM Height = 250 ft

RWYelev = 300 ft

Procedures for Air

Navigation Services
s.I. Dr. Ing Irina STEFANESCU, UPB-FIA
Ing. Georgiana BURTESCU-URSACHI, EUROCONTROL
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Course Outlines
8. The future
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3.
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FINAL APPROACH SEGMENT – applications
Ex 1: Calculate the length of a FINAL segment for an optimum gradient, for a CAT C a/c flying at 2000 ft at
FAF with a speed of 185kts, knowing that the RWY elevation is 0 feet.
Ex 2: Calculate the length of a FINAL segment with a maximum gradient, if a CAT B a/c has to descend from
3000ft at FAF to land on a RWY with an elevation of 120 feet.
Ex 3: an aircraft is flying on a 5NM long FINAL segment. Knowing that there is a VOR collocated with the FAF,
calculate the OCA/H for the FINAL segment, based on the following obstacles:

RWYelev = 300 ft
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Categories of aircraft
Aircraft performance differences have a direct effect on the airspace and visibility required for
manoeuvres such as circling approach, turning missed approach, final approach descent and
manoeuvring to land
The most significant factor in performance is speed -> five categories of typical aircraft have been
established to provide a standardized basis for relating aircraft manoeuvrability to specific
instrument approach procedures.
CAT A less than 169 km/h (91 kt) indicated airspeed (IAS)
CAT B 169 km/h (91 kt) or more but less than 224 km/h (121 kt) IAS
CAT C 224 km/h (121 kt) or more but less than 261 km/h (141 kt) IAS
CAT D 261 km/h (141 kt) or more but less than 307 km/h (166 kt) IAS
CAT E 307 km/h (166 kt) or more but less than 391 km/h (211 kt) IAS
Categories of aircraft
5. MISSED APPROACH SEGMENT – shall be established for each instrument approach and
shall specify a point where the procedure begins and a point where it ends.
Important: Only ONE missed approach shall be established for each approach procedure
The missed approach is initiated at:

- DA/H for precision approaches or approaches with vertical guidance
- At the missed approach point for non-precision approaches
The missed approach shall terminate at an altitude sufficient to permit:

- Initiation of another approach, or
- Return to a designated holding pattern, or
- Resumption of en-route flight
Missed approach has 3 phases:
INITIAL INTERMEDIATE FINAL
- for acceleration and configuration to climb

- Straight climb of 2.5% (or greater)
- from the MAPt to the SOC (start of climb) See next
- MOC = 30m (96ft) slide
- speed: IAS to TAS@RWY elevation +10 kt(wind)
- area: continuation of final
- tolerances: 18 sec (3 sec pilot + 15 sec a/c)
- MOC = MOC final approach
FINAL
- point where MOC reaches and sustains 50m or point where a turn is designated
- MOC = 50 m (164ft)
- speeds: final missed approach speed (IAS) converted to TAS@RWY+1000 ft
- wind: 30 kt tailwind
- bank angle: 15 degrees
- turn @ point: ATT + c (6 seconds)
- turn @ altitude: point where the a/c reaches the turning altitude + c
Types of missed approach
1. Straight missed approach – includes turns less than or equal to 15 degrees

2. Turning missed approach
Calculating the SOC
SOC = ATTMAPt + transitional distance (x), where
ATTMAPt = fix tolerance = 0,25 + 0,0125*LFINAL
Transitional distance (x) = 18 seconds of flight at TAS based on highest final approach speed
@ aerodrome elevation + a tailwind of 10kts
MAPt SOC
Ex. 1: FAF
CAT D, FAF – MAPt = 5NM
RWY elev. = 1000 ft
OCH = 300 ft
O1@ 4.3 NM from FAF
OCH = 300FT
O2@ 5 MN from MAPt
4.3NM
5NM 5NM
1. Calculate the maximum height of O2 so that the a/c can safely overfly it.
2. If O2 has a height of 855ft, what possible solutions can we apply to allow an a/c to safely overfly
the obstacle?
Ex. 2:
CAT D, FAF – MAPt = 5NM
RWY elev. = 1000 ft Can an a/c clear the obstacle?
OCH = 300 ft
O3@ 5 MN from MAPt and 2 NM from centerline, H = 965 ft
MAPt SOC
FAF
2NM
O3
5NM
5NM
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INITIAL INTERMEDIATE FINAL
- for acceleration and configuration to climb

- Straight climb of 2.5% (or greater)
- from the MAPt to the SOC (start of climb) See next
- MOC = 30m (96ft) slide
- speed: IAS to TAS@RWY elevation +10 kt(wind)
- area: continuation of final
- tolerances: 18 sec (3 sec pilot + 15 sec a/c)
- MOC = MOC final approach
FINAL
- point where MOC reaches and sustains 50m or point where a turn is designated
- MOC = 50 m (164ft)
- speeds: final missed approach speed (IAS) converted to TAS@RWY+1000 ft
- wind: 30 kt tailwind
- bank angle: 15 degrees
- turn @ point: ATT + c (6 seconds)
- turn @ altitude: point where the a/c reaches the turning altitude + c
Types of missed approach
1. Straight missed approach – includes turns less than or equal to 15 degrees

2. Turning missed approach
Turns may be defined as occurring at:

- An altitude/height
- A fix or facility
- The MAPt (particular case_
! The criteria for straight missed approaches remain in effect until the turning point for turns specified
by altitude/height OR the earliest turning point for turns at a designated fix/facility
TURN PARAMETERS
a) Altitude: aerodrome altitude + 1000ft OR the defined turning altitude
b) Temperature: ISA + 15 corresponding to a) above
c) IAS: final missed approach speed
d) TAS: the IAS in c) adjusted for altitude and temperature
e) Wind: where no wind data available. 30kt
f) Bank angle: 15 degrees
g) Fix tolerance: as appropriate for type of fix. We will always use 0.3NM
h) Flight technical tolerance: c = a distance equivalent to 6 seconds of flight (3-second pilot reaction
and 3-second bank establishing time) at the final missed approach speed + a 30 kt tailwind
i) R = rate of turn
j) r = radius of turn
k) E = wind effect = (90O/R) * (w/3600) NM
Obstacle clearance for turns at a designated altitude

In the Turn initiation area - The straight missed approach obstacle clearance criteria apply up to the TP
(turning point). An additional obstacle assessment must be made to assure that the obstacle
elevation/height in the turn initiation area shall be less than:
TNA/H – 50m (164ft), where TNA/H = turning altitude/height
In the Turn area – obstacle elevation/height in the turn area shall be less than:
TNA/H + d0tanZ – 50m (164ft), where
d0 = measured from the obstacle to the nearest point on the turn initiation area boundary
Establishment of turn altitude/height
TNA/H = OCA/H + dz tan Z, where dz is the distance from SOC to TP

Obstacle clearance for turns at a point

In the Turn area – obstacle elevation/height in the turn area shall be less than:
OCA/H+ d0tanZ – 50m (164ft), where
d0 = measured from the obstacle to the nearest point on the turn initiation area boundary
Ex. 1:
CAT C, FAF – MAPt = 6NM
RWY elev. = 1000 ft
OCH = 200 ft
O1@ 5 NM from MAPt and 2 NM from centerline, H = 500 ft
How can an aircraft clear all obstacles?

CIRCLING APPROACH
A circling approach is designed when the alignment or descent gradient criteria cannot be met.
PARAMETERS:
FAT must pass over the centroid of RWY complex or pass over a usable landing surface (for which a
landing from the approach is authorized) OR pass within 1 NM of a usable RWY.
AREA: R = radius of arcs constructed from the THR of each RWY.
R = 2*r + ss (straight segment)
r = V^2/(68625*tan 20)
ss values:
CAT A: 0.3 NM
CAT B: 0.4 NM
CAT C: 0.5 NM
CAT D: 0.6 NM
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3.
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CIRCLING APPROACH
A circling approach is designed when the alignment or descent gradient criteria cannot be met.
PARAMETERS:
FAT must pass over the centroid of RWY complex or pass over a usable landing surface (for which a
landing from the approach is authorized) OR pass within 1 NM of a usable RWY.
AREA: R = radius of arcs constructed from the THR of each RWY.
R = 2*r + ss (straight segment)
r = V^2/(68625*tan 20)
V = TAS at a/d elev+1000 ft + 25kts
ss values:
CAT A: 0.3 NM
CAT B: 0.4 NM
CAT C: 0.5 NM
CAT D: 0.6 NM
Course Outlines
8. The future
PANC06
4.
Calculation of design parameters for precision approaches
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PRECISION APPROACHES
ILS, MLS, GBAS
ILS = instrument landing system
= has lateral and vertical guidance on final approach segment
= components: localizer (lateral guidance) – LOC
glide slope (vertical guidance) – GP
= configuration: LOC nominal location: 300 m from the end of the RWY and on CL
GP located at 300 m from THR and 120 m off CL
LOC
120m
300m GP 300m
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INTIAL SEGMENT
- criteria: the same as non-precision except maximum turn at IF is 90 degrees
INTERMEDIATE SEGMENT
1. alignment: aligned with the final on the localizer (LOC)
2. length: optimum 5 NM and minimum in table Doc. 8168
Note: maximum length: 25NM from localized antenna
3. gradient: flat
4. area: formed by joining the primary and secondary boundaries of the initial width at the IF with the
points of the OAS at FAP
5. MOC = 150 m, secondary areas apply
PRECISION SEGMENT
- from the FAP to the point where the a/c reaches a height of 300 m above THR
- obstacle protection: OAS (obstacle assessment surface)
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Obstacle classification
APPROACH OBSTACLES: prior to x = -900m (x >= -900)
MISSED APROACH OBSTACLES: after x = -900m (x<= -900)
Establish OCH/A:
- Based on approach obstacle: critical obstacle is the highest obstacle that penetrates the OAS
- Based on missed approach obstacle: critical obstacle is the obstacle with the greatest penetration of
the OAS.
Approach obstacle: OCH = H_obst + HL CAT HL
A 40m (130ft)
HL = height loss
B 43m (142ft)
Missed approach obstacle: OCH = ha + HL
C 46m (150ft)
ha = (H_obst* 40 – (-900 - x)) / 59.08
D 49m (161ft)
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Desk Exercise:
Calculate OCH given by the following obstacles:
Obstacle ID X (m) Y (m) Z (m)

1 1250 150 28
2 1105 97 22
3 475 -75 10
4 -300 120 17
5 -8000 0 200
6 -6500 100 140
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TURNING MISSED APPROACH

Turning parameters are the same as non-precision
-Turn after the precision segment
-Turn prior the end of the precision segment
-Turn at a point
-Turn at an altitude
Desk exercise:
Obstacle ID X (m) Y (m) Z (m)

1 700 0 22
2 -4500 0 100
3 -15000 0 1000
4 -5000 6000 255
Calculate the distance to turn. Calculate the turn parameters for CAT B and draw the turn protection area.
RWY elevation: 500 m PANC06
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Course Outlines
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6.
DEPARTURE PROCEDURES
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A departure procedure should be developed for any RWY from which instrument operations are
expected to be conducted.
Classification: - straight (maximum 15 deg turn)
- turning
- omnidirectional
A departure begins at:
- DER (departure end RWY)
- 5 m above DER
Parameters:
- Standard climb gradient: PDG = 3.3% (PDG = procedure design gradient)
- OIS (obstacle identification surface): 2.5%
- MOC: 3.3%– 2.5% = 0.8%
- MOC at DER = 0 and MOC at a distance from DER = 0.008*dr
Parameters:
- IAS = final missed approach + 10%
- wind = 30kts
- Areas: AREA 1, AREA 2, AREA 3 (omnidirectional)
- AREA 1: begins at DER, +/- 150 m semi-width, splays at 15 deg, length of 3.5 km (the length is for the a/c
to reach 120 m above DER)
- AREA 2 is a continuation of AREA 1
AREA 1 AREA 2
h
5m
DER 15O
dr
DESK EXERCISE
1. dr = 4NM
Calculate height of the aircraft, OIS height, MOC
If an obstacle is added at 4NM of the DER, with a height of 210 m, which is the necessary PDG?
2. Consider O1 located at 7km from the DER, 1.5km off the centerline, with a height of 300m. Calculate if O1
penetrates AREA 1 or AREA 2.
MULTIPLE OBSTACLES
Obstacle ID dr (km) h (m) Calculate MOC and the requested height of the aircraft
1 2 150 above each obstacle.
2 7 250 Determine height z from which a PDG of 3.3% can clear the
3 9 350 remaining obstacles.
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TURNING DEPARTURES
Type of turns:
- Turn at a designated TP
- Turn at a designated altitude/height (TNA)
- Minimum height: 120m/394ft
- Earliest turn: 600 m from the
beginning of the RWY
- Maximum track without guidance after turn: 5.4 NM
Parameters:
- IAS: final missed approach + 10%
- bank angle: 15 deg
- wind: 30 kt
- reaction time: 6s PANC07
The TIA starts at 600 m after RWY start and the area is 300 m wide up until the DER.
Note: Turn area is designed as for non precision approaches.
Obstacle clearance calculation
a) In the TIA: a turn may be commenced at the specified turn altitude and a normal aircraft performance will
often result in this altitude being reached before the end of the turn initiation area (TP). Therefore, the
minimum obstacle clearance for turning must also be provided above all obstacles in
the turn initiation area. This criterion will be met if the maximum obstacle elevation in the turn initiation area
is:
Hmax = TNH – 90m
b) In the turn area: The minimum obstacle clearance in the turn area is calculated as follows:
- obstacles located before TP: MOC is the greater of the minimum MOC for turning (90m) and
0.008 (d*r + d0), where d*r = distance to obstacle along the departure track and d0 = shortest distance from
the TIA boundary to the obstacle
- obstacles located after TP: MOC is the greater of minimum MOC for turning (90m) and 0.008 (dr
+ d0), where dr is the horizontal distance from DER to the TP line and d0 is the shortest distance from the TIA
boundary to the obstacle.
Hmax = TNH + D0PDG- MOC
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PANC08
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7.
RNAV PROCEDURES
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RNAV APPROACHES
RNAV = Area navigation = a method of navigation which permits aircraft operation on any desired flight path
within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.
NON-PRECISION APPROACHES: the vertical reference is by barometric altimeter.
VERTICALLY GUIDED APPROACHES: the final approach segment is specified as a gradient (vertical path) estimated
by using the altimeter in the a/c (the path is subject to barometric altimeter errors)
VERTICALLY GUIDED APPROACHES HAVING VERTICAL PATH DEFINED BY AUGMENTED GNSS (e.g SBAS) –
vertical path is a geometric straight line in space, not subject to temperature, MET, etc.
PRECISION APPROACHES: GBAS (ground based augmented systems)
WAYPOINTS:
• Expressed in WGS84 coordinates
• Fly-over waypoints
• Fly-by waypoints
PATH DEFINITION
Two types of navigation
• TO-TO NAVIGATION
• TO-FROM NAVIGATION
TO-TO Navigation
• path is aligned between 2 waypoints
Defined track
• Segments that CANNOT be defined as TO-TO paths:
Course reversals
Missed approach
Departures TNA/H
Holdings
TO-FROM Navigation
• path is specified by 1 waypoint and a track to or from the waypoint
TO xxxo
FROM
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FLY-BY TURNS
DTA
• constant turn arc radius
• DTA = distance to turn anticipation
• A = angle of turn
r
• DTA = r*tan A/2 A
DESK EXERCISE
INITIAL SEGMENT, 8000ft MSL, CAT C, 60 deg turn. Calculate the DTA
FLY-OVER TURNS
• Turn is initiated upon reaching a waypoint.
• NO turn anticipation.
• the a/c flies over the WPT and joins the
outbound leg using a S-turn
PANC08
FLY-OVER TURNS
- for the MSD values, refer to Tbl. III-2-1-1 from ICAO Doc. 8168, Volume II.
GENERAL CONCEPTS FOR PBN (ref. ICAO Doc. 9613 - PBN Manual)
RNAV vs RNP
RNAV = the integrity monitoring is related only to the navigation system

RNP = adds on-board monitoring and alerting based on total system performance
System parameters:
1. Accuracy – difference between reported position and actual position
2. Integrity – probability that the system is not out of tolerance (accuracy) without reporting it.
3. Availability – time available divided by time required
4. Continuity – probability that the service will continue for the duration of an operation given the
service was available at the beginning of the operations.
PANC08
CRITERIA:
FIVE PARAMETERS - same as general criteria for conventional, except for area
INITIAL SEGMENT: AREA = 1.5XTT + BV
INTERMEDIATE SEGMENT: AREA = 1.5XTT + BV
FINAL SEGMENT: AREA = 1.5XTT + BV
PHASE OF FLIGHT BV XTT

EN-ROUTE (MODE) 2 NM 2 NM
APPROACH (MODE) and AT MAPt 0.5 NM 0.3 NM
TERMINAL (MODE) 1 NM 1 NM
AT FAF 1 NM 0.3 NM
<15 NM (missed app, departure) 0.5 NM 1 NM
EN – ROUTE = greater than or equal to 30 NM from ARP (aerodrome ref. point)

TERMINAL = less than 30 NM from ARP to FAF
APPROACH = FAF to MAP
PANC08
AREA CONSTRUCTION – INITIAL, INTERMEDIATE, FINAL

FLIGHT
30 NM
15 NM
15 deg
5 NM
15 deg 2.5 NM
2 NM
PANC08
SBAS ARCHITECTURE
Satellite based augmentation system
PANC08
CONCLUSIONS
RNAV navigation expected benefits
• Shorter routes
- Flight time reduction
- Economic improvements
• Environmental gains
- noise
- fuel consumption
• Enables efficient airspace strategy
- performance based navigation concept
Lots of A/C are RNAV capable

Implementation of APV (approaches with vertical guidance) procedures enhances safety
PANC08
CONCLUSIONS
RNAV navigation expected benefits
• Shorter routes
• Environmental gains
• Enables efficient airspace strategy
- Flight time reduction
- Economic improvements
13

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Faculty of Aerospace Engineering Air Navigation

Procedures for Air

Overview of the Course

- Final exam 20% • Procedures for Air Navigation Services, VOL. II –

- Notebook (preferably math) - Trigonometry set (ruler, protractor, compass, etc.)

- Pencil - Scientific calculator

Documentation for Publication

Classification of Approach Procedures

Basics of Procedure Design

Instrument procedure design – IFP (please remember the term!!!)

The design of an IFP is based on 5 segments:

Arrival Initial Intermediate Final Missed

IMPORTANT: An approach procedure SHALL ALWAYS have an INITIAL, FINAL, MISSED!

There SHALL be only ONE FINAL and ONE MISSED segment!

Basics of Procedure Design

Basics of Procedure Design

ALIGNMENT – the angle between two segments

Basics of Procedure Design

LENGTH – the distance between two points, except the turn

Primary (PRI) (SEC)

Basics of Procedure Design

MOC – Minimum Obstacle Clearance – the

Basics of Procedure Design

Basics of Procedure Design

VOR ILS NDB

Facility providing tracking +/- 5.2o +/- 2.4o +/- 6.9o

Procedures for Air

Basics of Procedure Design

Instrument procedure design – IFP (please remember the term!!!)

The design of an IFP is based on 5 segments:

Arrival Initial Intermediate Final Missed

IMPORTANT: An approach procedure SHALL ALWAYS have an INITIAL, FINAL, MISSED!

There SHALL be only ONE FINAL and ONE MISSED segment!

Basics of Procedure Design

Basics of Procedure Design

TURN RATE (R)

Departure En-route Holding

Bank 15o until 305 m (1 000 ft) 15o 23o

25o above 915m (3 000 ft)

RADIUS OF TURN (r)

▪ Speed ► Airspeed indicator

Design Criteria Non-Precision Approaches

Arrival Initial Intermediate Final Missed

! To be discussed when talking about SIDs and STARs

Arrival Initial Intermediate Final Missed

- turns ≤ 120o are permitted

LENGTH no maximum/minimum length

AREA +/- 5NM (each side of the track)

MOCA = Minimum obstacle clearance altitude

MOCA = GNDelev + OBSTheight + MOC

! MOCA is always rounded UP to the nearest 100ft (50m)

Procedures for Air

Arrival Initial Intermediate Final Missed

+/- 5NM (each side of the track) at IF

At any distance D from FAF:

- primary area (PRI): 150m (492ft)

Obst 1 D = 4NM; d = 2NM Height = 250 ft GNDelev = 2400 ft

Obst 2 D = 2NM; d = 3NM Height = 600 ft GNDelev = 2400 ft

Obst 3 D = 6NM; d = 3.5NM Height = 400 ft GNDelev = 2400 ft

Arrival Initial Intermediate Final Missed

- VOR: +/- 1 NM at facility – splays at 7.8 deg each side to a distance of 20 NM

MOC - 75 m (246 ft)

Establishing the OCA/H

Obst 1 D = 4NM; d = 1NM Height = 250 ft