ICAO Doc 8168 Volume I Flight Procedures - PDF

Doc 8168 PROCEDURES FOR AIR NAVIGATION SERVICES Aircraft Operations Volume I − Flight Procedures Sixth Edition, 2018 This edition incorporates all amendments approved by the Council prior to 29 August 2018 and supersedes on 8 November 2018, all previous editions of Doc 8168, Volume I. INTERNATIONAL CIVIL AVIATION ORGANIZATION Doc 8168 PROCEDURES FOR AIR NAVIGATION SERVICES Aircraft Operations Volume I − Flight Procedures Sixth Edition, 2018 This edition incorporates all amendments approved by the Council prior to 29 August 2018 and supersedes, on 8 November 2018, all previous editions of Doc 8168, Volume I. INTERNATIONAL CIVIL AVIATION ORGANIZATION Published in separate English, French, Russian and Spanish editions by the INTERNATIONAL CIVIL AVIATION ORGANIZATION 999 Robert-Bourassa Boulevard, Montréal, Quebec, Canada H3C 5H7 For ordering information and for a complete listing of sales agents and booksellers, please go to the ICAO website at www.icao.int First edition 1982 Fifth edition 2006 Sixth edition 2018 Doc 8168, Procedures for Air Navigation Services — Aircraft Operations Volume I — Flight Procedures Order Number: 8168-1 ISBN 978-92-9258-670-6 © ICAO 2019 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, without prior permission in writing from the International Civil Aviation Organization. AMENDMENTS Amendments are announced in the supplements to the Products and Services Catalogue; the Catalogue and its supplements are available on the ICAO website at www.icao.int. The space below is provided to keep a record of such amendments. RECORD OF AMENDMENTS AND CORRIGENDA AMENDMENTS CORRIGENDA Date Date Entered Date Date Entered No. applicable entered by No. of issue entered by 1–8 Incorporated in this edition. (iii) TABLE OF CONTENTS Page FOREWORD.............................................................................................................................................. (vii) PART I. GENERAL............................................................................................................................... I-(i) Section 1. Definitions, abbreviations, acronyms and units of measurement............................... I-1-(i) Chapter 1. Definitions................................................................................................................. I-1-1-1 Chapter 2. Abbreviations and acronyms..................................................................................... I-1-2-1 Chapter 3. Units of measurements.............................................................................................. I-1-3-1 PART II. FLIGHT PROCEDURE REQUIREMENTS...................................................................... II-(i) Section 1. General requirements..................................................................................................... II-1-(i) Chapter 1. General requirements................................................................................................ II-1-1-1 Section 2. Departure procedures.................................................................................................... II-2-(i) Chapter 1. General requirements................................................................................................ II-2-1-1 Chapter 2. Standard instrument departures................................................................................. II-2-2-1 Chapter 3. Omnidirectional departures....................................................................................... II-2-3-1 Section 3. En-route procedures....................................................................................................... II-3-(i) Chapter 1. General requirements................................................................................................ II-3-1-1 Section 4. Arrival procedures......................................................................................................... II-4-(i) Chapter 1. General requirements................................................................................................ II-4-1-1 Chapter 2. Terminal arrival altitude............................................................................................ II-4-2-1 Section 5. Approach procedures..................................................................................................... II-5-(i) Chapter 1. General requirements................................................................................................ II-5-1-1 Chapter 2. Instrument approach operations................................................................................ II-5-2-1 PANS-OPS (v) 8/11/18 (vi) Procedures — Aircraft Operations — Volume I Chapter 3. Initial approach.......................................................................................................... II-5-3-1 Chapter 4. Intermediate approach............................................................................................... II-5-4-1 Chapter 5. Final approach........................................................................................................... II-5-5-1 Chapter 6. Visual manoeuvring (circling).................................................................................. II-5-6-1 Chapter 7. Missed approach........................................................................................................ II-5-7-1 Section 6. Holding procedures........................................................................................................ II-6-(i) Chapter 1. General requirements................................................................................................ II-6-1-1 Chapter 2. Holding (conventional)............................................................................................. II-6-2-1 Chapter 3. Holding ( RNAV)...................................................................................................... II-6-3-1 Section 7. Procedures for use by helicopters................................................................................. II-7-(i) Chapter 1. General requirements................................................................................................ II-7-1-1 Chapter 2. Helicopters procedures to runways........................................................................... II-7-2-1 Chapter 3. Point-in-space procedures......................................................................................... II-7-3-1 Chapter 4. Heliport instrument flight procedures....................................................................... II-7-4-1 Attachment A. Procedures design principles.............................................................................. Att A-1 Attachment B. Chart content, examples and explanations.......................................................... Att B-1 ______________________ FOREWORD 1. INTRODUCTION 1.1 The Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS) consists of three volumes as follows: Volume I — Flight Procedures Volume II — Construction of Visual and Instrument Flight Procedures Volume III — Aircraft Operating Procedures The division of the PANS-OPS into the two volumes was accomplished in 1979 as a result of an extensive amendment to the obstacle clearance criteria and the construction of approach-to-land procedures. Prior to 1979, all PANS-OPS material was contained in a single document. Table A shows the origin of amendments together with a list of the principal subjects involved and the dates on which the PANS-OPS and the amendments were approved by the Council and when they became applicable. PANS-OPS, Volume III, applicable in 2018, was created from Part III of Volume I with the intention to separate the provisions related to aircraft operating procedures from the requirements for flying the procedures designed in accordance with the criteria provided in Volume II. 1.2 Volume I — Flight Procedures describes the operational requirements for flying the procedures designed in accordance with the criteria provided in Volume II. 1.3 Volume II — Construction of Visual and Instrument Flight Procedures is intended for the guidance of procedures specialists and describes the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. It provides the basic guidelines to States, and those operators and organizations producing instrument flight charts, that will result in uniform practices at all aerodromes where instrument flight procedures are carried out. 1.4 Volume III — Aircraft Operating Procedures describes operational procedures recommended for the guidance of flight operations personnel and flight crew. 1.5 All three volumes present coverage of operational practices that are beyond the scope of Standards and Recommended Practices (SARPs) but with respect to which a measure of international uniformity is desirable. 1.6 The design of procedures in accordance with PANS-OPS criteria assumes normal operations. It is the responsibility of the operator to provide contingency procedures for abnormal and emergency operations. 2. COMMENTARY ON THE MATERIAL CONTAINED IN VOLUME I 2.1 Part I — Flight Procedures — General 2.1.1 Section 1 — Definitions, abbreviations, acronyms and units of measurement This section contains a description of the terminology to assist in the interpretation of terms which are used in the procedures and have a particular technical meaning. In some cases, the terms are defined in other ICAO documents. A list of abbreviations, acronyms and units of measurement is also provided. PANS-OPS (vii) 8/11/18 (viii) Procedures — Aircraft Operations — Volume I 2.2 Part II — Flight Procedure Requirements 2.2.1 Section 1 — General requirements Section 1 provides general requirements that are applicable for all phases of flight. 2.2.2 Section 2 — Departure procedures The specifications concerning instrument departure procedures were developed by the Obstacle Clearance Panel (OCP) in 1983. The material contained in Volume I was developed from criteria contained in Volume II and prepared for the use of flight operations personnel and pilots. 2.2.3 Section 3 — En-route procedures En-route obstacle clearance procedures were added to Volume I in 1996 as a result of the tenth meeting of the Obstacle Clearance Panel (OCP). The procedures were amended in 2004 to include simplified en-route criteria. 2.2.4 Section 4 — Arrival procedures These procedures were first developed by the Operations Division in 1949 and were approved by the Council for inclusion in the PANS-OPS in 1951 and have since been amended a number of times. In 1966, the OCP was created to update these procedures for application to all types of aeroplanes taking into account requirements for subsonic multi- jet aeroplanes and technical developments with respect to standard radio navigation aids. As a result of this work, instrument approach procedures were completely revised. The new procedures were incorporated in 1980 in the First Edition of Volume I of the PANS-OPS (Amendment 14). 2.2.5 Section 5 — Approach procedures These procedures were first developed by the Operations Division in 1949 and were approved by the Council for inclusion in the PANS-OPS in 1951 and have since been amended a number of times. In 1966, the OCP was created to update these procedures for application to all types of aeroplanes taking into account requirements for subsonic multi- jet aeroplanes and technical developments with respect to standard radio navigation aids. As a result of this work, instrument approach procedures were completely revised. The new procedures were incorporated in 1980 in the first edition of Volume I of the PANS-OPS (Amendment 14). 2.2.6 Section 6 — Holding procedures The specifications concerning holding procedures were first developed by the Operations Division in 1949 and were approved by the Council for inclusion in the PANS-OPS in 1951. A major revision of this matter was accomplished in 1965 as a result of the work of the Holding Procedures Panel (HOP). The material developed by the HOP was subsequently divided in 1979 and that part of the material concerning flight operations was incorporated in PANS-OPS, Volume I, and the material covering the construction of holding procedures incorporated in Volume II. In 1982, as a result of the work of the OCP, new material and changes to the old material were introduced concerning VOR/DME holding, use of holding procedures by helicopters, buffer areas and entry procedures. In 1986, changes were introduced concerning the VOR TO/FROM indication error zone, and holding speeds, particularly above 4 250 m (14 000 ft). 2.2.7 Section 7 — Procedures for use by helicopters Conditions under which the criteria in Part II may be applied to helicopters are specified in this section. These were revised at the third meeting of the Helicopter Operations (HELIOPS) Panel to include provisions on operational constraints on helicopter descent gradient and minimum final approach airspeeds. As a result of the fourth meeting of the HELIOPS Panel, specifications concerning flight procedures and the obstacle clearance criteria for use by “helicopters only” were included in this section. 8/11/18 Foreword (ix) This section describes the general requirements applicable for helicopter procedures, the requirements applicable for helicopters operating to runways, the requirements for helicopters when flying instrument approach procedures promulgated for Category A aeroplanes and those applicable for helicopters-only procedures to runways (CAT H). This section also describes the requirements applicable for point-in-space departure and approach procedures. 3. STATUS Procedures for Air Navigation Services (PANS) do not have the same status as SARPs. While the latter are adopted by the Council in pursuance of Article 37 of the Convention and are subject to the full procedure of Article 90, PANS are approved by the Council and are recommended to Contracting States for worldwide application. 4. IMPLEMENTATION The implementation of procedures is the responsibility of Contracting States; they are applied in actual operations only after, and in so far as States have enforced them. However, with a view to facilitating their processing towards implementation by States, they have been prepared in a language which will permit direct use by operations personnel. While uniform application of the basic procedures in this document is very desirable, latitude is permitted for the development of detailed procedures which may be needed to satisfy local conditions. 5. PUBLICATION OF DIFFERENCES 5.1 The PANS do not carry the status afforded to Standards adopted by the Council as Annexes to the Convention and, therefore, do not come within the obligation imposed by Article 38 of the Convention to notify differences in the event of non-implementation. 5.2 However, attention of States is drawn to the provision of Annex 15 related to the publication in their Aeronautical Information Publications of lists of significant differences between their procedures and the related ICAO procedures. 6. PROMULGATION OF INFORMATION The establishment and withdrawal of and changes to facilities, services and procedures affecting aircraft operations provided in accordance with the procedures specified in this document should be notified and take effect in accordance with the provisions of Annex 15. 7. UNITS OF MEASUREMENT Units of measurement are given in accordance with the provisions contained in Annex 5. In those cases where the use of an alternative non-SI unit is permitted, the non-SI unit is shown in brackets immediately following the primary SI unit. In all cases the value of the non-SI unit is considered to be operationally equivalent to the primary SI unit in the context in which it is applied. Unless otherwise indicated, the allowable tolerances (accuracy) are indicated by the number of significant figures given and, in this regard, it is to be understood in this document that all zero digits, either to the right or left of the decimal marker, are significant figures. 8/11/18 (x) Procedures — Aircraft Operations — Volume I Table A. Amendments to the PANS-OPS Approved Amendment Source(s) Subject(s) Applicable (1st Edition) Council action Previous operations procedures brought together into a 26 June 1961 single document. 1 October 1961 1 Internal ICAO action to Alignment of the definition of “Final approach” and 27 June 1962 resolve inconsistencies provisions relating to intermediate and final approach 1 July 1962 procedures. 2 AIS/MAP Divisional Minimum sector altitudes. 14 December 1962 Meeting (1959) 1 November 1963 3 Second Meeting of Updating of holding procedures. 5 April 1965 Holding Procedures 5 May 1966 Panel (1964) 4 Meteorology and Addition of meteorological information for flight 7 June 1965 Operations Divisional operations. (advisory material) Meeting (1964) 5 Fourth Air Navigation ILS Category I procedures, radar approach procedures, 12 December 1966 (2nd Edition) Conference (1965) and introduction of ILS Category II procedures, altimeter 24 August 1967 Amendment 8 to Annex setting procedures. 2 6 Fifth Air Navigation QNH altimeter setting procedures for take-off and 23 January 1969 Conference (1967), landing, new advisory material relating to instrument 18 September 1969 First Meeting of approach procedures for offset facilities and editorial Obstacle Clearance changes. Panel (1968) and Air Navigation Commission 7 Sixth Air Navigation Operating procedures for the use of secondary 15 May 1970 Conference (1969) surveillance radar (SSR) transponders. 4 February 1971 8 Second Meeting of the New profile diagrams and editorial changes. 19 March 1971 Obstacle Clearance 6 January 1972 Panel (1970) 9 Third Meeting of the Editorial changes relating to special procedures, areas 15 November 1972 Obstacle Clearance and obstacle clearances — Precision Aids — ILS with 16 August 1973 Panel (1971) glide path inoperative. 10 Council action in Practices to be followed in the event of unlawful 7 December 1973 pursuance of Assembly interference. 23 May 1974 Resolutions A17-10 and A18-10 11 Air Navigation Practices to be followed in the event of unlawful 12 December 1973 Commission study interference. 12 August 1976 12 Ninth Air Navigation Definitions of flight level and transition altitude, 9 December 1977 Conference (1976) operational use of transponders, advisory material on 10 August 1978 ground exchange operational meteorological information. 13 Sixth Meeting of the Complete revision of material related to procedure 29 June 1979 (Volume II, Obstacle Clearance construction and obstacle clearance criteria for 25 November 1982 1st Edition) Panel (1978) instrument approach procedures. First part of editorial rearrangement of the PANS-OPS into two volumes. 8/11/18 Foreword (xi) Approved Amendment Source(s) Subject(s) Applicable 14 Sixth Meeting of the Second and final part of editorial rearrangement of the 17 March 1980 (Volume I, Obstacle Clearance PANS-OPS into two volumes. 25 November 1982 1st Edition) Panel (1978) 1 Seventh Meeting of the Consequential changes to Part III resulting from 8 February 1982 (Volume I, Obstacle Clearance Amendment No. 1 to the PANS-OPS, Volume II, and 25 November 1982 2nd Edition) Panel (1981) alignment of presentation of units with Annex 5, Fourth Edition. 2 Seventh Meeting of the Changes to the holding criteria, e.g. introduction of 30 March 1983 Obstacle Clearance VOR/DME holding criteria. Introduction of new 24 November 1983 Panel (1981), Third and Part V— Noise Abatement Procedures. Introduction of Fourth Meetings of the new Part X for helicopter-only procedures. Operations Panel (1980 and 1981) 3 Seventh Meeting of the Introduction of departure procedures and editorial 25 November 1983 Obstacle Clearance amendments. 22 November 1984 Panel (1981) 4 Council, Air Navigation Secondary surveillance radar (SSR) transponder 14 March 1986 Commission operating procedures. 20 November 1986 5 Eighth Meeting of the Deletion, in the missed approach segment, of the turn 7 May 1986 (Volume I, Obstacle Clearance point defined by a distance (timing); change in VOR 20 November 1986 3rd Edition) Panel (1984) TO/FROM indication error zone; new holding speeds; editorial amendments. 6 Obstacle Clearance Introduction of new Part VII — Simultaneous 23 March 1990 Panel, Third and Fourth operations on parallel or near-parallel instrument 15 November 1990 Meetings of the runways. Introduction in Part X (now renumbered as HELIOPS Panel, Part XI) of new and revised provisions related to Council, Air Navigation procedures specified for use by helicopters only, and Commission joint helicopter/aeroplane procedures. Editorial amendments. 7 Ninth Meeting of the Amendment of the definitions of decision altitude/height 3 March 1993 (Volume I, Obstacle Clearance (DA/H), minimum descent altitude/height (MDA/H), 11 November 1993 4th Edition) Panel (1990), Fifth obstacle clearance altitude/height (OCA/H) and Meeting of the minimum sector altitude and inclusion of the definitions Operations Panel of area navigation (RNAV), waypoint and airborne (1989), Fourth Meeting collision avoidance system (ACAS). Amendment of of the Secondary Part II related to departure procedures to include Surveillance Radar secondary areas, clarify the application of the gradient Improvements and criteria, include the concept of close-in obstacles and Collision Avoidance deletion of the acceleration segment. Amendment of Systems Panel (1989) Part III, Chapter 4, to include criteria on visual and Amendment 69 to manoeuvring using a prescribed track. Introduction of Annex 10 Part III, Chapter 5, related to RNAV approach procedures based on VOR/DME. Deletion of Attachment A to Part III. Introduction in Part IV, Chapter 1, of RNAV holding procedures based on VOR/DME. Amendment of Part IV, Chapter 1, related to VOR/DME entry procedures. Amendment of Part V, Chapter 1, related to noise abatement procedures. Introduction of a new Part VIII, Chapter 3, concerning operation of ACAS equipment. Amendment of the DME fix tolerances to reflect current DME/N accuracy characteristics. 8/11/18 (xii) Procedures — Aircraft Operations — Volume I Approved Amendment Source(s) Subject(s) Applicable 8 Air Navigation Simultaneous operations on parallel or near-parallel 13 March 1995 Commission instrument runways. 9 November 1995 9 Tenth Meeting of the Introduction of new definitions and abbreviations in 4 March 1996 Obstacle Clearance Part I, Chapter 1. Modification of the provisions 7 November 1996 Panel (1994), Fourth concerning departure procedures in Part II, Chapter 2. and Fifth Meetings of Revision of the departure procedures published the Secondary information in Part II, Chapter 4. Inclusion of a new Part Surveillance Radar II, Chapter 5, on area navigation (RNAV) departures Improvements and based on VOR/DME. Inclusion of a new Part II, Chapter Collision Avoidance 6, on the use of FMS/RNAV equipment to follow Systems Panel (1989 conventional departure procedures. Modification of and 1993 respectively) existing provisions and introduction of new provisions in Part III, Chapter 3, concerning criteria for arrival and reversal procedures. Modification of the RNAV approach procedures based on VOR/DME in Part III, Chapter 5. Inclusion of a new Part III, Chapter 6, on the use of FMS/RNAV equipment to follow conventional non-precision approach procedures. Modification of the holding procedures in Part IV. Amendment to Part VIII, Chapter 1, to reflect current technology in the area of secondary surveillance radar transponders, taking into account the use of MODE S transponders in addition to MODE A/C transponders and introduction of transponder failure procedures when the carriage of a functioning transponder is mandatory. Introduction of new requirements in Part VIII, Chapter 3, for the operation of ACAS equipment. Introduction of a new Part XII concerning en-route obstacle clearance criteria. 10 Eleventh Meeting of the Introduction of new and amended definitions in Part I. 1 May 1998 Obstacle Clearance Modification of the turning departures in Part II, 5 November 1998 Panel, Amendment 51 Chapter 2. Amendment of the factors affecting to Annex 4 and operational minima in Part III, Chapter 1. Modification Amendment 38 to of the final approach alignment and descent gradients in Annex 11 Part III, Chapter 2. Introduction of new material related to steep angle approaches in Part III, Chapter 3. Modification of the area navigation (RNAV) approach procedures based on VOR/DME in Part III, Chapter 5. Introduction of a new Part III, Chapter 7, on RNAV approach procedures for basic GNSS receivers. Introduction of a new Chapter 8 on RNAV approach procedures based on DME/DME. Updating of RNAV holding procedures in Part IV, Chapter 1. Introduction of material related to RNAV/RNP routes in Part XII, Chapter 1. Editorial amendments. 8/11/18 Foreword (xiii) Approved Amendment Source(s) Subject(s) Applicable 11 Eleventh Meeting of the Amendment of the Foreword to notify operational 29 June 2001 Obstacle Clearance requirements and procedures for air traffic service 1 November 2001 Panel, (ATS) data link applications in Part XIV. Introduction Twelfth Meeting of the of new definitions in Part I. Introduction in Parts II and Obstacle Clearance III of required navigation performance (RNP) Panel, procedures for departure, arrival and approach Fifth Meeting of the procedures, including criteria for fixed radius turns, and Automatic Dependent basic GNSS departure and arrival procedures. Surveillance Panel, Introduction in Part III of a specification of maximum Conclusion 9/30 of descent rate for the final approach segment for non- ASIA/PAC Air precision approach (NPA) procedures, barometric Navigation Planning vertical navigation (baro-VNAV) criteria and RNAV and Implementation database path terminator concept. Amendment of Regional Group, Air Part III regarding basic GNSS approach procedures and Navigation Commission DME/DME procedures to account for reversion. studies, Introduction of new Part VI, Chapter 3, regarding Fifth Meeting of the altimeter corrections. Deletion of material with regard to Committee on Aviation the global exchange of operational meteorological Environmental (OPMET) information in Part IX. Addition of Human Protection Factors-related provisions in Parts IX and XIII. Integration of helicopter criteria throughout the document. Introduction of new noise abatement procedures. 12 Air Navigation Revised provisions in Part VIII, Chapter 3, to improve 30 June 2003 Commission study the clarity of the text and to strengthen the provisions to 27 November 2003 concerning the prevent a manoeuvre in the opposite sense to a operation of airborne resolution advisory. Introduction of a new Attachment A collision avoidance to Part VIII — ACAS II Training Guidelines for Pilots. system (ACAS) equipment, review by the Surveillance and Conflict Resolution Systems Panel (SCRSP) of ACAS II training guidelines for pilots 13 Thirteenth Meeting of Foreword — introduction of a phrase to amplify the 27 April 2004 the Obstacle Clearance notion that PANS-OPS applies to normal operations; 25 November 2004 Panel (2003) Part I — introduction of new definitions and abbreviations; Part II — amendment to GNSS area navigation (RNAV) departure procedures to account for multi-sensor RNAV systems, introduction of altitude depiction requirements, SBAS and GBAS departure procedures; Part III — amendment to the basis of categorization of aircraft, introduction of helicopter point-in-space procedures, introduction of the procedure altitude concept to address CFIT, introduction of altitude depiction requirements, amendment to GNSS RNAV approach procedures to account for multi-sensor RNAV systems, amendment to the standard aircraft dimensions for determination of DA/H, introduction of procedures for SBAS and GBAS, introduction of the TAA concept; Part XI — amendment to procedures specified for use by helicopters; Part XII — amendment to en-route criteria to include a simplified method; Part XIII — amendment to parameters for stabilized approach to include cold temperature correction. 8/11/18 (xiv) Procedures — Aircraft Operations — Volume I Approved Amendment Source(s) Subject(s) Applicable 14 Eleventh meeting of the Editorial amendment to provide a more logical layout and 2 October 2006 (Volume I, Obstacle Clearance improve the consistency and clarity of the document in order to: 23 November 2006 5th Edition) Panel (OCP/11) a) facilitate correct implementation; and b) provide a better framework for future development. 1 Fourteenth meeting of the a) new provisions for units of measurement; 30 November 2006 Obstacle Clearance Panel 15 March 2007 (OCP/14); sixth meeting of b) area minimum altitudes; the Operations Panel (OPSP/6), first meeting of the c) new approach procedures with vertical guidance (APV) for satellite-based augmentation system (SBAS) operations; Surveillance and Conflict Resolution Systems Panel d) vertical navigation (VNAV) operations; (SCRSP/1) e) provisions related to basic global navigation satellite system (GNSS); f) revisions to noise abatement departure procedures; and g) revisions to ACAS II provisions. 2 Air Navigation Commission a) new definition and provisions for hot spots; and 6 June 2007 review of provisions related 22 November 2007 to air traffic services; first b) procedures relating to ACAS. meeting of the Surveillance and Conflict Resolution Systems Panel (SCRSP/1) 3 First working group of the a) amendment to indicate the different usage of baro-VNAV 8 October 2008 whole meeting of the in order to address possible confusion among pilots; and 20 November 2008 Instrument Flight Procedures Panel (IFPP/WG/WHL/1); b) new criteria to help prevent controlled flight into terrain Seventh Meeting of the (CFIT) during helicopter operations in visual flight rules Operations Panel (OPSP/7) (VFR) conditions. These criteria include protection for the visual segment between the missed approach point (MAPt) and the intended landing location and adds guidance and criteria to pilots and procedure designers on the development of a direct visual segment (VS); c) revisions to criteria on manual RNAV holding; and d) introduction of a new definition for a continuous descent final approach (CDFA) and a description of methods of controlling the vertical flight path on non-precision approaches to include CDFA. 4 Second and third working a) Introduction of the definition of GBAS landing system 23 July 2010 group of the whole meetings of (GLS); 18 November 2010 the Instrument Flight Procedures Panel b) new provisions pertaining to RNAV holding (IFPP/WG/WHL/2 and 3) requirements consequential to existing PANS-OPS, Volume II, design criteria that seek alignment with the PBN concept; and c) new provisions concerning the use of satellite-based augmentation system (SBAS) approach procedures with vertical guidance (APV)/barometric vertical navigation (baro-VNAV) that are consequential to existing PANS-OPS, Volume II, design criteria. 8/11/18 Foreword (xv) Approved Amendment Source(s) Subject(s) Applicable 5 Secretariat supported by the Amendment concerning provisions related to instrument 20 March 2013 Approach Classification Task approach operations and procedures as a result of the new 13 November 2014 Force (ACTF) in coordination approach classification. with the Aerodromes Panel (AP), the Instrument Flight Procedure Panel (IFPP), the Navigation Systems Panel (NSP) and the Operations Panel (OPSP) 6 Separation and Airspace Safety Amendment concerning: 23 April 2014 Panel (SASP), Operational 13 November 2014 Data Link Panel (OPLINKP), a) automatic dependent surveillance — broadcast (ADS-B), Operations Panel (OPSP) and controller-pilot data link communications (CPDLC) and the Airborne Surveillance Task in-trail procedure (ITP); Force (ASTAF); seventh, eighth, ninth, tenth and b) procedure design criteria and charting requirements to eleventh meetings of the support performance-based navigation (PBN) as well as Instrument Flight Procedures helicopter point-in-space (PinS) approach and departure Panel Working Group of the operations Whole (IFPP/WG WHL/7, 8, 9, 10 and 11) 7 The twelfth meeting of the Provisions concerning MOC reduction for turning departure 26 May 2016 Instrument Flight Procedures procedures and improvements to ACAS provisions. 10 November 2016 Panel (IFPP/12); The first meeting of the Flight Operations Panel (FLTOPSP/1) 8 Twelfth meeting of the Amendment concerning: 28 August 2018 (Volume I, Instrument Flight Procedures 8 November 2018 6th Edition) Panel (IFPP/12); thirteenth a) Restructuring of Parts I and II focussing on information meeting of the Instrument required by pilots to operate safely on procedures Flight Procedures Panel designed using the criteria in PANS-OPS, Volume II; (IFPP/13); third meeting of the Flight Operations Panel b) introduction of two attachments on charting information (FLTOPSP/3); first meeting of and procedure design principles; the Separation and Airspace Safety Panel (SASP/1) c) updated definition of procedure altitude/height; d) clarification of intermediate segment protection area limits; e) update of helicopter point-in-space (PinS) criteria; f) consequential amendments to references arising from the restructure of Annex 15 and the introduction of PANS- AIM; and g) new PBN approach procedures for parallel runway operations. ______________________ 8/11/18 Procedures for Air Navigation Services AIRCRAFT OPERATIONS Part I GENERAL I-(i) 8/11/18 Section 1 DEFINITIONS, ABBREVIATIONS, ACRONYMS AND UNITS OF MEASUREMENT I-1-(i) 8/11/18 Chapter 1 DEFINITIONS When the following terms are used in this document, they have the following meanings: Aerodrome elevation. The elevation of the highest point of the landing area. Airborne collision avoidance system (ACAS). An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following: Take-off alternate. An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. En-route alternate. An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route. Destination alternate. An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing. Note.— The aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight. Altitude. The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). Area minimum altitude (AMA). The minimum altitude to be used under instrument meteorological conditions (IMC), that provides a minimum obstacle clearance within a specified area, normally formed by parallels and meridians. Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. Balked landing. A landing manoeuvre that is unexpectedly discontinued at any point below the OCA/H. Base turn. A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Note.— Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure. I-1-1-1 8/11/18 I-1-1-2 Procedures — Aircraft Operations — Volume I Circling approach. An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing. Continuous descent final approach (CDFA). A technique, consistent with stabilized approach procedures, for flying the final approach segment of a non-precision instrument approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown. Controlled airspace. An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. Note.— Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E as described in Annex 11, 2.6. Dead reckoning (DR) navigation. The estimating or determining of position by advancing an earlier known position by the application of direction, time and speed data. Decision altitude (DA) or decision height (DH). A specified altitude or height in a 3D instrument approach operation at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note 1.— Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation. Note 2.— The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a decision height the required visual reference is that specified for the particular procedure and operation. Note 3.— For convenience where both expressions are used they may be written in the form “decision altitude/height” and abbreviated “DA/H”. Descent fix. A fix established in a precision approach at the FAP to eliminate certain obstacles before the FAP, which would otherwise have to be considered for obstacle clearance purposes. Descent point (DP). A point defined by track and distance from the MAPt to identify the point at which the helicopter may descend below the OCA/H on a visual descent to the heliport or landing location. Direct visual segment (Direct-VS). A visual segment designed as: a) a leg in a PinS approach, which may contain a single turn, from the MAPt direct to the heliport or landing location or via a descent point to the heliport or landing location; or b) a straight leg from the heliport or landing location to the IDF in a PinS departure. DME distance. The line of sight distance (slant range) from the source of a DME signal to the receiving antenna. Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level. 8/11/18 Part I — Section 1, Chapter 1 I-1-1-3 Final approach and take-off area (FATO). A defined area over which the final phase of the approach manoeuvre to hover or landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be used by performance Class 1 helicopters, the defined area includes the rejected take-off area available. Final approach segment (FAS). That segment of an instrument approach procedure in which alignment and descent for landing are accomplished. Flight level (FL). A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1.— A pressure type altimeter calibrated in accordance with the Standard Atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; and c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels. Note 2.— The terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather than geometric heights and altitudes. GBAS landing system (GLS). A system for approach and landing operations utilizing GNSS, augmented by a ground- based augmentation system (GBAS), as the primary navigational reference. Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid). Height. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. Height above surface (HAS). The difference in height between the OCA and the elevation of the highest terrain, water surface or obstacle within a radius of at least 1.5 km (0.8 NM) from the MAPt in a PinS “Proceed VFR” procedure. Heliport reference point (HRP). The designated location of a heliport or a landing location. Holding fix. A geographical location that serves as a reference for a holding procedure. Holding procedure. A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance. Hot spot. A location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and where heightened attention by pilots/drivers is necessary. Independent parallel departures. Simultaneous departures from parallel or near-parallel instrument runways. Initial approach fix (IAF). A fix that marks the beginning of the initial segment and the end of the arrival segment, if applicable. In RNAV applications this fix is normally defined by a fly-by waypoint. Initial approach segment. That segment of an instrument approach procedure between the initial approach fix and the intermediate fix or, where applicable, the final approach fix or point. Initial departure fix (IDF). The terminal fix for the visual segment and the fix where the instrument phase of the PinS departure begins. 8/11/18 I-1-1-4 Procedures — Aircraft Operations — Volume I Instrument approach operations. An approach and landing using instruments for navigation guidance based on an instrument approach procedure. There are two methods for executing instrument approach operations: a) a two-dimensional (2D) instrument approach operation, using lateral navigation guidance only; and b) a three-dimensional (3D) instrument approach operation, using both lateral and vertical navigation guidance. Note.— Lateral and vertical navigation guidance refers to the guidance provided either by: a) a ground-based radio navigation aid; or b) computer-generated navigation data from ground-based, space-based, self-contained navigation aids or a combination of these. Instrument approach procedure (IAP). A series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach procedures are classified as follows: Non-precision approach (NPA) procedure. An instrument approach procedure designed for 2D instrument approach operations Type A. Note.— Non-precision approach procedures may be flown using a continuous descent final approach (CDFA) technique. CDFAs with advisory VNAV guidance calculated by on-board equipment are considered 3D instrument approach operations. CDFAs with manual calculation of the required rate of descent are considered 2D instrument approach operations. For more information on CDFAs, refer to Part II, Section 5. Approach procedure with vertical guidance (APV). A performance-based navigation (PBN) instrument approach procedure designed for 3D instrument approach operations Type A. Precision approach (PA) procedure. An instrument approach procedure based on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument approach operations Type A or B. Note.— Refer to Annex 6 for instrument approach operation types. Intermediate approach segment. That segment of an instrument approach procedure between either the intermediate fix and the final approach fix or point, or between the end of a reversal, racetrack or dead reckoning track procedure and the final approach fix or point, as appropriate. Intermediate fix (IF). A fix that marks the end of an initial segment and the beginning of the intermediate segment. In RNAV applications this fix is normally defined by a fly-by waypoint. Landing location. A marked or unmarked area that has the same physical characteristics as a visual heliport final approach and take-off area (FATO). Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. Localizer performance with vertical guidance (LPV). The label to denote minima lines associated with APV-I performance on approach charts. 8/11/18 Part I — Section 1, Chapter 1 I-1-1-5 Manoeuvring visual segment (Manoeuvring-VS). PinS visual segment protected for the following manoeuvres for: PinS approaches. Visual manoeuvre from the MAPt around the heliport or landing location to land from a direction other than directly from the MAPt. PinS departures. Take-off in a direction other than directly to the IDF followed by visual manoeuvre to join the instrument segment at the IDF. Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a 2D instrument approach operation or circling approach operation below which descent must not be made without the required visual reference. Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation. Note 2.— The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment. Note 3.— For convenience when both expressions are used they may be written in the form “minimum descent altitude/height” and abbreviated “MDA/H”. Minimum en-route altitude (MEA). The altitude for an en-route segment that provides adequate reception of relevant navigation facilities and ATS communications, complies with the airspace structure and provides the required obstacle clearance. Minimum instrument meteorological conditions airspeed (Vmini). The minimum indicated airspeed that a specific helicopter is certified to operate in instrument meteorological conditions. Minimum obstacle clearance altitude (MOCA). The minimum altitude for a defined segment that provides the required obstacle clearance. Minimum sector altitude (MSA). The lowest altitude which may be used which will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 NM) radius centred on a significant point, the aerodrome reference point (ARP) or the heliport reference point (HRP). Minimum stabilization distance (MSD). The minimum distance to complete a turn manoeuvre and after which a new manoeuvre can be initiated. The minimum stabilization distance is used to compute the minimum distance between waypoints. Missed approach holding fix (MAHF). A fix used in RNAV applications that marks the end of the missed approach segment and the centre point for the missed approach holding. Missed approach point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. Missed approach procedure. The procedure to be followed if the approach cannot be continued. Near-parallel runways. Non-intersecting runways whose extended centre lines have an angle of convergence/ divergence of 15 degrees or less. 8/11/18 I-1-1-6 Procedures — Aircraft Operations — Volume I Obstacle assessment surface (OAS). A defined surface intended for the purpose of determining those obstacles to be considered in the calculation of obstacle clearance altitude/height for a specific ILS facility and procedure. Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. Note 1.— Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approach procedures to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling approach procedure is referenced to the aerodrome elevation. Note 2.— For convenience when both expressions are used they may be written in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”. Note 3.— See Section 5, Chapter 1, 1.6, for specific application of this definition. Note 4.— See PANS-OPS, Volume II, Part IV, Chapter 2, for area navigation (RNAV) point-in-space (PinS) approach procedures for helicopters using basic GNSS receivers. Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation purposes. Point-in-space (PinS) approach. An approach procedure designed for helicopters only that includes both a visual and an instrument segment. Point-in-space (PinS) departure. A departure procedure designed for helicopters only that includes both a visual and an instrument segment. Point-in-space reference point (PRP). Reference point for the point-in-space approach as identified by the latitude and longitude of the MAPt. Point-in-space (PinS) visual segment. The segment of a helicopter PinS procedure between a point (MAPt or IDF) and the heliport or the landing location. Primary area. A defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is provided. (See also Secondary area.) Procedure altitude/height. A published altitude/height used in defining the vertical profile of a flight procedure, at or above the minimum obstacle clearance altitude/height where established. Procedure turn. A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note 1.— Procedure turns are designated “left” or “right” according to the direction of the initial turn. Note 2.— Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure. Racetrack procedure. A procedure designed to enable the aircraft to reduce altitude during the initial approach segment and/or establish the aircraft inbound when the entry into a reversal procedure is not practical. 8/11/18 Part I — Section 1, Chapter 1 I-1-1-7 Reference datum height (RDH). The height of the extended glide path or a nominal vertical path at the runway threshold. Required navigation performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace. Note.— Navigation performance and requirements are defined for a particular RNP type and/or application. Reversal procedure. A procedure designed to enable aircraft to reverse direction during the initial approach segment of an instrument approach procedure. The sequence may include procedure turns or base turns. Secondary area. A defined area on each side of the primary area located along the nominal flight track in which decreasing obstacle clearance is provided. (See also Primary area.) Segregated parallel operations. Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures. Significant point. A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes. Note.— There are three categories of significant points: ground-based navigation aid, intersection and waypoint. In the context of this definition, intersection is a significant point expressed as radials, bearings and/or distances from ground-based navigation aids. Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced. Standard instrument departure (SID). A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences. Terminal arrival altitude (TAA). The lowest altitude that will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an arc of a circle defined by a 46 km (25 NM) radius centred on the initial approach fix (IAF), or where there is no IAF on the intermediate fix (IF), delimited by straight lines joining the extremity of the arc to the IF. The combined TAAs associated with an approach procedure shall account for an area of 360 degrees around the IF. Threshold (THR). The beginning of that portion of the runway usable for landing. Track. The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid). Transition altitude. The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes. Transition layer. The airspace between the transition altitude and the transition level. Transition level. The lowest flight level available for use above the transition altitude. Vertical path angle (VPA). Angle of the published final approach descent in baro-VNAV procedures. Visual manoeuvring (circling) area. The area in which obstacle clearance should be taken into consideration for aircraft carrying out a circling approach. 8/11/18 I-1-1-8 Procedures — Aircraft Operations — Volume I Visual segment descent angle (VSDA). The angle between the MDA/H at the MAPt/DP and the heliport crossing height. Visual segment design gradient (VSDG). The gradient of the visual segment in a PinS departure procedure. The visual segment connects the heliport or landing location with the initial departure fix (IDF) minimum crossing altitude (MCA). Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either: Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure. Waypoint distance (WD). Distance on the WGS ellipsoid from a defined waypoint to the aircraft RNAV receiver. ______________________ 8/11/18 Chapter 2 ABBREVIATIONS AND ACRONYMS (used in this document) ACAS Airborne collision avoidance system ADS-B Automatic dependent surveillance — broadcast APCH Approach APV Approach procedure with vertical guidance ARP Aerodrome reference point ATC Air traffic control ATM Air traffic management ATS Air traffic services ATT Along-track tolerance baro-VNAV Barometric vertical navigation CAT Category CDFA Continuous descent final approach DA/H Decision altitude/height DER Departure end of the runway Direct-VS Direct visual segment DME Distance measuring equipment DP Descent point DR Dead reckoning FAF Final approach fix FAP Final approach point FAS Final approach segment FATO Final approach and take-off area FL Flight level FMS Flight management system FSD Full-scale deflection ft Foot (feet) FTE Flight technical error FTT Flight technical tolerance GBAS Ground-based augmentation system GLS GBAS landing system GNSS Global navigation satellite system GP Glide path HAS Height above surface HCH Heliport crossing height hPa Hectopascal(s) HRP Heliport reference point HSI Horizontal situation indicator IAC Instrument approach chart IAF Initial approach fix IAP Instrument approach procedure IAS Indicated airspeed I-1-2-1 8/11/18 I-1-2-2 Procedures — Aircraft Operations — Volume I IDF Initial departure fix IF Intermediate fix IFR Instrument flight rules ILS Instrument landing system IMC Instrument meteorological conditions INS Inertial navigation system IRS Inertial reference system ISA International standard atmosphere KIAS Knots indicated airspeed kt Knot(s) km Kilometre(s) LNAV Lateral navigation LP Localizer performance LPV Localizer performance with vertical guidance m Metre(s) MAHF Missed approach holding fix Manoeuvring-VS Manoeuvring visual segment MAPt Missed approach point MCA/H Minimum crossing altitude/height MDA/H Minimum descent altitude/height MEA Minimum en-route altitude MLS Microwave landing system MOC Minimum obstacle clearance MOCA Minimum obstacle clearance altitude MSA Minimum sector altitude MSD Minimum stabilization distance MSL Mean sea level NADP Noise abatement departure procedure NDB Non-directional beacon NM Nautical mile(s) NOTAM Notice to airmen NOZ Normal operating zone NPA Non-precision approach NSE Navigation system error NTZ No transgression zone OAS Obstacle assessment surface OCA/H Obstacle clearance altitude/height OCS Obstacle clearance surface OFZ Obstacle free zone OM Outer marker PA Precision approach PAPI Precision approach path indicator PAR Precision approach radar PBN Performance-based navigation PDE Path definition error PDG Procedure design gradient PEE Position estimation error PinS Point-in-space PRP Point-in-space reference point QFE Atmospheric pressure at aerodrome elevation (or at runway threshold) QNH Altimeter sub-scale setting to obtain elevation when on the ground RA Resolution advisory RAIM Receiver autonomous integrity monitoring 8/11/18 Part I — Section 1, Chapter 2 I-1-2-3 RDH Reference datum height RF Constant radius arc to a fix RNAV Area navigation RNP Required navigation performance RVR Runway visual range RWY Runway SBAS Satellite-based augmentation system SD Standard deviation SDF Step down fix SI International system of units SID Standard instrument departure SOC Start of climb SOPs Standard operating procedures SSR Secondary surveillance radar STAR Standard instrument arrival TA Traffic advisory TAA Terminal arrival altitude TAR Terminal area surveillance radar TAS True airspeed TCH Threshold crossing height TF Track to fix THR Threshold TMA Terminal control area TP Turning point TSE Total system error Vmini Minimum instrument meteorological conditions airspeed VASIS Visual approach slope indicator system VNAV Vertical navigation VOR Very high frequency omnidirectional radio range VPA Vertical path angle VSDA Visual segment descent angle VSDG Visual segment design gradient WD Waypoint distance WGS World geodetic system XTT Cross-track tolerance ______________________ 8/11/18 Chapter 3 UNITS OF MEASUREMENT 3.1 Units of measurement are expressed in conformance with Annex 5. 3.2 The values of the parameters are usually shown in integers. Where this does not provide the required accuracy, the parameter is shown with the required number of decimal places. Where the parameter directly affects the pilot in their control of the aircraft, it is normally rounded as a multiple of five. In addition, slope gradients are normally expressed in percentages, but may be expressed in other units. 3.3 The rounding of values to be published on aeronautical charts meets the corresponding chart resolution requirements in Annex 4, Appendix 6. ______________________ I-1-3-1 8/11/18 Procedures for Air Navigation Services AIRCRAFT OPERATIONS Part II FLIGHT PROCEDURE REQUIREMENTS II-(i) 8/11/18 Section 1 GENERAL REQUIREMENTS II-1-(i) 8/11/18 Chapter 1 GENERAL REQUIREMENTS 1.1 GENERAL 1.1.1 Procedures contained in the PANS-OPS assume that all engines are operating. Development of contingency procedures is the responsibility of the operator. 1.1.2 Procedures depict tracks or bearings. The pilot should attempt to maintain the track or bearing by applying corrections to heading for known wind. 1.1.3 All examples of calculations in this document are based on an altitude of 600 m (2 000 ft) above mean sea level (MSL) and a temperature of international standard atmosphere (ISA) +15°C unless otherwise stated. Note.— Detailed specifications for instrument approach procedure construction, primarily for the use of procedures specialists, are contained in PANS-OPS, Volume II. 1.2 OBSTACLE CLEARANCE Obstacle clearance is a primary safety consideration in the development of instrument flight procedures. The criteria used and the detailed method of calculation are covered in PANS-OPS, Volume II. However, from the operational point of view it is stressed that the obstacle clearance applied in the development of each instrument procedure is considered to be the minimum required for an acceptable level of safety in operations. 1.3 AREAS 1.3.1 Where track guidance is provided in the design of a procedure, each segment comprises a specified volume of airspace, the vertical cross-section of which is an area located symmetrically about the centre line of each segment. The vertical cross-section of each segment is divided into primary and secondary areas. Full obstacle clearances are applied over the primary areas reducing to zero at the outer edges of the secondary areas (see Figure II-1-1-1). 1.3.2 On straight segments, the width of the primary area at any given point is equal to one-half of the total width. The width of each secondary area is equal to one-quarter of the total width. 1.3.3 Where no track guidance is provided during a turn specified by the procedure, the total width of the area is considered primary area. 1.3.4 The minimum obstacle clearance (MOC) is provided for the whole width of the primary area. In the secondary area, MOC is provided at the inner edges reducing to zero at the outer edges. Note.— Areas for RNP AR Procedures are described in the Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual (Doc 9905). II-1-1-1 8/11/18 II-1-1-2 Procedures — Aircraft Operations — Volume I 1.4 USE OF FLIGHT MANAGEMENT SYSTEM (FMS)/ AREA NAVIGATION (RNAV) EQUIPMENT IN CONVENTIONAL PROCEDURES 1.4.1 Where FMS/RNAV equipment is available, it may be used to fly conventional procedures provided: a) the procedure is monitored using the basic display normally associated with that procedure; and b) the tolerances for flight using raw data on the basic display are complied with. 1.4.2 Lead radials are for use by non-RNAV-equipped aircraft and are not intended to restrict the use of turn anticipation by the FMS. 1.5 TURNING POINTS The turning point (TP) may be specified in one of two ways: a) at a designated conventional facility or fix — the turn is made upon arrival overhead a facility or fix; or b) at a designated altitude — the turn is made upon reaching the designated altitude unless an additional fix or distance is specified to limit early turns (departures and missed approach only); or c) at a designated waypoint — turns in performance-based navigation (PBN) procedures may be either fly-by, fly-over or constant radius arc to a fix (RF). See Figures II-1-1-2, II-1-1-3 and II-1-1-4. 1.6 PROTECTION AREA FOR TURNS Speed is a controlling factor in determining the aircraft track during the turn. The outer boundary of the turning area is based on the highest speed of the category for which the procedure is authorized. The inner boundary caters for the slowest aircraft. Note.— For more information about the construction of protected areas for turns, see Attachment A, section 2. 1.7 COLD TEMPERATURE CORRECTION 1.7.1 Temperatures lower than those of the standard atmosphere result in the actual altitude of an aircraft being lower than that indicated by the barometric altimeter. As a consequence, the MOC actually achieved could be lower than the prescribed MOC. In order to prevent this, the pilot shall correct for low temperatures. The pilot is responsible for any necessary cold temperature corrections to all published minimum altitudes/heights in both conventional and PBN procedures. This includes: a) the altitudes/heights for the initial and intermediate segment(s); b) the decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H); and c) subsequent missed approach altitudes/heights. 8/11/18 Part II — Section 1, Chapter 1 II-1-1-3 1.7.2 The final approach path vertical path angle (VPA) on a 3D approach operation which is based on barometric vertical navigation (baro-VNAV) criteria is safeguarded against the effects of low temperature by the design of the procedure. This will ensure that the effective VPA at the minimum temperature published on the chart will not be less than 2.5° and has been obstacle assessed. By applying the cold temperature correction to this procedure type the nominal VPA will actually be flown. This can be achieved by manual application of the correction by the pilot, or in some cases where certified systems are used, through automatic application of the correction by an FMS. Note.— For more information on the use of automated systems for temperature compensation, see the Performance-based Navigation (PBN) Manual (Doc 9613). 8/11/18 II-1-1-4 Procedures — Aircraft Operations — Volume I II-1-1-1. Relationship of minimum obstacle clearances in primary and secondary areas in cross-section Figure II-1-1-2. Fly-by waypoint (WP1) 8/11/18 Part II — Section 1, Chapter 1 II-1-1-5 Figure II-1-1-3. Fly-over waypoint Figure II-1-1-4. RF turn ______________________ 8/11/18 Section 2 DEPARTURE PROCEDURES II-2-(i) 8/11/18 Chapter 1 GENERAL REQUIREMENTS 1.1 INTRODUCTION 1.1.1 The criteria in this section are designed to provide the pilot and other flight operations personnel with an appreciation, from the operational point of view, of the parameters and criteria used in the design of instrument departure procedures. These include, but are not limited to, standard instrument departure (SID) routes and associated procedures (see Annex 11, Appendix 3). 1.1.2 These procedures assume that all engines are operating. In order to ensure acceptable clearance above obstacles during the departure phase, instrument departure procedures may be published as specific routes to be followed or as omnidirectional departures, together with procedure design gradients and details of significant obstacles. 1.1.3 A departure procedure is established for each runway on which an instrument departure is expected to be used. Procedures will be developed for different categories of aircraft as required. 1.2 CONTINGENCY PROCEDURES 1.2.1 Development of contingency procedures, required to cover the case of engine failure or an emergency in flight which occurs after V1, is the responsibility of the operator, in accordance with Annex 6. An example of such a procedure, developed by one operator for a particular runway and aircraft type(s), is shown in Figure II-2-1-1. Where terrain and obstacles permit, these procedures should follow the normal departure route. 1.2.2 Turning procedures When it is necessary to develop a turning procedure to avoid an obstacle which would have become limiting, the procedure should be described in detail in the appropriate operator or aircraft manual. The point for start of turn in this procedure shall be readily identifiable by the pilot when flying under instrument conditions. 1.3 INSTRUMENT DEPARTURE PROCEDURE 1.3.1 Design considerations The design of an instrument departure procedure is, in general, dictated by the terrain surrounding the aerodrome. It may also be required to provide for air traffic control (ATC) requirements in the case of SID routes. These factors in turn influence the type and siting of navigation aids in relation to the departure route. Airspace restrictions may also affect the routing and siting of navigation aids. II-2-1-1 8/11/18 II-2-1-2 Procedures — Aircraft Operations — Volume I 1.3.2 Aerodrome operating minima Where obstacles cannot be cleared by the appropriate margin when the aircraft is flown on instruments, aerodrome operating minima are established to permit visual flight clear of obstacles. 1.3.3 Wind effect 1.3.3.1 When flying departure routes expressed as tracks or bearings, the pilot shall compensate for known or estimated winds. 1.3.3.2 When being vectored, the pilot should not compensate for wind effects. 1.3.4 Vectors Pilots should not accept vectors during departure unless: a) they are above the minimum altitude(s)/height(s) required to maintain obstacle clearance in the event of engine failure. This relates to engine failure between V1 and minimum sector altitude or the end of the contingency procedure as appropriate; or b) the departure route is non-critical with respect to obstacle clearance. 1.4 OBSTACLE CLEARANCE 1.4.1 The minimum obstacle clearance (MOC) equals zero at the departure end of the runway (DER). From that point, it increases by 0.8 per cent of the horizontal distance in the direction of flight assuming a maximum turn of 15°. 1.4.2 During the turn, a MOC of 75 m (246 ft) (CAT H, 65 m (213 ft)) is provided. 1.5 PROCEDURE DESIGN GRADIENT (PDG) 1.5.1 Unless otherwise published, a PDG of 3.3 per cent is assumed. 1.5.2 For conversion of climb gradient for cockpit use, see Figure II-2-1-2. 1.6 FIXES AS AN AID IN OBSTACLE AVOIDANCE Whenever suitably located distance measuring equipment (DME) exists, additional specific height/distance information intended for obstacle avoidance may be published. Waypoints or other suitable fixes should be used by the pilot to provide a means of monitoring climb performance. 8/11/18 Part II — Section 2, Chapter 1 II-2-1-3 1.7 PERFORMANCE-BASED NAVIGATION (PBN) DEPARTURES 1.7.1 Description. A PBN departure is a departure procedure containing area navigation (RNAV) or required navigation performance (RNP) segments. 1.7.2 PBN requirements box. PBN departure procedures are promulgated with a PBN requirements box. The box contains the following information: a) identification of the applicable navigation specification(s) that were used to design the departure procedure; b) restrictions on navigation equipment required to fly the procedure (for example, global navigation satellite system (GNSS) only) if applicable; and c) information related to optional functionality of the applicable navigation specification such as the use of constant radius arc to a fix (RF) legs or RNP scalability, if applicable. 1.7.3 Applicable navigation specifications The applicable navigation specifications for PBN departure operations are: a) RNAV 2; b) RNAV 1; c) RNP 1; d) RNP 0.3 (Helicopters); and e) Advanced RNP (A-RNP). Note.— For complete details of the applicability of PBN navigation specifications to departure procedures, see the Performance-based Navigation (PBN) Manual (Doc 9613). 1.7.4 The navigation specifications may be applied on a departure route segment basis. 1.7.5 Navigation database. Departure procedure information is contained in a navigation database using the WGS-84 coordinate system. If the navigation database does not contain the departure procedure, the procedure shall not be used. 1.7.6 PBN operational approval 1.7.6.1 Pilots shall verify, before operating on any PBN route or procedure, that they have approval to operate on the navigation specification used. Where there are additional restrictions, for example, sensor use or optional functionality as discussed in 1.7.2 above, the pilot shall also verify that these restrictions are complied with. 1.7.6.2 Prior to operating on any PBN procedure, the pilot shall confirm: a) the operation of all required navigation aids (ground and space-based); b) the correct functioning of the navigation equipment; 8/11/18 II-2-1-4 Procedures — Aircraft Operations — Volume I c) the validity of the navigation database; and d) waypoint and segment data, with reference to the published chart. Figure II-2-1-1. Example of contingency routes in relation to departure routes 8/11/18 Part II — Section 2, Chapter 1 II-2-1-5 Figure II-2-1-2. Conversion nomogram ______________________ 8/11/18 Chapter 2 STANDARD INSTRUMENT DEPARTURES 2.1 GENERAL 2.1.1 A standard instrument departure (SID) is a departure procedure that is normally developed to accommodate as many aircraft categories as possible. Departures that are limited to specific aircraft categories are clearly annotated (see Section 5, Chapter 1, 1.4, “Categories of aircraft”). 2.1.2 For procedure design purposes, the SID terminates at the first fix/facility/waypoint of the en-route phase following the departure procedure. 2.1.3 SIDs are based on track guidance acquired: a) for conventional straight departures, within 20.0 km (10.8 NM) from the DER; b) for conventional turning departures within 10.0 km (5.4 NM) after completion of turns; and c) for PBN departure procedures normally at the DER. 2.2 PROCEDURE DESIGN GRADIENT 2.2.1 The standard design gradient for departure procedures is 3.3 per cent. 2.2.2 When obstacles exist which affect the departure route, procedure design gradients greater than 3.3 per cent may be specified. When such a gradient is specified, the altitude/height to which it extends is promulgated. 2.2.3 For information regarding rates of climb necessary to meet the specified climb gradients the pilot should refer to Figure II-2-1-2. 2.3 STRAIGHT DEPARTURES Wherever possible, a straight departure is specified. A straight departure is one in which the initial departure track is within 15° of the alignment of the runway centre line. 2.4 TURNING DEPARTURES 2.4.1 When a departure route requires a turn of more than 15°, it is called a turning departure. Straight flight is assumed until reaching an altitude/height of at least 120 m (394 ft). Procedures normally cater for turns at a point 600 m from the beginning of the runway. However, in some cases, turns should not be initiated before the DER (or a specified point), and this information will be noted on the departure chart. II-2-2-1 8/11/18 II-2-2-2 Procedures — Aircraft Operations — Volume I 2.4.2 For Category H procedures, turns may be i

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