Aircraft Operations. Volume II - Construction of Visual and Instrument ...

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Appendix to Chapter 3 GUIDANCE MATERIAL ON THE ESTABLISHMENT OF THE AVERAGE FLIGHT PATH OF A DEPARTURE PROCEDURE 1. INTRODUCTION When close conformance to an accurate track, especially for turning departures, is important (for noise abatement/ATC constraints, etc.), statistical data on aircraft performance can be used to determine the procedure with the average flight path. The aircraft performances used to determine the average flight path must not be used for obstacle clearance calculation purposes. Although the data in Table I-3-3-App-1 is based on Cat D type of aircraft, it may also be applied to procedures for aircraft of lower category, causing an acceptable additional margin. In order to show the effect of this method, the average flight path is drawn on Figures I-3-3-App-1, I-3-3-App-2, I-3-3-App-3 and I-3-3-App-4. 2. CONSTRUCTION OF THE DESIRED AVERAGE FLIGHT PATH 2.1 Purpose For the departure, the desired average flight path to deal with restrictions such as noise or ATC constraints can be drawn according to the speed/distance/bank angle in Table I-3-3-App-1. The purpose of the table is to give guidance for a realistic speed. For example it can be verified whether a proposed speed limitation would cause an operational problem. For RNAV procedure design, this table can be used as guidance for the minimum stabilization distance determination. 2.2 Table description 2.1.1 The indicated airspeed (IAS), bank angle and height above aerodrome can be found as a function of the distance from the DER. Apply the “along track” distance from the DER to the turning point/waypoint. When a speed restriction lower than the speed corresponding to a given distance in the speed table is required, this speed supersedes the value in the table. 2.2.2 For conversion from IAS to TAS (using Section 2, Appendix to Chapter 1), the climb of the aircraft must be taken into account. Use the altitude value from Table I-3-3-App-1 in the Appendix to Chapter 1 to convert IAS to TAS. A seven per cent climb gradient is applied originating from the DER. If a procedure design gradient higher than 7 per cent is used for obstacle clearance purposes or if a higher air traffic services (ATS) climb gradient is required, that climb gradient supersedes the assumed gradient in the table. 2.2.3 Due to probable limitation of bank angles as a function of altitude in the initial phase of the departure procedure: a) a 15° bank angle is applied until 305 m (1 000 ft); and b) a 25° bank angle from 915 m (3 000 ft) onwards. As the resulting turn radii are influenced by a different bank angle, for a smooth transition a 20° bank angle is used between 305 m (1 000 ft) and 915 m (3 000 ft). I-3-3-App-1 23/11/06
I-3-3-App-2 Procedures — Aircraft Operations — Volume II Table I-3-3-App-1. Average flight path determination (Distance in km (NM), height in m (ft), bank angle in degrees, speed in km/h (kt) IAS) 23/11/06 Note.— The speed shall not be higher than the maximum speed as indicated in Table I-4-1-1 and I-4-1-2. Example: Applicable data: 1 — Altitude aerodrome: 715 m (2 346 ft) MSL 2 — Required turn after 31.5 km (17 NM) track-miles flown Find from the table: 1 — Assumed height aircraft: 2 204 m (7 229 ft) above field elevation 2 — Bank angle 25° 3 — Speed: 498 km/h (269 kt) IAS Calculate turn radius: 1 — Altitude aircraft is 715 m (2 346 ft) (aerodrome elevation) + 2 204 m (7 229 ft) (height aircraft) = 2 919 m (9 575 ft) MSL 2 — TAS conversion factor (Section 2, Appendix to Chapter 1) rounded up to 10 000 ft: 1.1958 3 — TAS: 269 × 1.1958 = 596 km/h (322 kt) 4 — Turn radius average flight path 6.00 km (3.24 NM) (refer to Section 2, Chapter 3, paragraph 2, “radius of turn”).
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Doc 8168 OPS/611 Procedures for Air
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TABLE OF CONTENTS FOREWORD ........
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Table of Contents (v) Chapter 5. Pu
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Table of Contents (vii) Chapter 9.
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Table of Contents (ix) 4.3 Intermed
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Table of Contents (xi) Chapter 5. S
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Table of Contents (xiii) Appendix t
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(xvi) Procedures — Aircraft Opera
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(xviii) Procedures — Aircraft Ope
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(xx) Procedures — Aircraft Operat
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(xxii) Procedures — Aircraft Oper
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(xxiv) Procedures — Aircraft Oper
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Section 1 DEFINITIONS, ABBREVIATION
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I-1-1-2 Procedures — Aircraft Ope
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Chapter 2 ABBREVIATIONS (used in th
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Part I — Section 1, Chapter 2 I-1
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Section 2 GENERAL PRINCIPLES I-2-(i
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Appendix to Chapter 1 CONVERSION TA
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Part I — Section 2, Chapter 1, Ap
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I-4-3-App A-10 Procedures — Aircr
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Appendix B to Chapter 3 REDUCTION O
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Appendix C to Chapter 3 CONSTRUCTIO
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Chapter 4 INTERMEDIATE APPROACH SEG
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I-4-5-10 Procedures — Aircraft Op
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Chapter 6 MISSED APPROACH SEGMENT 6
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I-4-6-App-2 Procedures — Aircraft
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Chapter 7 VISUAL MANOEUVRING (CIRCL
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Chapter 8 MINIMUM SECTOR ALTITUDES
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Procedures for Air Navigation Servi
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Chapter 1 INSTRUMENT LANDING SYSTEM
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Part II — Section 1, Chapter 1 II
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Appendix A to Chapter 1 ILS: TURNIN
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Part II — Section 1, Chapter 1, A
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Appendix B to Chapter 1 STEEP GLIDE
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II-1-1-App C-2 Procedures — Aircr
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II-1-1-App D-2 Procedures — Aircr
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II-1-1-App D-4 Procedures — Aircr
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Chapter 2 OFFSET ILS 2.1 USE OF ILS
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II-1-3-2 Procedures — Aircraft Op
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II-1-3-10 Procedures — Aircraft O
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Chapter 4 OFFSET MLS 4.1 USE OF MLS
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Chapter 5 PAR Note.— Only PAR app
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Section 2 NON-PRECISION APPROACHES
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Chapter 2 MLS AZIMUTH ONLY 2.1 GENE
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Chapter 5 DF 5.1 GENERAL This chapt
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Section 3 EN-ROUTE CRITERIA II-3-(i
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Appendix A to Chapter 1 VOR AND NDB
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II-3-1-App B-2 Procedures — Aircr
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Chapter 1 HOLDING CRITERIA Note 1.
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Appendix A to Chapter 1 PARAMETERS
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II-4-1-App B-2 Procedures — Aircr
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II-Att-2 Procedures — Aircraft Op
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II-Att-4 Procedures — Aircraft Op
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Chapter 1 FIXES 1.1 FIX IDENTIFICAT
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III-1-2-2 Procedures — Aircraft O
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Appendix to Chapter 3 DERIVATION AN
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Part III — Section 1, Chapter 3,
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Part III — Section 1, Chapter 3,
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III-1-4-10 Procedures — Aircraft
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Chapter 5 SBAS RNAV 5.1.1 SBAS depa
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Chapter 7 RNP 7.1 EQUIPMENT REQUIRE
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Section 2 GENERAL CRITERIA III-2-(i
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Chapter 3 RNAV T- or Y-BAR PROCEDUR
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Part III — Section 2, Chapter 3 I
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Chapter 4 TERMINAL ARRIVAL ALTITUDE
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Chapter 1 DEPARTURE PROCEDURES 1.1
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Chapter 2 ARRIVAL AND APPROACH PROC
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III-3-4-App A-2 Procedures — Airc
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Chapter 6 PRECISION APPROACH PROCED
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Section 4 QUALITY ASSURANCE (To be
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Chapter 1 RNAV DATABASE PATH TERMIN
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Chapter 3 PROCEDURE NAMING 3.1 GENE
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© ICAO 2006 10/06 Published by ICA
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