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

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I-4-3-2 Procedures — Aircraft Operations — Volume II 23/11/06 3.3 INITIAL APPROACH SEGMENTS (OTHER THAN RADAR VECTORS) UTILIZING STRAIGHT TRACKS AND DME ARCS 3.3.1 Tracks The angle of intersection between the initial approach track and the intermediate track should not exceed 120°. When the angle exceeds 70°, a radial, bearing, radar vector or DME information providing at least 4 km (2 NM) of lead (Cat H, 1.9 km (1 NM)) shall be identified to assist in leading the turn onto the intermediate track (see Figure I-4-3-1). When the angle exceeds 120°, the use of a racetrack or reversal procedure or dead reckoning (DR) track should be considered. Criteria for such procedures are in 3.4, “Initial approach segment using a racetrack procedure”, 3.5, “Initial approach segment using a reversal procedure” and 3.3.3.3, “Area associated with dead reckoning (DR) track procedures”. 3.3.2 DME arcs An arc may provide track guidance for all or for a portion of an initial approach. The minimum arc radius shall be 13 km (7 NM) (Cat H, 9.3 km (5 NM)). An arc may join a track at or before the intermediate fix. When joining a track, the angle of intersection of the arc and the track should not exceed 120°. When the angle exceeds 70°, a radial which provides at least 4 km (2 NM) (Cat H, 1.9 km (1 NM)) of lead shall be identified to assist in leading the turn onto the intermediate track. 3.3.3 Area 3.3.3.1 The initial approach segment has no standard length. The length shall be sufficient to permit the altitude change required by the procedure. The width is divided into: a) a primary area which extends laterally 4.6 km (2.5 NM) on each side of the track; and b) a secondary area which adds an additional 4.6 km (2.5 NM) on each side of the primary area. (See Figure I-4-3-2.) 3.3.3.2 Area splay Where, because of an operational requirement, any portion of the initial approach is more than 69 km (37 NM) from the VOR or 52 km (28 NM) from the NDB providing track guidance, the area will start splaying at these distances at an angle of 7.8° for VOR or 10.3° for NDB. Within this splayed area, the width of the primary area shall remain one half of the total width of the area. (See Figure I-4-3-3.) For calculating secondary area width at a given point, see Section 2, Chapter 1, 1.2.1, “Calculating secondary area width at a given point”. Note.— See also Appendix B, “Reduction of the width of a straight initial approach area after the IAF and interface between straight initial approach area and reversal procedure areas” for possible reduction of the width of straight initial approach area. 3.3.3.3 Area associated with dead reckoning (DR) track procedures Where DR track procedures are utilized, the area allocated for the turning portions of the dead reckoning segment shall be calculated to accommodate omnidirectional wind speed (w) derived by the following equation:
Part I — Section 4, Chapter 3 I-4-3-3 w = (12h + 87) km/h, where h is altitude in thousands of metres; or w = (2h + 47) kt, where h is altitude in thousands of feet. The area associated with the straight portion shall be expanded to account for the maximum drift from an unrecognized beam wind component of ± 56 km/h (± 30 kt) in addition to ± 5° heading tolerance, since the pilot is expected to have appraised the wind speed within ± 30 kt (56 km/h) on the previous segments. The minimum length of the intermediate track being intercepted shall provide sufficient additional distance to accommodate these tolerances and the associated fix tolerances. See Appendix A, “Initial approach using dead reckoning (DR)”. 3.3.4 Obstacle clearance The obstacle clearance in the initial approach primary area shall be a minimum of 300 m (984 ft). In the secondary area, 300 m (984 ft) of obstacle clearance shall be provided at the inner edge, reducing linearly to zero at the outer edge. See Figure I-2-1-1 in Chapter 1. For calculating obstacle clearance at a given point, see Chapter 1, 1.6, “Obstacle clearance”. 3.3.5 Descent gradient The optimum descent gradient in the initial approach is 4.0 per cent (Cat H, 6.5 per cent). Where a higher descent gradient is necessary to avoid obstacles, the maximum permissible is 8.0 per cent (Cat H, 10 per cent). 3.4 INITIAL APPROACH SEGMENT USING A RACETRACK PROCEDURE 3.4.1 General Racetrack procedures are used where sufficient distance is not available in a straight segment to accommodate the required loss of altitude and when entry into a reversal procedure is not practical. Racetrack procedures may also be specified as an alternative to reversal procedures to increase operational flexibility. 3.4.2 Shape of a racetrack procedure The racetrack procedure has the same shape as a holding pattern but with different operating speeds and outbound timing. The inbound track normally becomes the intermediate or final segment of the approach procedure. 3.4.3 Starting point The racetrack procedure starts at a designated facility or fix. 3.4.4 Entry 3.4.4.1 Entry into a racetrack procedure shall be similar to entry procedures for holding patterns as specified in Part II, Section 4, Chapter 1, 2.1, with the following additional considerations: 23/11/06
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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-2-2-10 Procedures — Aircraft Op
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Chapter 1 INTRODUCTION TO DEPARTURE
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Chapter 4 INTERMEDIATE APPROACH SEG
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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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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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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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Section 4 QUALITY ASSURANCE (To be
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Chapter 1 RNAV DATABASE PATH TERMIN
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© ICAO 2006 10/06 Published by ICA
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