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

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Part I — Section 4, Chapter 5 I-4-5-5 5.4.3.2 Non-aligned straight-in approach For a final approach where the track intersects the extended runway centre line, OCA/H varies according to the interception angle. The OCH of the procedure shall be equal to or greater than the lower limits shown in Table I-4-5-2. The calculations used to arrive at these values appear in the Appendix to this chapter. For nominal descent gradients above 5.2 per cent, increase by 18 per cent the lower limits shown in the table for each per cent of gradient above 5.2 per cent. 5.4.4 OCA/H for visual manoeuvring (circling) The OCA/H for visual manoeuvring (circling) shall provide the minimum obstacle clearance (MOC) over the highest obstacle in the visual manoeuvring (circling) area as specified in Table I-4-7-3 of Chapter 7. It shall also be: a) above the lower limits (also specified in Table I-4-7-3); and b) not less than the OCA/H calculated for the instrument approach procedure which leads to the circling manoeuvre. See Chapter 7, “ Visual manouevring (circling) area”. Circling procedures are not provided for helicopters. When a helicopter instrument approach is followed by visual manoeuvring, the OCH shall not be less than 75 m (246 ft). See Chapter 7. 5.4.5 MOC and OCA/H adjustments 5.4.5.1 In certain cases the MOC and/or the OCA/H must be increased. This may involve: a) an additional margin that is added to MOC; b) a percentage increase in OCA/H; and c) applying a lower limit (a minimum value) to OCA/H; as described below. 5.4.5.2 Additional margin applied to MOC a) Mountainous areas. See 1.7, “Increased altitudes/heights for mountainous areas” in Section 2, Chapter 1 for guidance on increased MOC in mountainous areas. b) Excessive length of final approach. When a FAF is incorporated in a non-precision approach procedure, and the distance from the fix to the runway threshold for which the procedure is designed exceeds 11 km (6 NM), the obstacle clearance shall be increased at the rate of 1.5 m (5 ft) for each 0.2 km in excess of 11 km (0.1 NM in excess of 6 NM). 5.4.5.2.1 Where a stepdown fix is incorporated in the final approach segment, the basic obstacle clearance may be applied between the stepdown fix and the MAPt, provided the fix is within 11 km (6 NM) of the runway threshold. 5.4.5.2.2 These criteria are applicable to non-precision approach procedures only. 23/11/06
I-4-5-6 Procedures — Aircraft Operations — Volume II 5.4.5.3 Percentage increase in OCA/H 5.4.5.3.1 Remote altimeter setting. When the altimeter setting is derived from a source other than the aerodrome, and more than 9 km (5 NM) remote from the threshold, the OCA/H shall be increased at a rate of 0.8 m for each kilometre in excess of 9 km (5 ft for each nautical mile in excess of 5 NM) or a higher value if determined by local authority. In mountainous areas or other areas where reasonably homogenous weather cannot always be expected, a procedure based on a remote altimeter setting source should not be provided. In all cases where the source of the altimeter setting is more than 9 km (5 NM) from the threshold, a cautionary note should be inserted on the instrument approach chart identifying the altimeter setting source. 5.4.5.3.2 Remote altimeter setting source (RASS) in mountainous areas a) The use of RASS in mountainous areas requires additional calculations to determine the correct OCA/H. The calculation uses the formula 23/11/06 OCA/H = 2.3x + 0.14z (non SI) OCA/H = 0.4x + 0.14z (SI) where: OCA/H is the RASS increased altitude/height value (m/ft); x is the distance from the RASS to the landing area (km/NM); and z is the difference in elevation between the RASS and the landing area (m/ft). These formulas are used where no intervening terrain adversely influences atmospheric pressure patterns. The use of this criteria is limited to a maximum distance of 138 km (75 NM) laterally or an elevation differential of 1 770 m (6 000 ft) between the RASS and the landing area. An example calculation in nautical miles and feet is illustrated in Figure I-4-5-4. b) Where intervening terrain adversely influences atmospheric pressure patterns, the OCA/H shall be evaluated in an Elevation Differential Area (EDA). The EDA is defined as the area within 9 km (5 NM) each side of a line connecting the RASS and the landing area, including a circular area enclosed by a 9 km (5 NM) radius at each end of the line. In this case, z becomes the terrain elevation difference (m/ft) between the highest and lowest terrain elevation points contained in the EDA. An example of a calculation in nautical miles and feet is illustrated in Figure I-4-5-5. 5.4.5.4 Lower limit (a minimum value) applied to OCA/H a) Forecast altimeter setting. When the altimeter setting to be used with procedures is a forecast value obtained from the appropriate meteorological office, the OCA/H shall be increased by a value corresponding to the forecasting tolerance for the location as agreed by the meteorological office for the time periods involved. Procedures which require the use of forecast altimeter setting shall be suitably annotated on the approach charts. b) Final approach track intersecting the extended runway centre line between 5º and 30º. When the final approach track intersects the extended runway centre line between 5º and 30º a lower limit is applied to OCA/H (5.4.3.2, “Non-aligned straight-in approach”). c) Final approach track intersecting the extended runway centre line at more than 30º or descent gradient exceeding 6.5 per cent. When the final approach track intersects the extended runway centre line at more than 30º, or the descent gradient exceeds 6.5 per cent, the OCA/H for visual manoeuvring (circling) becomes the lower limit and is applied to the approach procedure.
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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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Chapter 1 INTRODUCTION TO DEPARTURE
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Chapter 2 GENERAL CONCEPTS FOR DEPA
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Section 4 ARRIVAL AND APPROACH PROC
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Chapter 3 INITIAL APPROACH SEGMENT
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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 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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Appendix A to Chapter 1 VOR AND NDB
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Chapter 1 HOLDING CRITERIA Note 1.
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Appendix A to Chapter 1 PARAMETERS
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Appendix to Chapter 3 DERIVATION AN
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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 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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