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

Part I — Section 4, Chapter 6 I-4-6-7
c) Indicated airspeed (IAS): The speed for final missed approach is shown in Tables I-4-1-1 and I-4-1-2 of
Chapter 1. However, where operationally required to avoid obstacles, reduced speeds as slow as the IAS
for intermediate missed approach may be used, provided the procedure is annotated “Missed approach turn
limited to _______ km/h (kt) IAS maximum.”
d) True airspeed: The IAS in c) above adjusted for altitude a) and temperature b).
e) Wind: Maximum 95 per cent probability wind on an omnidirectional basis, where statistical wind data is
available. Where no wind data is available, an omnidirectional 56 km/h (30 kt) wind should be used.
f) Average achieved bank angle: 15°.
g) Fix tolerance: As appropriate for the type of fix. See Section 1, Chapter 2, “Terminal area fixes”.
h) Flight technical tolerances:
1) c = a distance equivalent to 6 seconds of flight (3-second pilot reaction and 3-second bank establishing time)
at the final missed approach speed (for maximum published missed approach speed) plus 56 km/h (30 kt)
tailwind; and
2) see also the turning parameters shown as examples in Tables I-4-6-5 and I-4-6-6.
i) do = Distance to an obstacle.
j) dz = Shortest distance to an obstacle or datum measured from SOC parallel to the straight missed approach
track.
k) Oi = Obstacle (subscript indicates the specific obstacle).
l) tan Z = Tangent of the angle of the missed approach surface with the horizontal plane.
m) R = Rate of turn.
n) r = Turn radius.
o) E = Wind effect.
6.4.4 Secondary areas
6.4.4.1 In the turn area, the secondary area always applies on the outer side of the turn, as a continuation of the
straight missed approach secondary area (see Figures I-4-6-13 to I-4-6-19 for a turn designated at a turn point). The
secondary areas resume as soon as the aircraft has track guidance.
6.4.4.2 Additional track guidance. After the turn an operational advantage may be obtained during the
development of the missed approach procedure, by using suitably located facilities to reduce the dimensions of the final
missed approach area. Examples of typical turning missed approach areas with additional track guidance are shown in
Figures I-4-6-15 and I-4-6-19.
23/11/06