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

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Part II — Attachment II-Att-3 defined as those located beyond 900 m after threshold. By that range all aircraft were considered to be climbing, and the margin above obstacles accounted for the fact that an increase in OCA/H also increased the distance available to climb prior to reaching a given obstacle. 1.10 The partitioning of approach/missed approach obstacles by range was the simplest method to produce the desired operational penalty differential and was safe in all cases. However, the resulting OCA/H could be such that the ‘on glide path’ OCA/H point was so far before the obstacle that it should be more correctly treated as a missed approach obstacle. Provision was therefore made for a more complex partitioning by defining approach/missed approach obstacles relative to a plane surface originating 900 m after threshold, and sloping upwards into the approach area parallel to the plane of the glide path. 1.11 The higher of the heights necessary for clearance of approach or missed approach obstacles was then taken as the obstacle clearance altitude/height to be applied in calculating operating minima as specified in Annex 6. 1.12 The use of obstacle assessment surfaces in calculating OCA/H involved applying the same margin above all obstacles without regard to the location of obstacles relative to the flight path. To account for this, and to provide a means of assessing obstacle density, a ‘‘collision risk model’’ was developed. This was a computer programme containing data describing the spread of aircraft about their intended path, both in the approach and instrument missed approach. The programme used these distributions to evaluate the risk or collision probability associated with individual obstacles. To allow for the fact that only a proportion of the approaches results in a missed approach, the computed risk of each obstacle in the missed approach region was factored by a missed approach rate. Taking account of the variability in missed approach rate experienced over different periods of time and at different locations, one per cent was deemed to be representative of the general order of missed approach rates likely to be experienced and was used in the CRM. Risks associated with individual obstacles were then accumulated to produce a total risk for the complete set of obstacles of interest. This final value, representing a probability of collision per approach, could then be compared with a predetermined target level of safety. In this way the effects of operational adjustments (i.e. reduction in obstacle density, increase in OCA/H, change of GP angle) could be assessed on an objective basis. 2. AIRBORNE AND GROUND EQUIPMENT PERFORMANCE VALUES ASSOCIATED WITH CATEGORIES I AND II OBSTACLE ASSESSMENT SURFACES USED IN THE MATHEMATICAL MODEL 2.1 Airborne and ground equipment values used in the mathematical model Details of the equipment (ground and air) values associated with the Categories I and II obstacle assessment surfaces are contained in Tables II-Att-1 and II-Att-2. This is background information only and cannot be used directly as a means of assessing changes in equipment performance. It represents the actual performance of the systems observed. It is included as a permanent record of the values used to match the model with the observed aircraft positions and to provide a complete reference for any future revision. Guidance material relating to equipment performance characteristics is contained in Annex 10, Volume I, Part I, Attachment C. 2.2 Beam holding The approach surfaces were based on observed displacement data rather than on indicated deviations. However, when the mathematical model was matched to predict the actual approach path envelopes it was found that a good fit could be obtained by assuming that pilots attempt to limit indicated deviations at 75 μA on both localizer and glide path. For the Cat I surfaces this was factored by the value 1.4. 23/11/06
II-Att-4 Procedures — Aircraft Operations — Volume II 23/11/06 2.3 Category II system failures It has been assumed that failure of any part of the Category II system when the aircraft is below the relevant Category I missed approach level will be followed by the immediate initiation of a missed approach. Localizer Table II-Att-1. Category I performance values used in the mathematical model (See 2.1) Item Distribution shape Nominal value Standard deviation Truncation Units Beam centring normal 0 2.3 9.6 metres (m) Beam sensitivity normal 14.4× 10 -4 Receiver centring double sided exponential 6×10 -5 ±2.448 × 10 -4 DDM/m 0 5 ±7 SD microamps (μA) Receiver sensitivity single exponential 968 (maximum) 32.3 484 μA/DDM Beam bends normal 0 3 at 1 200 m 8.5 at 7 800 m Beam holding double sided exponential Glide path 0 from data matching mean 105 SD 15 ±3.5 SD μA Beam centring normal 0 0.018 ±0.075 Unit θ (GP angle) Beam sensitivity normal 0.625 0.039 ±0.156 DDM/unitθ Receiver centring double sided exponential 0 5 ±7 SD μA Receiver sensitivity single exponential 859 (maximum) 28.6 430 μA/DDM Beam bends normal 0 10 ±3 SD μA Beam holding double sided exponential 0 from data matching mean 105 SD 15 This is background information only and cannot be used directly as a means of assessing changes in equipment performance. μA μA
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Doc 8168 OPS/611 Procedures for Air
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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 2 GENERAL CONCEPTS FOR DEPA
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I-3-3-App-2 Procedures — Aircraft
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Section 4 ARRIVAL AND APPROACH PROC
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Chapter 3 INITIAL APPROACH SEGMENT
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I-4-3-App A-2 Procedures — Aircra
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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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Chapter 6 MISSED APPROACH SEGMENT 6
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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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III-2-1-12 Procedures — Aircraft
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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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Chapter 3 NON-PRECISION APPROACH PR
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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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Procedures for Air Navigation Servi
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© ICAO 2006 10/06 Published by ICA
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