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

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III-3-6-6 Procedures — Aircraft Operations — Volume II 23/11/06 6.4.2 Origin The precision segment starts at the final approach point, that is the intersection of the nominal glide path and the minimum altitude specified for the preceding segment. The FAP should not normally be located more than 18.5 km (10.0 NM) before threshold, unless adequate glide path guidance beyond the minimum specified in Annex 10 is provided. 6.4.3 Glide path verification check A fix at the FAP is necessary so as to permit comparison between the indicated glide path and the aircraft altimeter information. 6.4.4 Descent fix A descent fix shall be located to start the final approach segment and it becomes the final approach point linking the MOC in the preceding segment smoothly with the precision surfaces. The descent fix should not normally be located more than 18.5 km (10.0 NM) before threshold, unless adequate glide path guidance beyond the minimum specified in Annex 10 is provided. The tolerance of the descent fix does not need to be considered due to accuracy. Note.— Guidance material for determining the distance to the descent fix from the landing threshold is contained in Part II, Section 1, Chapter 1, Appendix C. 6.4.4.1 The provisions of Part I, Section 2, Chapter 2, 2.7.4 which allow obstacles close to the fix to be ignored, apply in the area below the 15 per cent gradient within the precision surfaces. 6.4.5 Missed approach The missed approach shall be initiated no lower than the intersection of the nominal glide path with the decision altitude/height (DA/H). The DA/H is set at or above the OCA/H, which is determined as specified in 6.4.7 to 6.4.9 and 6.5. 6.4.6 Termination The precision segment normally terminates at the point where the final phase of the missed approach commences (see Part I, Section 4, Chapter 6, 6.2.3, “Final phase”) or where the missed approach climb surface Z starting 900 m past threshold reaches a height of 300 m (1 000 ft) above threshold, whichever is lower. 6.4.7 Obstacle clearance of the precision segment using basic ILS surfaces for GBAS operations 6.4.7.1 General. The area required for the precision segment is bounded overall by the basic ILS surfaces defined in 6.4.7.2. In standard conditions there is no restriction on objects beneath these surfaces (see 6.1.3, “Standard Conditions”). Objects or portions of objects that extend above these surfaces must be either: a) minimum mass and frangible; or b) taken into account in the calculation of the OCA/H.
Part III — Section 3, Chapter 6 III-3-6-7 6.4.7.2 Definition of basic ILS surfaces. The surfaces to be considered correspond to a subset of Annex 14 obstacle limitation surfaces specified for precision approach runway code numbers 3 or 4. These are (see Figure III-3-6-5): a) the approach surface continuing to the final approach point (first section 2 per cent gradient, second section 2.5 per cent gradient as described in Annex 14); b) the runway strip assumed to be horizontal at the elevation of the threshold; c) the missed approach surface. This is a sloping surface which: 1) starts at a point 900 m past the threshold (Cat H, a starting point of 700 m past the threshold can be considered if necessary) at threshold elevation; 2) rises at a 2.5 per cent gradient; and 3) splays so as to extend between the transitional surfaces. It extends with constant splay to the level of the inner horizontal surface, and thereafter, continues at the same gradient but with a 25 per cent splay until the termination of the precision segment; and d) the extended transitional surfaces, which continue longitudinally along the sides of the approach and missed approach surfaces and to a height of 300 m above threshold elevation. 6.4.7.3 Determination of OCA/H with basic ILS surfaces. 6.4.7.3.1 Where the basic ILS surfaces specified in 6.4.7.2 are not penetrated, the OCA/H for Category I is defined by the margins specified in Table III-3-6-3. Obstacles may be excluded when they are below the transitional surface defined by Annex 14 for runways with code numbers 3 and 4, regardless of the actual runway code number (i.e., the surfaces for code numbers 3 and 4 are used for the obstacle assessment on runways with code numbers 1 and 2). 6.4.7.3.2 If the basic ILS surfaces listed above are penetrated by objects other than those tabulated in Table III-3-6-2 the OCA/H may be calculated directly by applying height loss/altimeter margins to obstacles (see 6.4.8.8). The obstacles in Table III-3-6-2 may only be exempted if the GBAS course width meets the standard condition of 210 m (see 6.1.3). 6.4.7.3.3 An object which penetrates any of the basic ILS surfaces and becomes the controlling obstacle, but which must be maintained because of its function with regard to air navigation requirements, may be ignored under certain circumstances in calculating the OCA/H, with the following provision. It must be established by the appropriate authority that the portion which penetrates the surface is of minimum mass and frangibly mounted and would not adversely affect the safety of aircraft operations. 6.4.8.1 General 6.4.8 Obstacle clearance of the precision segment using obstacle assessment surfaces (OAS) criteria for GBAS operations 6.4.8.1.1 This section describes the OAS surfaces, the constants which are used to define these surfaces, and the conditions under which adjustments may be made. The OAS dimensions are related to the GBAS geometry (GARP – LTP distance, glide path angle), and the category of operation. (For GBAS only Category I apply). A table of OCA/H values for each aircraft category may be promulgated for GBAS Cat I operations at the particular airfield. 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 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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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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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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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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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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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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© ICAO 2006 10/06 Published by ICA
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