BY ORDER OF THE SECRETARY OF THE AIR FORCE AIR FORCE ...

AFMAN 11-217V1 3 JANUARY 2005 381
18.2.2. Aircraft Categories. Aircraft approach categories play a much bigger role in the
design of ICAO instrument procedures than they do in the U. S. In addition to affecting
final approach minimums, PANS-OPS references maximum speeds by category for such
operations as holding, departures, and the intermediate segments of instrument
approaches. To make matters even more confusing, these additional “category”
restrictions specify speeds that are completely different from the familiar approach
speeds on final. The appropriate PANS-OPS “category” speeds appear in tables later in
this chapter.
18.2.3. Track. The projection on the earth’s surface of the path of an aircraft, the
direction of which path at any point is usually expressed in degrees from North,
specifying true or magnetic. This means you must apply any known winds/drift to
maintain the ground path. Obstacle clearance in ICAO procedures is provided under the
assumption that pilots will maintain the depicted track.
18.2.4. Bank Angle. Procedures are based on average achieved bank angle of 25
degrees, or the bank angle giving a rate of turn of 3 degrees per second, whichever is less.
18.2.5. Established on Course. The ICAO defines “established on course” as being
within half full-scale deflection for an ILS or VOR/DME and within ± 5° of the required
bearing for the NDB. Although ICAO does not formally define “established on course”
for a TACAN, the same definition for VOR/DME applies. Do not consider yourself
“established on course” until you are within these limits. ICAO obstacle clearance
surfaces assume that the pilot does not normally deviate from the centerline more than
one-half scale deflection after being established on track. Despite the fact that there is a
range of “acceptable” variation, make every attempt to fly the aircraft on the course
centerline and on the glide path. Allowing a more than half-scale deflection (or a more
than half-scale fly-up deflection on glideslope) combined with other system tolerances
could place the aircraft near the edge or at the bottom of the protected airspace where loss
of protection from obstacles can occur.
18.3. Departure Procedures.
18.3.1. Screen Heights. It may be difficult or impossible to accurately determine screen
height used for a particular departure procedure. For PANS-OPS, the origin of the OIS
begins at 16 ft (5 m) above the DER. See Chapter 9 for guidelines to determine screen
height.
18.3.2. Climb Gradient. ICAO does not apply the FAA 24% ROC formula and has
retained the traditional 48 ft/nm (0.8%) ROC for both departures and missed approaches.
ICAO obstacle clearance during departures is based on a 2.5% gradient obstacle
clearance (152 feet/NM) and an increasing 0.8% obstacle clearance (48 feet/NM). This
equates to a minimum climb gradient of 3.3% (200 feet/NM). Minimum climb gradients
exceeding 3.3% will be specified to an altitude/height after which the 3.3% will be used.
18.3.3. Basic Rules for All Departures. Unless the procedure specifies otherwise, you
must climb on runway heading at a minimum of 200 feet/NM (3.3%) until reaching
400 feet above the DER. Continue to climb at a minimum of 200 feet/NM until
reaching a safe enroute altitude.
18.3.4. Omnidirectional Departures. The PANS-OPS “Omnidirectional Departure” is