doc 8168 approach
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FL
IGH
T P
RO
CE
DU
RE
S (D
OC
8168) - AR
RIV
AL
AN
D A
PP
RO
AC
H P
RO
CE
DU
RE
S
F
LIGH
T P
RO
CE
DU
RE
S (D
OC
8168) - AR
RIV
AL A
ND
AP
PR
OA
CH
PR
OC
ED
UR
ES
1
1 GE
NE
RA
L C
RIT
ER
IA F
OR
AR
RIV
AL
AN
D A
PP
RO
AC
H P
RO
CE
DU
RE
S
1.2
1.2 INS
TR
UM
EN
T A
PP
RO
AC
H P
RO
CE
DU
RE
1.2.1
1.2.1 Extern
al factors in
fluen
cing
the ap
pro
ach p
roced
ure
The design of an instrum
ent approach procedure is, in general, dictated by the terrain surrounding the aerodrome, the
type of operations contemplated and the aircraft to be accom
modated. T
hese factors in turn influence the type and
siting of navigation aids in relation to the runway or aerodrom
e. Airspace restrictions m
ay also affect the siting of
navigation aids.
1.2.2
1.2.2 Seg
men
ts of th
e app
roach
pro
cedu
re
1.2.2.1
An instrum
ent approach procedure may have five separate segm
ents. They are the arrival, initial, interm
ediate,1.2.2.1
final and missed approach segm
ents. See F
igure I-4-1-1. In addition, an area for circling the aerodrome under visual
conditions is also considered.
1.2.2.2
The approach segm
ents begin and end at designated fixes. How
ever, under some circum
stances certain of the1.2.2.2
segments m
ay begin at specified points where no fixes are available. F
or example, the final approach segm
ent of a
precision approach may start w
here the intermediate flight altitude intersects the nom
inal glide path (the final approach
point).
1.2.3
1.2.3 Typ
es of ap
pro
ach
1.2.3.1
There are tw
o types of approach: straight-in and circling.1.2.3.1
1.2.3.2
1.2.3.2 Straight-in approach
Whenever possible, a straight-in approach w
ill be specified which is aligned w
ith the runway centre line. In the case of
non-precision approaches, a straight-in approach is considered acceptable if the angle between the final approach
track and the runway centre line is 30 or less.
1.2.3.3
1.2.3.3 Circling approach
A circling approach w
ill be specified in those cases where terrain or other constraints cause the final approach track
alignment or descent gradient to fall outside the criteria for a straight-in approach. T
he final approach track of a circling
approach procedure is in most cases aligned to pass over som
e portion of the usable landing surface of the
aerodrome.
1.3
1.3 CA
TE
GO
RIE
S O
F A
IRC
RA
FT
1.3.1
Aircraft perform
ance has a direct effect on the airspace and visibility required for the various manoeuvres
1.3.1
associated with the conduct of instrum
ent approach procedures. The m
ost significant performance factor is aircraft
speed.
1.3.2
These categories provides a standardized basis for relating aircraft m
anoeuvrability to specific instrument
1.3.2
approach procedures. For precision approach procedures, the dim
ensions of the aircraft are also a factor for the
calculation of the obstacle clearance height (OC
H). F
or Category D
aircraft, an additional obstacle clearanceL
altitude/height (OC
A/H
) is provided, when necessary, to take into account the specific dim
ensions of these aircraft.
1.3.3
The criterion taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at
1.3.3
threshold (V ), w
hich is equal to the stall speed V m
ultiplied by 1.3, or stall speed V m
ultiplied by 1.23 in theat
soslg
landing configuration at the maxim
um certificated landing m
ass. If both V and V
are available, the higher resultingso
slg
V shall be applied.
at
1.3.4
The landing configuration that is to be taken into consideration shall be defined by the operator or by the
1.3.4
aeroplane manufacturer.
1.3.5
Aircraft categories w
ill be referred. to. throughout this document by their letter designations.
1.3.5
1.3.6
1.3.6 Perm
anent change of category (maxim
um landing m
ass).
An operator m
ay impose a perm
anent lower landing m
ass, and use of this mass for determ
ining V if approved by the
at
State of the O
perator. The category defined for a given aeroplane shall be a perm
anent value and thus independent of
changing day-to-day operations.
1.3.7
As indicated in T
ables I-4-1-1 and I-4-1-2, a specified range of handling speeds for each category of aircraft has1.3.7
been assumed for use in calculating airspace and obstacle clearance requirem
ents for each procedure.
1.3.8
The instrum
ent approach chart (IAC
) will specify the individual categories of aircraft for w
hich the procedure is1.3.8
approved. Norm
ally, procedures will be designed to provide protected airspace and obstacle clearance for aircraft up to
and including Category D
. How
ever, where airspace requirem
ents are critical, procedures may be restricted to low
er
speed categories.
1.3.9
Alternatively, the procedure m
ay specify a maxim
um IA
S for a particular segm
ent without reference to aircraft
1.3.9
category. In any case, it is essential that pilots comply w
ith the procedures and information depicted on instrum
ent
flight charts and the appropriate flight parameters show
n in Tables I-4-1-1 and I-4-1-2 if the aircraft is to rem
ain in the
areas developed for obstacle clearance purposes.
1.5
1.5 OB
ST
AC
LE
CL
EA
RA
NC
E A
LT
ITU
DE
/HE
IGH
T (O
CA
/H)
For each individual approach procedure an obstacle clearance altitude/height (O
CA
/H) is calculated in the
development of the procedure and published on the instrum
ent approach chart. In the case of precision approach and
circling approach procedures, an OC
A/H
is specified for each category of aircraft listed in 1.3.
Obs
tacl
e cl
eara
nce
altit
ude/
heig
ht (
OC
A/H
) is
:
1.in
a p
reci
sion
app
roac
h pr
oced
ure,
the
low
est a
ltitu
de (
OC
A)
or a
ltern
ativ
ely
the
low
est h
eigh
t abo
ve th
e
elev
atio
n of
the
rele
vant
run
way
thre
shol
d (O
CH
), a
t whi
ch a
mis
sed
appr
oach
mus
t be
initi
ated
to e
nsur
e
com
plia
nce
with
the
appr
opria
te o
bsta
cle
clea
ranc
e cr
iteria
; or
2.in
a n
on-p
reci
sion
app
roac
h pr
oced
ure,
the
low
est a
ltitu
de (
OC
A)
or a
ltern
ativ
ely
the
low
est h
eigh
t abo
ve
aero
drom
e el
evat
ion
or th
e el
evat
ion
of th
e re
leva
nt r
unw
ay th
resh
old,
if th
e th
resh
old
elev
atio
n is
mor
e
than
2 m
(7
ft) b
elow
the
aero
drom
e el
evat
ion
(OC
H),
bel
ow w
hich
an
airc
raft
cann
ot d
esce
nd w
ithou
t
infr
ingi
ng th
e ap
prop
riate
obs
tacl
e cl
eara
nce
crite
ria; o
r
3.in
a v
isua
l (ci
rclin
g) p
roce
dure
, the
low
est a
ltitu
de (
OC
A)
or a
ltern
ativ
ely
the
low
est h
eigh
t abo
ve th
e
aero
drom
e el
evat
ion
(OC
H)
belo
w w
hich
an
airc
raft
cann
ot d
esce
nd w
ithou
t inf
ringi
ng th
e ap
prop
riate
obst
acle
cle
aran
ce c
riter
ia.
1.6 1.
6 F
AC
TO
RS
AF
FE
CT
ING
OP
ER
AT
ION
AL
MIN
IMA
In g
ener
al, m
inim
a ar
e de
velo
ped
by a
ddin
g th
e ef
fect
of a
num
ber
of o
pera
tiona
l fac
tors
to O
CA
/H to
pro
duce
, in
the
case
of p
reci
sion
app
roac
hes,
dec
isio
n al
titud
e (D
A)
or d
ecis
ion
heig
ht (
DH
) an
d, in
the
case
of n
on-p
reci
sion
appr
oach
es, m
inim
um d
esce
nt a
ltitu
de (
MD
A)
or m
inim
um d
esce
nt h
eigh
t (M
DH
). T
he g
ener
al o
pera
tiona
l fac
tors
to b
e
cons
ider
ed a
re s
peci
fied
in A
nnex
6. T
he r
elat
ions
hip
of O
CA
/H to
ope
ratin
g m
inim
a (la
ndin
g) is
sho
wn
in F
igur
es
I-4-
1-2,
I-4-
1-3,
and
I-4-
1-4.
1.7 1.
7 V
ER
TIC
AL
PA
TH
CO
NT
RO
L O
N N
ON
-PR
EC
ISIO
N A
PP
RO
AC
H P
RO
CE
DU
RE
S
1.7.
1 1.7.
1 In
tro
du
ctio
n
Stu
dies
hav
e sh
own
that
the
risk
of c
ontr
olle
d fli
ght i
nto
terr
ain
(CF
IT)
is h
igh
on n
on-p
reci
sion
app
roac
hes.
Whi
le th
e
proc
edur
es th
emse
lves
are
not
inhe
rent
ly u
nsaf
e, th
e us
e of
the
trad
ition
al s
tepd
own
desc
ent t
echn
ique
for
flyin
g
non-
prec
isio
n ap
proa
ches
, is
pron
e to
err
or, a
nd is
ther
efor
e di
scou
rage
d. O
pera
tors
sho
uld
redu
ce th
is r
isk
by
emph
asiz
ing
trai
ning
and
sta
ndar
diza
tion
in v
ertic
al p
ath
cont
rol o
n no
n-pr
ecis
ion
appr
oach
pro
cedu
res.
Ope
rato
rs
typi
cally
em
ploy
one
of t
hree
tech
niqu
es fo
r ve
rtic
al p
ath
cont
rol o
n no
n-pr
ecis
ion
appr
oach
es. O
f the
se te
chni
ques
,
the
cont
inuo
us d
esce
nt fi
nal a
ppro
ach
(CD
FA
) te
chni
que
is p
refe
rred
. Ope
rato
rs s
houl
d us
e th
e C
DF
A te
chni
que
whe
neve
r po
ssib
le a
s it
adds
to th
e sa
fety
of t
he a
ppro
ach
oper
atio
n by
red
ucin
g pi
lot w
orkl
oad
and
by le
ssen
ing
the
poss
ibili
ty o
f err
or in
flyi
ng th
e ap
proa
ch.
1.7.
2 1.7.
2 C
on
tin
uo
us
des
cen
t fi
nal
ap
pro
ach
(C
DF
A)
1.7.
2.1
Man
y C
ontr
actin
g S
tate
d re
quire
the
use
of th
e C
DF
A te
chni
que
and
appl
y in
crea
sed
visi
bilit
y or
RV
R1.
7.2.
1
requ
irem
ents
whe
n th
e te
chni
que
is n
ot u
sed.
1.7.
2.2
Thi
s te
chni
que
requ
ires
a co
ntin
uous
des
cent
, flo
wn
eith
er w
ith V
NA
V g
uida
nce
calc
ulat
ed b
y on
-boa
rd1.
7.2.
2
equi
pmen
t or
base
d on
man
ual c
alcu
latio
n of
the
requ
ired
rate
of d
esce
nt, w
ithou
t lev
el-o
ffs. T
he r
ate
of d
esce
nt is
sele
cted
and
adj
uste
d to
ach
ieve
a c
ontin
uous
des
cent
to a
poi
nt a
ppro
xim
atel
y 15
m (
50 ft
) ab
ove
the
land
ing
runw
ay
thre
shol
d or
the
poin
t whe
re th
e fla
re m
anoe
uvre
sho
uld
begi
n fo
r th
e ty
pe o
f airc
raft
flow
n. T
he d
esce
nt s
hall
be
calc
ulat
ed a
nd fl
own
to p
ass
at o
r ab
ove
the
min
imum
alti
tude
at a
ny s
tepd
own
fix.
1.7.
2.3
If th
e vi
sual
ref
eren
ces
requ
ired
to la
nd h
ave
not b
een
acqu
ired
whe
n th
e ai
rcra
ft is
app
roac
hing
the
MD
A/H
,1.
7.2.
3
the
vert
ical
(cl
imbi
ng)
port
ion
of th
e m
isse
d ap
proa
ch is
initi
ated
at a
n al
titud
e ab
ove
the
MD
A/H
suf
ficie
nt to
pre
vent
the
airc
raft
from
des
cend
ing
thro
ugh
the
MD
A/H
. At n
o tim
e is
the
airc
raft
flow
n in
leve
l flig
ht a
t or
near
the
MD
A/H
. Any
turn
s on
the
mis
sed
appr
oach
sha
ll no
t beg
in u
ntil
the
airc
raft
reac
hes
the
MA
Pt.
Like
wis
e, if
the
airc
raft
reac
hes
the
MA
Pt b
efor
e de
scen
ding
to n
ear
the
MD
A/H
, the
mis
sed
appr
oach
sha
ll be
initi
ated
at t
he M
AP
t.
1.7.
2.4
Reg
ardl
ess
of th
e ty
pe o
f ver
tical
pat
h co
ntro
l tha
t is
used
on
a no
n-pr
ecis
ion
appr
oach
, the
late
ral “
turn
ing”
1.7.
2.4
port
ion
of th
e m
isse
d ap
proa
ch s
hall
not b
e ex
ecut
ed p
rior
to th
e M
AP
t.
1.7.
2.5
An
incr
emen
t for
the
MD
A/H
may
be
pres
crib
ed b
y th
e op
erat
or to
det
erm
ine
the
altit
ude/
heig
ht a
t whi
ch th
e1.
7.2.
5
vert
ical
por
tion
of th
e m
isse
d ap
proa
ch s
hall
be in
itiat
ed in
ord
er to
pre
vent
des
cent
bel
ow th
e M
DA
/H. I
n su
ch c
ases
,
ther
e is
no
need
to in
crea
se th
e R
VR
or
visi
bilit
y re
quire
men
ts fo
r th
e ap
proa
ch. T
he R
VR
and
/or
visi
bilit
y pu
blis
hed
for
the
orig
inal
MD
A/H
sho
uld
be u
sed.
1.7.
2.6
It sh
ould
be
emph
asiz
ed th
at u
pon
appr
oach
ing
the
MD
A/H
onl
y tw
o op
tions
exi
st fo
r th
e cr
ew: c
ontin
ue th
e1.
7.2.
6
desc
ent b
elow
MD
A/H
to la
nd w
ith th
e re
quire
d vi
sual
ref
eren
ces
in s
ight
; or,
exe
cute
a m
isse
d ap
proa
ch. T
here
is n
o
leve
l flig
ht s
egm
ent a
fter
reac
hing
the
MD
A/H
.
1.7.
2.7
The
CD
FA
tech
niqu
e si
mpl
ifies
the
final
seg
men
t of t
he n
on-p
reci
sion
app
roac
h by
inco
rpor
atin
g te
chni
ques
1.7.
2.7
sim
ilar
to th
ose
used
whe
n fly
ing
a pr
ecis
ion
appr
oach
pro
cedu
re o
r an
app
roac
h pr
oced
ure
with
ver
tical
gui
danc
e
(AP
V).
The
CD
FA
tech
niqu
e im
prov
es p
ilot s
ituat
iona
l aw
aren
ess
and
is e
ntire
ly c
onsi
sten
t with
all
“sta
biliz
ed
appr
oach
” cr
iteria
.
1.7.
3 1.7.
3 C
on
stan
t an
gle
des
cen
t
1.7.
3.1
The
sec
ond
tech
niqu
e in
volv
es a
chie
ving
a c
onst
ant,
unbr
oken
ang
le fr
om th
e fin
al a
ppro
ach
fix (
FA
F),
or
1.7.
3.1
optim
um p
oint
on
proc
edur
es w
ithou
t an
FA
F. t
o a
refe
renc
e da
tum
abo
ve th
e ru
nway
thre
shol
d, e
.g. 1
5 m
(50
ft).
Whe
n th
e ai
rcra
ft ap
proa
ches
the
MD
A/H
, a d
ecis
ion
shal
l be
mad
e to
eith
er c
ontin
ue o
n th
e co
nsta
nt a
ngle
or
leve
l off
at o
r ab
ove
the
MD
A/H
. dep
endi
ng o
n vi
sual
con
ditio
ns.
1.7.
3.2
If th
e vi
sual
con
ditio
ns a
re a
dequ
ate,
the
airc
raft
cont
inue
s th
e de
scen
t to
the
runw
ay w
ithou
t any
inte
rmed
iate
1.7.
3.2
leve
l-off.
1.7.
3.3
If vi
sual
con
ditio
ns a
re n
ot a
dequ
ate
to c
ontin
ue, t
he a
ircra
ft sh
all l
evel
off
at o
r ab
ove
the
MD
A/H
and
con
tinue
1.7.
3.3
inbo
und
until
eith
er e
ncou
nter
ing
visu
al c
ondi
tions
suf
ficie
nt to
dec
ent b
elow
the
MD
A/H
to th
e ru
nway
or,
rea
chin
g th
e
publ
ishe
d m
isse
d ap
proa
ch p
oint
and
ther
eafte
r ex
ecut
ing
the
mis
sed
appr
oach
pro
cedu
re.
1.7.
4
Ste
pdow
n de
scen
t1.
7.4
The
third
tech
niqu
e in
volv
es a
n ex
pedi
tious
des
cent
and
is d
escr
ibed
as
“des
cend
imm
edia
tely
to n
ot b
elow
the
min
imum
ste
pdow
n fix
alti
tude
/hei
ght o
r M
DA
/H, a
s ap
prop
riate
”. T
his
tech
niqu
e is
acc
epta
ble
as lo
ng a
s th
e ac
hiev
ed
desc
ent g
radi
ent r
emai
ns le
ss th
an 1
5 pe
r ce
nt a
nd th
e m
isse
d ap
proa
ch is
initi
ated
at o
r be
fore
the
MA
Pt.
Car
eful
atte
ntio
n to
alti
tude
con
trol
is r
equi
red
with
this
tech
niqu
e du
e to
the
high
rat
es o
f des
cent
bef
ore
reac
hing
the
MD
A/H
and,
ther
eafte
r, b
ecau
se o
f the
incr
ease
d tim
e of
exp
osur
e to
obs
tacl
es a
t the
min
imum
des
cent
alti
tude
.
1.7.5
Tem
perature correction1.7.5
In all cases, regardless of the flight technique used, a temperature correction shall be applied to all m
inimum
altitudes.
1.7.6
Training
1.7.6
Regardless of w
hich of the above described techniques an operator chooses to employ, specific and appropriate
training for that technique is required.
1.8
1.8 AP
PR
OA
CH
OP
ER
AT
ION
S U
TIL
IZIN
G B
AR
O-V
NA
V E
QU
IPM
EN
T
1.8.1
Baro-V
NA
V equipm
ent can be applied to two different approach and landing operations:
1.8.1 1.A
pproach and landing operations with the vertical guidance. In this case, the use of a V
NA
V system
such as
baro-VN
AV
is required. When baro-V
NA
V is used, the lateral navigation guidance is based on the R
NP
AP
CH
and RN
P A
R A
PC
H navigation specifications.
2.N
on-precision approach and landing operations. In this case, the use of a baro-VN
AV
system is not required
but auxiliary to facilitate the CD
FA
technique as described in 1.7.2. This m
eans that advisory VN
AV
guidance is being overlaid on a non-precision approach. The lateral navigation guidance is predicated on
the navigation system designated on the chart.
1.8.2
Approach and landing operations w
ith the vertical guidance provide significant benefits over advisory VN
AV
1.8.2
guidance being overlaid on a non-precision approach, as they are based on specific procedure design criteria, avoiding
the requirement for cross-checking the non-precision approach procedure constraints such as stepdow
n fixes. These
criteria furthermore address:
1.height loss after initiating a m
issed approach allowing the use of a D
A instead of an M
DA
, thereby
standardizing flight techniques for vertically guided approach operations;
2.obstacles clearance throughout the approach and landing phase taking into account tem
perature
constraints down to the D
A, therefore resulting in better obstacle protection com
pared to a non-precision
approach procedure.
1.9
1.9 DE
SC
EN
T G
RA
DIE
NT
1.9.1
In instrument approach procedure design, adequate space is allow
ed for the descent from the facility crossing
1.9.1
altitude/height to the runway threshold for straight-in approach or to O
CA
/H for circling approaches.
1.9.2
Adequate space for descent is provided by establishing a m
aximum
allowable descent gradient for each segm
ent1.9.2
of the procedure. The m
inimum
/optimum
descent gradient/angle in the final approach of a procedure with F
AF
is 5.2
per cent/3.0° (52 m/km
(318 ft/NM
)). Where a steeper descent gradient is necessary, the m
aximum
permissible is 6.5
per cent/3.7° (65 m/km
(395 ft/NM
)) for Category A
and B aircraft, 6.1 per cent/3.5° (61 m
/km (370 ft/N
M)) for C
ategory
C, D
and E aircraft, and 10 per cent (5.70°) for C
ategory H. F
or procedures with V
OR
or ND
B on aerodrom
e and no
FA
F, rates of descent in the final approach phase are given in T
able I-4-1-3. In the case of a precision approach, the
operationally preferred glide path angle is 3.00°. An ILS
glide path/MLS
elevation angle in excess of 3.00° is used only
where alternate m
eans available to satisfy obstacle clearance requirements are im
practical.
1.9.3
In certain cases. the maxim
um descent gradient of 6.5 per cent (65 m
/km (395 ft/N
M)) results in descent rates
1.9.3
which exceed the recom
mended rates of descent for som
e aircraft. For exam
ple, at 280 km/h (150 kt), such a gradient
result in a 5 m/s (1000 ft/m
in) rate of descent.
1.9.4
Pilot should consider carefully the descent rate required for non-precision final approach segm
ents before starting1.9.4
the approach.
1.9.5
Any constant descent angle shall clear all stepdow
n fix minim
um crossing altitudes w
ithin any segment.
1.9.5
1.9.6
1.9.6 Pro
cedu
re altitud
e/heig
ht
1.9.6.1
In addition to minim
um IF
R altitudes established for each segm
ent of the procedure, procedure1.9.6.1
altitudes/heights will also be provided. P
rocedure altitudes/heights will, in all cases, be at or above m
inimum
crossing
altitude associated with the segm
ent. Procedure altitude/height w
ill be established taking into account the air traffic
control needs for that phase of flight.
1.9.6.2
Procedure altitudes/heights are developed to place the aircraft at altitudes/heights that w
ould normally be flow
n1.9.6.2
to intercept and fly an optimum
5.2 per cent (3.00°) descent path angle in the final approach segment to a 15 m
(50 ft)
threshold crossing for non-precision approach procedures and procedures with vertical guidance. In no case w
ill a
procedure altitude/height be less than any OC
A/H
.
Tab
le I-4-1-1. Sp
eeds fo
r pro
cedu
re calculatio
ns in
kilom
eters per h
ou
r (km/h
)
Aircraft
Categ
ory
Vat
Initial
Ap
pro
ach
Sp
eed
Fin
al
Ap
pro
ach
Sp
eed
Maxim
um
Sp
eeds fo
r Visu
al
Man
oeu
vring
(Circlin
g)
Maxim
um
Sp
eeds fo
r
Missed
Ap
pro
ach
Interm
ediate
Fin
al
A<
169165/280 (205*)
130/185185
185205
B169/223
220/335 (260*)155/240
250240
280
C224/260
295/445215/295
335295
445
D261/306
345/465240/345
380345
490
E307/390
345/467285/425
445425
510
HN
A130/220**
110/165**N
A165
165
CA
T H
(PinS
)
NA
130/220110/165
NA
130 or 165130 or 165
Tab
le I-4-1-2. Sp
eeds fo
r pro
cedu
re calculatio
ns in
kno
ts (kt)
Aircraft
Categ
ory
Vat
Initial
Ap
pro
ach
Sp
eed
Fin
al
Ap
pro
ach
Sp
eed
Maxim
um
Sp
eeds fo
r Visu
al
Man
oeu
vring
(Circlin
g)
Maxim
um
Sp
eeds fo
r
Missed
Ap
pro
ach
Interm
ediate
Fin
al
A<
9190/150 (110*)
70/100100
100110
B91/120
120/180 (140*)85/130
135130
150
C120/140
160/240115/160
180160
240
D141/165
185/250130/185
205185
265
E16
6/21
018
5/25
015
5/23
024
023
027
5
HN
A70
/120
**60
/90*
*N
A90
90
CA
T H
(Pin
S)
NA
70/1
2060
/90
NA
70 o
r 90
70 o
r 90
V :
Spe
ed a
t thr
esho
ld b
ased
on
1.3
times
sta
ll sp
eed
V o
r 1.
23 ti
mes
sta
ll sp
eed
V in
the
land
ing
conf
igur
atio
nat
sosl
g
at m
axim
um c
ertif
icat
ed la
ndin
g m
ass.
(N
ot a
pplic
able
to h
elic
opte
rs.)
* M
axim
um s
peed
for
reve
rsal
and
rac
etra
ck p
roce
dure
s.
** M
axim
um s
peed
for
reve
rsal
and
rac
etra
ck p
roce
dure
s up
to a
nd in
clud
ing
6000
ft is
100
kt/1
85 k
m/h
, and
max
imum
spee
d fo
r re
vers
al a
nd r
acet
rack
pro
cedu
res
abov
e 60
00 ft
is 1
10 k
t/205
km
/h.
***
Hel
icop
ter
poin
t-in
-spa
ce p
roce
dure
s ba
sed
on b
asic
GN
SS
may
be
desi
gned
usi
ng m
axim
um s
peed
s of
120
kt/2
20
km/h
for
initi
al a
nd in
term
edia
te s
egm
ents
and
90
kt/1
65 k
m/h
on
final
and
mis
sed
appr
oach
seg
men
ts, o
r 90
kt/1
65
km/h
for
initi
al a
nd in
term
edia
te s
egm
ents
and
70
kt/1
30 k
m/h
on
final
and
mis
sed
appr
oach
seg
men
ts b
ased
on
oper
atio
nal n
eed.
Tab
le I-
4-1-
3. R
ate
of
des
cen
t in
th
e fi
nal
ap
pro
ach
seg
men
t o
f a
pro
ced
ure
wit
h n
o F
AF
Air
craf
t ca
teg
ori
esR
ate
of
des
cen
t
Min
imu
mM
axim
um
A, B
120
m/m
in
(394
ft/m
in)
200
m/m
in
(655
ft/m
in)
C, D
, E18
0 m
/min
(590
ft/m
in)
305
m/m
in
(100
0 ft/
min
)
Fig
ure
I-4-
1-1.
Seg
men
ts o
f in
stru
men
t ap
pro
ach
Fig
ure
I-4-
1-2.
Rel
atio
nsh
ip o
f o
bst
acle
cle
aran
ce a
ltit
ud
e/h
eig
ht
(OC
A/H
) to
dec
isio
n a
ltit
ud
e/h
eig
ht
(DA
/H)
for
pre
cisi
on
app
roac
hes
PR
EC
ISIO
N A
PP
RO
AC
H
Fig
ure
I-4-
1-3.
Rel
atio
nsh
ip o
f o
bst
acle
cle
aran
ce a
ltit
ud
e/h
eig
ht
(OC
A/H
) to
min
imu
m d
esce
nt
alti
tud
e/h
eig
ht
(MD
A/H
) fo
rn
on
-pre
cisi
on
ap
pro
ach
es (
exam
ple
wit
h a
co
ntr
olli
ng
ob
stac
le in
th
e fi
nal
ap
pro
ach
)
NO
N-P
RE
CIS
ION
AP
PR
OA
CH
Fig
ure I-4-1-4. R
elation
ship
of o
bstacle clearan
ce altitud
e/heig
ht (O
CA
/H) to
min
imu
m d
escent altitu
de/h
eigh
t (MD
A/H
) for
visual m
ano
euvrin
g (circlin
g)
VIS
UA
L M
AN
OE
UV
RIN
G (C
IRC
LIN
G)
2
2 AR
RIV
AL
SE
GM
EN
T
2.1
2.1 PU
RP
OS
E
2.1.1
A standard instrum
ent arrival (ST
AR
) route permits transition from
the en-route phase to the approach phase.2.1.1
2.1.2
When necessary or w
here an operational advantage is obtained, arrival routes from the en-route phase to a fix or
2.1.2
facility used in the procedure are published.
2.2
2.2 PR
OT
EC
TIO
N O
F T
HE
AR
RIV
AL
SE
GM
EN
T
2.2.
1
The
wid
th o
f the
pro
tect
ion
area
dec
reas
es fr
om th
e “e
n-ro
ute”
val
ue u
ntil
the
“initi
al-a
ppro
ach”
val
ue w
ith a
2.2.
1
max
imum
con
verg
ence
ang
le o
f 30°
eac
h si
de o
f the
axi
s.
2.2.
2
Thi
s co
nver
genc
e be
gins
at 4
6 km
(25
NM
) be
fore
the
initi
al a
ppro
ach
fix (
IAF
) if
the
leng
th o
f the
arr
ival
rou
te is
2.2.
2
grea
ter
than
or
equa
l to
46 k
m (
25 N
M).
It b
egin
s at
the
star
ting
poin
t of t
he a
rriv
al r
oute
if th
e le
ngth
of t
he a
rriv
al r
oute
is le
ss th
an 4
6 km
(25
NM
).
2.2.
3
The
arr
ival
rou
te n
orm
ally
end
s at
the
IAF
. Om
nidi
rect
iona
l or
sect
or a
rriv
als
can
be p
rovi
ded
taki
ng in
to a
ccou
nt2.
2.3
min
imum
sec
tor
altit
udes
(M
SA
).
2.3 2.
3 M
INIM
UM
SE
CT
OR
AL
TIT
UD
ES
(M
SA
)/T
ER
MIN
AL
AR
RIV
AL
AL
TIT
UD
ES
(T
AA
)
Min
imum
sec
tor
altit
udes
or
term
inal
arr
ival
alti
tude
s ar
e es
tabl
ishe
d fo
r ea
ch a
erod
rom
e an
d pr
ovid
e at
leas
t 300
m
(100
0 ft)
obs
tacl
e cl
eara
nce
with
in 4
6 km
(25
NM
) of
the
navi
gatio
n ai
d, in
itial
app
roac
h fix
or
inte
rmed
iate
fix
asso
ciat
ed w
ith th
e ap
proa
ch p
roce
dure
for
that
aer
odro
me.
2.4 2.
4 T
ER
MIN
AL
AR
EA
RA
DA
R (
TA
R)
Whe
n te
rmin
al a
rea
rada
r is
em
ploy
ed, t
he a
ircra
ft is
vec
tore
d to
a fi
x, o
r on
to th
e in
term
edia
te o
r fin
al a
ppro
ach
trac
k,
at a
poi
nt w
here
the
appr
oach
may
be
cont
inue
d by
the
pilo
t by
refe
rrin
g to
the
inst
rum
ent a
ppro
ach
char
t.
3 3 IN
ITIA
L A
PP
RO
AC
H S
EG
ME
NT
3.1 3.
1 G
EN
ER
AL
3.1.
1 3.1.
1 P
urp
ose
3.1.
1.1
The
initi
al a
ppro
ach
segm
ent b
egin
s at
the
initi
al a
ppro
ach
fix (
IAF
) an
d en
ds a
t the
inte
rmed
iate
fix
(IF
). In
the
3.1.
1.1
initi
al a
ppro
ach,
the
airc
raft
has
left
the
en-r
oute
str
uctu
re a
nd is
man
oeuv
ring
to e
nter
the
inte
rmed
iate
app
roac
h
segm
ent.
3.1.
1.2
Airc
raft
spee
d an
d co
nfig
urat
ion
will
dep
end
on th
e di
stan
ce fr
om th
e ae
rodr
ome,
and
the
desc
ent r
equi
red.
3.1.
1.2
3.1.
2 3.1.
2 M
axim
um
an
gle
of
inte
rcep
tio
n o
f in
itia
l ap
pro
ach
seg
men
t
Nor
mal
ly tr
ack
guid
ance
is p
rovi
ded
alon
g th
e in
itial
app
roac
h se
gmen
t to
the
IF, w
ith a
max
imum
ang
le o
f int
erce
ptio
n
of:
1.90
° fo
r a
prec
isio
n ap
proa
ch; a
nd
2.12
0° fo
r a
non-
prec
isio
n ap
proa
ch.
3.1.
3 3.1.
3 M
inim
um
ob
stac
le c
lear
ance
The
initi
al a
ppro
ach
segm
ent p
rovi
des
at le
ast 3
00 m
(10
00 ft
) of
obs
tacl
e cl
eara
nce
in th
e pr
imar
y ar
ea, r
educ
ing
late
rally
to z
ero
at th
e ou
ter
edge
of t
he s
econ
dary
are
a.
3.2 3.
2 T
YP
ES
OF
MA
NO
EU
VR
ES
3.2.
1
Whe
re n
o su
itabl
e IA
F o
r IF
is a
vaila
ble
to c
onst
ruct
the
inst
rum
ent p
roce
dure
in th
e fo
rm s
how
n in
Fig
ure
I-4-
3-1,
3.2.
1
a re
vers
al p
roce
dure
, rac
etra
ck o
r ho
ldin
g pa
ttern
is r
equi
red.
3.2.
2 3.2.
2 R
ever
sal p
roce
du
re
3.2.
2.1
The
rev
ersa
l pro
cedu
re m
ay b
e in
the
form
of a
pro
cedu
re o
r ba
se tu
rn. E
ntry
is r
estr
icte
d to
a s
peci
fic d
irect
ion
3.2.
2.1
or s
ecto
r. In
thes
e ca
ses,
a s
peci
fic p
atte
rn, n
orm
ally
a b
ase
turn
or
proc
edur
e tu
rn, i
s pr
escr
ibed
.
3.2.
2.2
The
dire
ctio
ns a
nd ti
min
g sp
ecifi
ed s
houl
d be
str
ictly
follo
wed
in o
rder
to r
emai
n w
ithin
the
airs
pace
pro
vide
d. It
3.2.
2.2
shou
ld b
e no
ted
that
the
airs
pace
pro
vide
d fo
r th
ese
proc
edur
es d
oes
not p
erm
it a
race
trac
k or
hol
ding
man
oeuv
re to
be c
ondu
cted
unl
ess
so s
peci
fied.
3.2.
2.3
The
re a
re th
ree
gene
rally
rec
ogni
zed
man
oeuv
res
rela
ted
to th
e re
vers
al p
roce
dure
, eac
h w
ith it
s ow
n ai
rspa
ce3.
2.2.
3
char
acte
ristic
s:
1.45
°/18
0° p
roce
dure
turn
, sta
rts
at a
faci
lity
or fi
x an
d co
nsis
ts o
f:
a.a
stra
ight
leg
with
trac
k gu
idan
ce. T
his
stra
ight
leg
may
be
timed
or
may
be
limite
d by
a r
adia
l or
DM
E
dist
ance
;
b.a
45°
turn
;
c.a
stra
ight
leg
with
out t
rack
gui
danc
e. T
his
stra
ight
leg
is ti
med
. It i
s:
(1)
1 m
inut
e fo
rm th
e st
art o
f the
turn
for
Cat
egor
y A
and
B a
ircra
ft; a
nd
(2)
1 m
inut
e 15
sec
onds
from
the
star
t of t
he tu
rn fo
r C
ateg
ory
C, D
and
E a
ircra
ft; a
nd
d.a
180°
turn
in th
e op
posi
te d
irect
ion
to in
terc
ept t
he in
boun
d tr
ack.
The
45°
/180
° pr
oced
ure
turn
is a
n al
tern
ativ
e to
the
80°/
260°
pro
cedu
re tu
rn u
nles
s sp
ecifi
cally
exc
lude
d.
2.80
°/26
0° p
roce
dure
turn
, sta
rts
at a
faci
lity
or fi
x an
d co
nsis
ts o
f:
a.a
stra
ight
leg
with
trac
k gu
idan
ce. T
his
stra
ight
leg
may
be
timed
or
may
be
limite
d by
a r
adia
l or
DM
E
dist
ance
;
b.an
80°
turn
;
c.a
260°
turn
in th
e op
posi
te d
irect
ion
to in
terc
ept t
he in
boun
d tr
ack.
The
80°
/260
° pr
oced
ure
turn
is a
n al
tern
ativ
e to
the
45°/
180°
pro
cedu
re tu
rn u
nles
s sp
ecifi
cally
exc
lude
d.
NO
TE
: T
he
du
rati
on
of
the
init
ial o
utb
ou
nd
leg
of
a p
roce
du
re m
ay b
e va
ried
in a
cco
rdan
ce w
ith
airc
raft
sp
eed
cat
ego
ries
in o
rder
to
red
uce
th
e o
vera
ll le
ng
th o
f th
e p
rote
cted
are
a. In
th
is c
ase,
sep
arat
e p
roce
du
res
are
pu
blis
hed
.
3.B
ase
turn
, con
sist
ing
of:
a.a
spec
ified
out
boun
d tr
ack
and
timin
g or
DM
E d
ista
nce
from
a fa
cilit
y; fo
llow
ed b
y
b.a turn to intercept the inbound track.
The outbound track and/or the tim
ing may be different for the various categories of aircraft. W
here this is
done, separate procedures are published.
3.2.3
3.2.3 Racetrack p
roced
ure
3.2.3.1
A racetrack procedure consists of:
3.2.3.1
1.a turn from
the inbound track through 180° from overhead the facility or fix on to the outbound track, for 1, 2
or 3 minutes; follow
ed by
2.a 180° turn in the sam
e direction to return to the inbound track.
As an alternative to tim
ing, the outbound leg may be lim
ited by a DM
E distance or intersecting radial/bearing.
3.2.3.2
Entry into a racetrack procedure
3.2.3.2
Norm
ally a racetrack procedure is used when aircraft arrive overhead the fix from
the various directions. In these
cases, aircraft are expected to enter the procedure in a manner sim
ilar to that prescribed for a holding procedure entry
with the follow
ing considerations:
1.offset entry from
Sector 2 shall lim
it the time on the 30° offset track to 1 m
in 30 s, after which the pilot is
expected to turn to a heading parallel to the outbound track for the remainder of the outbound tim
e. If the
outbound time is only 1 m
in, the time on the 30° offset track shall be 1 m
in also;
2.parallel entry shall not return directly to the facility w
ithout first intercepting the inbound track when
proceeding to the final segment of the approach procedure; and
3.all m
anoeuvring shall be done in so far as possible on the manoeuvring side of the inbound track.
NO
TE
: Racetrack p
roced
ures are u
sed w
here su
fficient d
istance is n
ot availab
le in a straig
ht seg
men
t to
accom
mo
date th
e requ
ired lo
ss of altitu
de an
d w
hen
entry in
to a reversal p
roced
ure is n
ot p
ractical. Th
ey may
also b
e specified
as alternatives to
reversal pro
cedu
res to in
crease op
eration
al flexibility (in
this case, th
ey are
no
t necessarily p
ub
lished
separately).
3.3
3.3 FL
IGH
T P
RO
CE
DU
RE
S F
OR
RA
CE
TR
AC
K A
ND
RE
VE
RS
AL
PR
OC
ED
UR
ES
3.3.1
3.3.1 En
try
3.3.1.1
Unless the procedure specifies particular entry restrictions, reversal procedures shall be entered from
a track3.3.1.1
within ±
30° of the outbound track of the reversal procedure. How
ever, for base turns, where the ±
30° direct entry
sector does not include the reciprocal of the inbound track, the entry sector is expanded to include it.
3.3.1.2
For racetrack procedures, entry shall be as specified in 3.2.3.2, “E
ntry into a racetrack procedure”, unless other3.3.1.2
restrictions are specified.
3.3.2
3.3.2 Sp
eed restrictio
ns
These m
ay be specified in addition to, or instead of, aircraft category restrictions. The speeds m
ust not be exceeded to
ensure that the aircraft remains w
ithin the limits of the protected areas.
3.3.3
3.3.3 Ban
k ang
le
Procedures are based on average achieved bank angle of 25°, or the bank angle giving a rate of turn of 3°/second,
whichever is less.
3.3.4
3.3.4 Descen
t
The aircraft shall cross the fix or facility and fly outbound on the specified track, descending as necessary to the
procedure altitude/height but no lower than the m
inimum
crossing altitude/height associated with that segm
ent. If a
further descent is specified after the inbound turn, this descent shall not be started until the aircraft is established on
the inbound track. An aircraft is considered established w
hen it is:
1.w
ithin half full scale deflection for the ILS and V
OR
; or
2.w
ithin ±5° of the required bearing for the N
DB
.
3.3.5
3.3.5 Ou
tbo
un
d tim
ing
racetrack pro
cedu
re
3.3.5.1
When the procedure is based on a facility, the outbound tim
ing starts:3.3.5.1
1.from
abeam the facility; or
2.on attaining the outbound heading w
hichever comes later.
3.3.5.2
When the procedure is based on fix, the outbound tim
ing starts from attaining the outbound heading.
3.3.5.2
3.3.5.3
The turn on to the inbound track should be started:
3.3.5.3
1.w
ithin the specified time (adjusted for w
ind); or
2.w
hen encountering any DM
E distance; or
3.w
hen the radial/bearing specifying a limiting distance has been reached, w
hichever occurs first.
3.3.6
3.3.6 Win
d effect
3.3.6.1
To achieve a stabilized approach, due allow
ance should be made in both heading and tim
ing to compensate for
3.3.6.1
the effects of wind so that the aircraft regains the inbound track as accurately and expeditiously as possible. In m
aking
these corrections, full use should be made of the indications available from
the aid and from estim
ated or known w
inds.
This is particularly im
portant for slow aircraft in high w
ind conditions, when failure to com
pensate may render the
procedure unflyable (i.e. the aircraft may pass the fix before establishing on the inbound track) and it could depart
outside the protected area).
3.3.6.2
When a D
ME
distance or radial/bearing is specified, it shall not be exceeded when flying on the outbound track.
3.3.6.2
3.3.7
3.3.
7 D
esce
nt
rate
s
The
spe
cifie
d tim
ings
and
pro
cedu
re a
ltitu
des
are
base
d on
rat
es o
f des
cent
that
do
not e
xcee
d th
e va
lues
sho
wn
in
Tab
le I-
4-3-
1.
3.3.
8 3.3.
8 S
hu
ttle
A s
huttl
e is
nor
mal
ly p
resc
ribed
whe
re th
e de
scen
t req
uire
d be
twee
n th
e en
d of
initi
al a
ppro
ach
and
the
begi
nnin
g of
final
app
roac
h ex
ceed
s th
e va
lues
sho
wn
in T
able
I-4-
3-1.
NO
TE
: A
sh
utt
le is
des
cen
t o
r cl
imb
co
nd
uct
ed in
a h
old
ing
pat
tern
.3.
3.9 3.
3.9
Dea
d r
ecko
nin
g (
DR
) se
gm
ent
Whe
re a
n op
erat
iona
l adv
anta
ge c
an b
e ob
tain
ed, a
n IL
S p
roce
dure
may
incl
ude
a de
ad r
ecko
ning
(D
R)
segm
ent f
rom
a fix
to th
e lo
caliz
er. T
he D
R tr
ack
will
inte
rsec
t the
loca
lizer
at 4
5° a
nd w
ill n
ot b
e m
ore
than
19
km (
10 N
M)
in le
ngth
.
The
poi
nt o
f int
erce
ptio
n is
the
begi
nnin
g of
the
inte
rmed
iate
seg
men
t and
will
allo
w fo
r pr
oper
glid
e pa
th in
terc
eptio
n.
Tab
le I-
4-3-
1. M
axim
um
/min
imu
m d
esce
nt
rate
to
be
spec
ifie
d o
n a
rev
ersa
l or
race
trac
k p
roce
du
re
Ou
tbo
un
d t
rack
Max
imu
m*
Min
imu
m*
Cat
egor
y A
/B24
5 m
/min
(80
4 ft/
min
)N
/A
Cat
egor
y C
/D/E
/H36
5 m
/min
(11
97 ft
/min
)N
/A
Inb
ou
nd
tra
ckM
axim
um
*M
inim
um
*
Cat
egor
y A
/B20
0 m
/min
(65
5 ft/
min
)12
0 m
/min
(39
4 ft/
min
)
Cat
egor
y H
230
m/m
in (
755
ft/m
in)
N/A
Cat
egor
y C
/D/E
305
m/m
in (
1000
ft/m
in)
180
m/m
in (
590
ft/m
in)
* M
axim
um/m
inim
um d
esce
nt fo
r 1
min
ute
nom
inal
out
boun
d tim
e in
m (
ft)
Fig
ure
I-4-
3-1.
Typ
es o
f re
vers
al a
nd
rac
etra
ck p
roce
du
res
Fig
ure
I-4-
3-2.
Dir
ect
entr
y to
pro
ced
ure
tu
rn
Fig
ure
I-4-
3-3.
Dir
ect
entr
y to
bas
e tu
rn
Fig
ure I-4-3-4. E
xamp
le of o
mn
idirectio
nal arrival u
sing
a ho
ldin
g p
roced
ure in
associatio
n w
ith a reversal p
roced
ure
Fig
ure I-4-3-5. D
ead recko
nin
g seg
men
t
4
4 INT
ER
ME
DIA
TE
AP
PR
OA
CH
SE
GM
EN
T
4.1.1
4.1.1 Pu
rpo
se
This is the segm
ent during which the aircraft speed and configuration should be adjusted to prepare the aircraft for final
approach. For this reason, the descent gradient is kept as shallow
as possible.
4.1.2
4.1.2 Min
imu
m o
bstacle clearan
ce
During the interm
ediate approach, the obstacle clearance requirement reduces from
300 m (984 ft) to 150 m
(492 ft) in
the primary area, reducing laterally to zero at the outer edge of the secondary area.
4.1.3
4.1.3 Beg
inn
ing
and
end
of th
e segm
ent
Where a final approach fix (F
AF
) is available, the intermediate approach segm
ent begins when the aircraft is on the
inbound track of the procedure turn, base turn or final inbound leg of the racetrack procedure. It ends at the FA
F or
final approach point (FA
P), as applicable.
NO
TE
: Wh
ere no
FA
F is sp
ecified, th
e inb
ou
nd
track is the fin
al app
roach
segm
ent.
55 FIN
AL
AP
PR
OA
CH
SE
GM
EN
T
5.1.1
5.1.1 Pu
rpo
se
This is the segm
ent in which alignm
ent and descent for landing are made. F
inal approach may be m
ade to a runway
for a straight-in landing or to an aerodrome for a visual m
anoeuvre.
5.1.2
5.1.2 Typ
es of fin
al app
roach
The criteria for final approach vary according to the type. T
hese types are:
1.N
on-precision approach (NP
A) w
ith final approach fix (FA
F);
2.N
PA
without F
AF
;
3.A
pproach with vertical guidance (A
PV
); and
4.P
recision approach (PA
).
5.2
5.2 NP
A W
ITH
FA
F
5.2.1
5.2.1 FA
F lo
cation
This segm
ent begins at a facility or fix, called the final approach fix (FA
F) and ends at the m
issed approach point
(MA
Pt). T
he FA
F is sited on the final approach track at a distance that perm
its selection of final approach configuration,
and descent from interm
ediate approach altitude/height to the appropriate MD
A/H
either for a straight-in approach or
for a visual circling. The optim
um distance for locating the F
AF
relative to the threshold is 9.3 km (5.0 N
M). T
he
maxim
um length should not norm
ally be greater than 19 km (10 N
M). T
he minim
um length is equal to 5.6 km
(3.0 NM
)
and this value may be increased if required in case of a turn at the F
AF
for category D, D
and E aircraft.
L
5.2.2
––5.2.
2 O
pti
mu
m d
esce
nt
gra
die
nt/
Max
imu
m d
esce
nt
gra
die
nt
5.2.
2.1
Com
patib
le w
ith th
e pr
imar
y sa
fety
con
side
ratio
n of
obs
tacl
e cl
eara
nce,
a n
on-p
reci
sion
app
roac
h pr
ovid
es th
e5.
2.2.
1
optim
um fi
nal a
ppro
ach
desc
ent g
radi
ent o
f 5.2
per
cen
t, or
3°,
pro
vidi
ng a
rat
e of
des
cent
of 5
2 m
per
km
(31
8 ft
per
NM
).
5.2.
2.2
Info
rmat
ion
prov
ided
in a
ppro
ach
char
ts d
ispl
ays
the
optim
um c
onst
ant a
ppro
ach
slop
e.5.
2.2.
2
5.2.
2.3
The
max
imum
des
cent
gra
dien
t for
non
-pre
cisi
on p
roce
dure
s w
ith F
AF
is:
5.2.
2.3 6.
5 pe
r ce
nt fo
r C
at A
and
B a
ircra
ft (C
at H
: 10
per
cent
); a
nd
6.1
per
cent
for
Cat
C, D
and
E a
ircra
ft
Non
-sta
ndar
d pr
oced
ures
pub
lishe
d w
ith a
fina
l app
roac
h de
scen
t gra
dien
t/ang
le g
reat
er th
an th
ese
valu
es s
hall
be
subj
ect t
o an
aer
onau
tical
stu
dy a
nd r
equi
re a
spe
cial
app
rova
l by
the
natio
nal c
ompe
tent
aut
horit
y.
5.2.
3 5.2.
3 S
tan
dar
d o
per
atin
g p
roce
du
res
(SO
Ps)
Ope
rato
rs s
hall
incl
ude
in th
eir
SO
Ps
spec
ific
guid
ance
for
usin
g on
-boa
rd te
chno
logy
with
gro
und-
base
aid
s, s
uch
as
dist
ance
mea
surin
g eq
uipm
ent (
DM
E),
in o
rder
to fa
cilit
ate
the
exec
utio
n of
opt
imum
con
stan
t app
roac
h sl
ope
desc
ents
durin
g no
n-pr
ecis
ion
appr
oach
es.
5.2.
4 5.2.
4 F
AF
Cro
ssin
g
The
FA
F is
cro
ssed
at t
he p
roce
dure
alti
tude
/hei
ght i
n de
scen
t but
no
low
er th
an th
e m
inim
um c
ross
ing
altit
ude
asso
ciat
ed w
ith F
AF
und
er in
tern
atio
nal s
tand
ard
atm
osph
ere
(IS
A)
cond
ition
s. T
he d
esce
nt is
nor
mal
ly in
itiat
ed p
rior
to th
e F
AF
in o
rder
to a
chie
ve th
e pr
escr
ibed
des
cent
gra
dien
t/ang
le. D
elay
ing
the
desc
ent u
ntil
reac
hing
the
FA
F a
t
the
proc
edur
e al
titud
e/he
ight
will
cau
se a
des
cent
gra
dien
t/ang
le to
be
grea
ter
than
3. T
he d
esce
nt g
radi
ent/a
ngle
is
publ
ishe
d to
the
near
est o
ne-t
enth
of a
deg
ree
for
char
t pre
sent
atio
n an
to th
e ne
ares
t one
-hun
dred
th o
f a d
egre
e fo
r
data
base
cod
ing
purp
oses
. Whe
re r
ange
info
rmat
ion
is a
vaila
ble,
des
cent
pro
file
info
rmat
ion
is p
rovi
ded.
5.2.
5 5.2.
5 S
tep
do
wn
fix
es
5.2.
5.1
A s
tepd
own
fix m
ay b
e in
corp
orat
ed in
som
e no
n-pr
ecis
ion
appr
oach
pro
cedu
res.
In th
is c
ase,
two
OC
A/H
5.2.
5.1
valu
es a
re p
ublis
hed:
1.a
high
er v
alue
app
licab
le to
the
prim
ary
proc
edur
e; a
nd
2.a
low
er v
alue
app
licab
le o
nly
if th
e st
epdo
wn
fix is
pos
itive
ly id
entif
ied
durin
g th
e ap
proa
ch.
5.2.
5.2
Nor
mal
ly o
nly
one
step
dow
n fix
is s
peci
fied.
How
ever
, in
the
case
of a
VO
R/D
ME
pro
cedu
re s
ever
al D
ME
fixe
s5.
2.5.
2
may
be
depi
cted
, eac
h w
ith it
s as
soci
ated
min
imum
cro
ssin
g al
titud
e.
5.2.
5.3
Pro
cedu
re d
esig
n ca
ters
to a
max
imum
fina
l app
roac
h fli
ght d
esce
nt p
ath
afte
r th
e fix
of 1
5 pe
r ce
nt (
Cat
egor
y5.
2.5.
3
H, 1
5 pe
r ce
nt o
r de
scen
t gra
dien
t of t
he n
omin
al tr
ack
mul
tiplie
d by
2.5
, whi
chev
er is
gre
ater
).
5.2.
5.5 5.
2.5.
5 S
tepd
own
fix w
ith D
ME
Whe
re a
ste
pdow
n pr
oced
ure
usin
g a
suita
bly
loca
ted
DM
E is
pub
lishe
d, th
e pi
lot s
hall
not b
egin
des
cent
unt
il
esta
blis
hed
on th
e sp
ecifi
ed tr
ack.
Onc
e es
tabl
ishe
d on
trac
k, th
e pi
lot s
hall
begi
n de
scen
t whi
le m
aint
aini
ng th
e
aero
plan
e on
or
abov
e th
e pu
blis
hed
DM
E d
ista
nce
/ hei
ght r
equi
rem
ents
.
NO
TE
: T
he
use
of
DM
E p
rovi
des
an
ad
dit
ion
al c
hec
k fo
r en
-ro
ute
rad
ar d
esce
nt
dis
tan
ces.
5.3 5.
3 N
PA
WIT
HO
UT
FA
F
5.3.
1
Som
etim
es a
n ae
rodr
ome
is s
erve
d by
a s
ingl
e fa
cilit
y lo
cate
d on
or
near
the
aero
drom
e, a
nd n
o ot
her
faci
lity
is5.
3.1
suita
bly
situ
ated
to fo
rm a
FA
F. I
n th
is c
ase,
a p
roce
dure
may
be
desi
gned
whe
re th
e fa
cilit
y is
bot
h th
e IA
F a
nd th
e
MA
Pt.
5.3.
2
The
se p
roce
dure
s in
dica
te:
5.3.
2
1.a
min
imum
alti
tude
/hei
ght f
or a
rev
ersa
l pro
cedu
re o
r ra
cetr
ack;
and
2.an
OC
A/H
for
final
app
roac
h.
5.3.
3
In th
e ab
senc
e of
a F
AF
, des
cent
to M
DA
/H is
mad
e on
ce th
e ai
rcra
ft is
est
ablis
hed
inbo
und
on th
e fin
al5.
3.3
appr
oach
trac
k. P
roce
dure
alti
tude
s/he
ight
s w
ill n
ot b
e de
velo
ped
for
non-
prec
isio
n ap
proa
ch p
roce
dure
s w
ithou
t a
FA
F.
5.3.
4
In p
roce
dure
s of
this
type
, the
fina
l app
roac
h tr
ack
cann
ot n
orm
ally
be
alig
ned
on th
e ru
nway
cen
tre
line.
Whe
ther
5.3.
4
OC
A/H
for
stra
ight
-in a
ppro
ach
limits
are
pub
lishe
d or
not
dep
ends
on
the
angu
lar
diffe
renc
e be
twee
n th
e tr
ack
and
the
runw
ay a
nd p
ositi
on o
f the
trac
k w
ith r
espe
ct to
the
runw
ay th
resh
old.
5.4 5.
4 P
RE
CIS
ION
AP
PR
OA
CH
5.4.
1 5.4.
1 F
inal
ap
pro
ach
po
int
(FA
P)
The
fina
l app
roac
h se
gmen
t beg
ins
at th
e fin
al a
ppro
ach
poin
t (F
AP
). T
his
is a
poi
nt in
spa
ce o
n th
e fin
al a
ppro
ach
trac
k w
here
the
inte
rmed
iate
app
roac
h al
titud
e/he
ight
inte
rcep
ts th
e no
min
al g
lide
path
/mic
row
ave
land
ing
syst
em
(MLS
) el
evat
ion
angl
e.
5.4.
2 5.4.
2 F
inal
ap
pro
ach
len
gth
5.4.
2.1
The
inte
rmed
iate
app
roac
h al
titud
e/he
ight
gen
eral
ly in
terc
epts
the
glid
e pa
th/M
LS e
leva
tion
angl
e at
hei
ghts
5.4.
2.1
from
300
m (
1000
ft)
to 9
00m
(30
00 ft
) ab
ove
runw
ay e
leva
tion.
In th
is c
ase,
for
a 3
glid
e pa
th, i
nter
cept
ion
occu
rs
betw
een
6 km
(3
NM
) an
d 19
km
(10
NM
) fr
om th
e th
resh
old.
5.4.
2.2
The interm
ediate approach track or radar vector is designed to place the aircraft on the localizer or the MLS
5.4.2.2
azimuth specified for the final approach track at an altitude/height that is below
the nominal glide path/M
LS elevation
angle.
5.4.3
5.4.3 Ou
ter marker/D
ME
fix
5.4.3.1
The final approach area contains a fix or facility that perm
its verification of the glide path/MLS
elevation5.4.3.1
angle/altimeter relationship. T
he outer marker or equivalent D
ME
fix is normally used for this purpose. P
rior to crossing
the fix, descent may be m
ade on the glide path/MLS
elevation angle to the altitude/height of the published fix crossing.
5.4.3.2
Descent below
the fix crossing altitude/height should not be made prior to crossing the fix.
5.4.3.2
5.4.3.3
It is assumed that the aircraft altim
eter reading on crossing the fix is correlated with the published altitude,
5.4.3.3
allowing for altitude error and altim
eter tolerances.
NO
TE
: Pressu
re altimeters are calib
rated to
ind
icate true altitu
de u
nd
er ISA
con
ditio
ns. A
ny d
eviation
from
ISA
will th
erefore resu
lt in an
erron
eou
s readin
g o
n th
e altimeter. If th
e temp
erature is h
igh
er than
ISA
, then
the
true altitu
de w
ill be h
igh
er than
the fig
ure in
dicated
by th
e altimeter. S
imilarly, th
e true altitu
de w
ill be lo
wer
wh
en th
e temp
erature is lo
wer th
an IS
A. T
he altim
eter error m
ay be sig
nifican
t in extrem
ely cold
temp
eratures.
5.4.3.4
In the event of loss of glide path/MLS
elevation angle guidance during the approach, the procedure becomes a
5.4.3.4
non-precision approach. The O
CA
/H and associated procedure published for the glide path/M
LS elevation angle
inoperative case will then apply.
5.5
5.5 DE
TE
RM
INA
TIO
N O
F D
EC
ISIO
N A
LT
ITU
DE
(DA
) OR
DE
CIS
ION
HE
IGH
T (D
H)
5.5.1
In addition to the physical characteristics of the ILS/M
LS/G
BA
S installation, the procedures specialist considers
5.5.1
obstacles both in the approach and in the missed approach areas in the calculation of the O
CA
/H for a procedure. T
he
calculated OC
A/H
is the height of the highest approach obstacle or equivalent missed approach obstacle, plus an
aircraft category related allowance.
5.5.2
In assessing these obstacles the operational variables of the aircraft category, approach coupling, category of5.5.2
operation and missed approach clim
b performance are considered. T
he OC
A/H
values, as appropriate, are
promulgated on the instrum
ent approach chart for those categories of aircraft for which the procedure is designed.
OC
A/H
values are based on the standard conditions (among others) listed in the sub-paragraphs that follow
.
5.5.2.1
Aircraft dim
ensions: See T
able I-4-5-1.5.5.2.1
5.5.2.2
ILS:
5.5.2.2
a.C
ategory I flown w
ith pressure altimeter;
b.C
ategory II flown w
ith radio altimeter and flight director;
c.m
issed approach climb gradient is 2.5 per cent; and
d.glide path angle:
– m
inimum
: 2.5
– optim
um: 3.0
– m
aximum
: 3.5 (3 for Category II/III operations).
5.5.5.2
The protection area assum
es that the pilot does not normally deviate from
the centre line more than halfscale
5.5.5.2
deflection after being established on track. Thereafter the aircraft should adhere to the on-course, on-glide
path/elevation angle position since a more than half course sector deflection or a m
ore than half course fly-up
deflection combined w
ith other allowable system
tolerances could place the aircraft in the vicinity of the edge or bottom
of the protected airspace where loss of protection from
obstacles can occur.
5.5.6
Operators m
ust consider weight, altitude and tem
perature limitations and w
ind velocity when determ
ining the5.5.6
DA
/H for a m
issed approach, since the OC
A/H
might be based on an obstacle in the m
issed approach area and since
advantage may be taken of variable m
issed approach climb perform
ances.
5.5.7
Unless otherw
ise noted on the instrument approach chart, the nom
inal missed approach clim
b gradient is 2.5 per5.5.7
cent.
5.5.8
Table I-4-5-2 show
s the allowance used by the procedures specialist for vertical displacem
ent during initiation of5.5.8
a missed approach. It takes into account type of altim
eter used and the height loss due to aircraft characteristics.
5.5.9
It should be recognized that no allowance has been included in the table for any abnorm
al meteorological
5.5.9
conditions; for example, w
ind shear and turbulence.
Tab
le I-4-5-1. Aircraft d
imen
sion
s
Aircraft categ
ory
Win
g sp
an (m
)V
ertical distan
ce betw
een th
e fligh
t path
s of th
e
wh
eels and
the G
P an
tenn
a (m)
H30
3
A, B
606
C, D
657
DL
808
N
OT
E:O
CA
/H for D
aircraft is published when necessary
L
Tab
le I-4-5-2. Heig
ht lo
ss/altimeter m
argin
Aircraft categ
ory – V
atM
argin
usin
g rad
io altim
eterM
argin
usin
g p
ressure altim
eter
Metres
Feet
Metres
Feet
A – 90 kt (169 km
/h)13
4240
130
B – 120 kt (223 km
/h)18
5943
142
C – 140 kt (260 km
/h)22
7146
150
D – 165 kt (306 km
/h)26
8549
161
Fig
ure
I-4-
5-1.
Ste
pd
ow
n f
ix
5.6
5.6
OB
ST
AC
LE
FR
EE
ZO
NE
5.6.
1
For
pre
cisi
on a
ppro
ache
s, a
n ob
stac
le fr
ee z
one
has
been
est
ablis
hed
for
Cat
egor
y II
and
III o
pera
tions
to5.
6.1
prov
ide
prot
ectio
n in
the
even
t of a
bal
ked
land
ing.
5.6.
2
For
Cat
egor
y I o
pera
tions
, an
obst
acle
free
zon
e m
ay b
e pr
ovid
ed.
5.6.
2
5.6.
3
If an
obs
tacl
e fr
ee z
one
is n
ot p
rovi
ded,
then
it is
indi
cate
d.5.
6.3
6 6 M
ISS
ED
AP
PR
OA
CH
SE
GM
EN
T
6.1.
1
Dur
ing
the
mis
sed
appr
oach
pha
se o
f the
inst
rum
ent a
ppro
ach
proc
edur
e, th
e pi
lot i
s fa
ced
with
the
dem
andi
ng6.
1.1
task
of c
hang
ing
the
airc
raft
conf
igur
atio
n, a
ttitu
de a
nd a
ltitu
de. F
or th
is r
easo
n, th
e de
sign
of t
he m
isse
d ap
proa
ch h
as
been
kep
t as
sim
ple
as p
ossi
ble
and
cons
ists
of t
hree
pha
ses
(initi
al, i
nter
med
iate
and
fina
l).
6.1.
2
Pur
pose
. Onl
y on
e m
isse
d ap
proa
ch p
roce
dure
is e
stab
lishe
d fo
r ea
ch in
stru
men
t app
roac
h pr
oced
ure.
It is
6.1.
2
desi
gned
to p
rovi
de p
rote
ctio
n fr
om o
bsta
cle
thro
ugho
ut th
e m
isse
d ap
proa
ch m
anoe
uvre
. It s
peci
fies
a po
int w
here
the
mis
sed
appr
oach
beg
ins,
an
a po
int o
r an
alti
tude
/hei
ght w
here
it e
nds.
6.1.
3
The
mis
sed
appr
oach
sho
uld
be in
itiat
ed n
ot lo
wer
than
the
deci
sion
alti
tude
/hei
ght (
DA
/H)
in p
reci
sion
app
roac
h6.
1.3
proc
edur
es, o
r at
a s
peci
fied
poin
t in
non-
prec
isio
n ap
proa
ch p
roce
dure
s no
t low
er th
an th
e m
inim
um d
esce
nt
altit
ude/
heig
ht (
MD
A/H
).
6.1.
4
It is
exp
ecte
d th
at th
e pi
lot w
ill fl
y th
e m
isse
d ap
proa
ch p
roce
dure
as
publ
ishe
d. If
a m
isse
d ap
proa
ch is
initi
ated
6.1.
4
befo
re a
rriv
ing
at th
e m
isse
d ap
proa
ch p
oint
(M
AP
t), t
he p
ilot w
ill n
orm
ally
pro
ceed
to th
e M
AP
t (or
to th
e m
iddl
e
mar
ker
fix o
r sp
ecifi
ed D
ME
dis
tanc
e fo
r pr
ecis
ion
appr
oach
pro
cedu
res)
and
then
follo
w th
e m
isse
d ap
proa
ch
proc
edur
e in
ord
er to
rem
ain
with
in th
e pr
otec
ted
airs
pace
.
NO
TE
1:
Th
is d
oes
no
t p
recl
ud
e fl
yin
g o
ver
the
MP
At
at a
n a
ltit
ud
e/h
eig
ht
gre
ater
th
an t
hat
req
uir
ed b
y th
e
pro
ced
ure
.
NO
TE
2:
In t
he
case
of
a m
isse
d a
pp
roac
h w
ith
a t
urn
at
an a
ltit
ud
e/h
eig
ht,
wh
en a
n o
per
atio
nal
nee
d e
xist
s, a
n
add
itio
nal
pro
tect
ion
is p
rovi
ded
fo
r th
e sa
feg
uar
din
g o
f ea
rly
turn
s. W
hen
it is
no
t p
oss
ible
, a n
ote
is
pu
blis
hed
on
th
e p
rofi
le v
iew
of
the
app
roac
h c
har
t to
sp
ecif
y th
at t
urn
s m
ust
no
t co
mm
ence
bef
ore
th
e M
AP
t
(or
bef
ore
an
eq
uiv
alen
t p
oin
t in
th
e ca
se o
f a
pre
cisi
on
ap
pro
ach
).6.
1.5
The
MA
Pt i
n a
proc
edur
e m
ay b
e de
fined
by:
6.1.
5
a.th
e po
int o
f int
erse
ctio
n of
an
elec
tron
ic g
lide
path
with
the
appl
icab
le D
A/H
in A
PV
or
prec
isio
n ap
proa
ches
;
or
b.a
navi
gatio
nal f
acili
ty, a
fix,
or
a sp
ecifi
ed d
ista
nce
from
the
final
app
roac
h fix
(F
AF
) in
non
-pre
cisi
on
appr
oach
es.
Whe
n th
e M
AP
t is
defin
ed b
y a
navi
gatio
nal f
acili
ty o
r a
fix, t
he d
ista
nce
from
the
FA
F to
the
MA
Pt i
s no
rmal
ly
publ
ishe
d as
wel
l, an
d m
ay b
e us
ed fo
r tim
ing
to th
e M
AP
t. In
all
case
s w
here
tim
ing
may
not
be
used
, the
pro
cedu
re is
anno
tate
d “t
imin
g no
t aut
horiz
ed fo
r de
finin
g th
e M
AP
t”.
NO
TE
: T
imin
g f
rom
th
e F
AF
bas
ed o
n g
rou
nd
sp
eed
may
als
o b
e u
sed
to
ass
ist
the
pla
nn
ing
of
a st
abili
zed
app
roac
h.
6.1.
6
If up
on r
each
ing
the
MA
Pt t
he r
equi
red
visu
al r
efer
ence
is n
ot e
stab
lishe
d, th
e pr
oced
ure
requ
ires
that
a m
isse
d6.
1.6
appr
oach
be
initi
ated
at o
nce
in o
rder
to m
aint
ain
prot
ectio
n fr
om o
bsta
cles
.
6.1.
7 6.1.
7 M
isse
d a
pp
roac
h g
rad
ien
t
6.1.
7.1
Norm
ally procedures are based on a minim
um m
issed approach climb gradient of 2.5 per cent. A
gradient of 26.1.7.1
per cent may be used in the procedure construction if the necessary survey and safeguarding have been provided.
With the approval of the appropriate authority, gradients of 3, 4 or 5 per cent m
ay be used for aircraft whose clim
b
performance perm
its an operational advantage to be thus obtained.
6.1.7.2
When a gradient other than a 2.5 per cent is used, this is indicated on the instrum
ent approach chart. In6.1.7.2
addition to the OC
A/H
for this gradient, the OC
A/H
applicable to the nominal gradient w
ill also be shown.
6.1.7.3
Special conditions. It is em
phasized that a missed approach procedure w
hich is based on the nominal clim
b6.1.7.3
gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near m
aximum
certificated gross mass
and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at
aerodromes w
hich are critical due to obstacles on the missed approach area. T
his may result in a special procedure
being established with a possible increase in the D
A/H
or MD
A/H
.
Fig
ure I-4-6-1. M
issed ap
pro
ach p
hases
6.2
6.2 INIT
IAL
PH
AS
E
The initial phase begins at the M
AP
t and ends at the start of climb (S
OC
). This phase requires the concentrated
attention of the pilot on establishing the climb and the changes in aeroplane configuration. It is assum
ed that guidance
equipment is not extensively utilized during these m
anoeuvres, and for this reason, no turns are specified in this phase.
6.3
6.3 INT
ER
ME
DIA
TE
PH
AS
E
6.3.1
The interm
ediate phase begins at the SO
C. T
he climb is continued, norm
ally straight ahead. It extends to the first6.3.1
point where 50 m
(164 ft) obstacle clearance is obtained and can be maintained.
6.3.2
The interm
ediate missed approach track m
ay be changed by a maxim
um of 15 from
that of the initial missed
6.3.2
approach phase. During this phase, it is assum
ed that the aircraft begins track corrections.
6.4
6.4 FIN
AL
PH
AS
E
6.4.1
The final phase begins at the point w
here 50m (164 ft) obstacle clearance is first obtained and can be
6.4.1
maintained. It extends to the point w
here a new approach, holding or a return to en-route flight is initiated. T
urns may
be prescribed in this phase.
6.4.2
6.4.2 Tu
rnin
g m
issed ap
pro
ach
6.4.2.1
Turns in a m
issed approach procedure are only prescribed where terrain or other factors m
ake a turn6.4.2.1
necessary.
6.4.2.2
If a turn from the final approach track is m
ade, a specially constructed turning missed approach area is
6.4.2.2
specified.
6.4.3
6.4.3 Airsp
eed
6.4.3.1
The protected airspace for turns is based on the speeds for final m
issed approach.6.4.3.1
6.4.3.2
How
ever, where operationally required to avoid obstacles, the IA
S as slow
as for intermediate m
issed approach6.4.3.2
may be used. In this case, the instrum
ent approach chart contains the following note: “M
issed approach turn limited to
... km/h (kt) IA
S m
aximum
”.
6.4.3.3
In addition, where an obstacle is located early in the m
issed approach procedure, the instrument approach
6.4.3.3
chart is annotated “Missed approach turn as soon as operationally practicable to ... heading”.
NO
TE
: Flig
ht p
erson
nel are exp
ected to
com
ply w
ith su
ch an
no
tation
s on
app
roach
charts an
d to
execute th
e
app
rop
riate man
oeu
vres with
ou
t un
du
e delay.
6.4.4
6.4.4 Tu
rn p
arameters
The follow
ing parameters are specific to turning m
issed approaches:
a.bank angle: 15 average achieved;
b.speed: see 6.4.3, “A
irspeed”;
c.w
ind: where statistical data are available, a m
aximum
95 per cent probability on omnidirectional basis is
used. Where no data are available, om
nidirectional wind of 56 km
/h (30 kt) is used; and
d.flight technical tolerances:
pilot reaction time: 0 to +
3 s; and
bank establishment tim
e: 0 to +3 s.
77 VIS
UA
L M
AN
OE
UV
RIN
G (C
IRC
LIN
G) A
RE
A
7.1
7.1 PU
RP
OS
E
7.1.1
Vis
ual m
aneu
verin
g (c
irclin
g) is
the
term
use
d to
des
crib
e th
e ph
ase
of fl
ight
afte
r an
inst
rum
ent a
ppro
ach
has
7.1.
1
been
com
plet
ed. I
t brin
gs th
e ai
rcra
ft in
to p
ositi
on fo
r la
ndin
g on
a r
unw
ay w
hich
is n
ot s
uita
bly
loca
ted
for
stra
ight
-in
appr
oach
, i.e
. one
whe
re th
e cr
iteria
for
alig
nmen
t or
desc
ent g
radi
ent c
anno
t be
met
.
7.2 7.
2 V
ISU
AL
FL
IGH
T M
AN
OE
UV
RE
7.2.
1
A c
irclin
g ap
proa
ch is
a v
isua
l flig
ht m
anoe
uvre
. Eac
h ci
rclin
g si
tuat
ion
is d
iffer
ent b
ecau
se o
f var
iabl
es s
uch
as7.
2.1
runw
ay la
yout
, fin
al a
ppro
ach
trac
k, w
ind
velo
city
and
met
eoro
logi
cal c
ondi
tions
. The
refo
re, t
here
can
be
no s
ingl
e
proc
edur
e de
sign
ed th
at w
ill c
ater
for
cond
uctin
g a
circ
ling
appr
oach
in e
very
situ
atio
n.
7.2.
2
Afte
r in
itial
vis
ual c
onta
ct, t
he b
asic
ass
umpt
ion
is th
at th
e ru
nway
env
ironm
ent s
houl
d be
kep
t in
sigh
t whi
le a
t7.
2.2
min
imum
des
cent
alti
tude
/hei
ght (
MD
A/H
) fo
r ci
rclin
g. T
he r
unw
ay e
nviro
nmen
t inc
lude
s fe
atur
es s
uch
as th
e ru
nway
thre
shol
d or
app
roac
h lig
htin
g ai
ds o
r ot
her
mar
king
s id
entif
iabl
e w
ith th
e ru
nway
.
7.3 7.
3 P
RO
TE
CT
ION
7.3.
1 7.3.
1 T
he
visu
al m
ano
euvr
ing
(ci
rclin
g)
area
The
vis
ual m
anoe
uvrin
g ar
ea fo
r a
circ
ling
appr
oach
is d
eter
min
ed b
y dr
awin
g ar
cs c
entr
ed o
n ea
ch r
unw
ay th
resh
old
and
join
ing
thos
e ar
cs w
ith ta
ngen
t lin
es. T
he r
adiu
s of
the
arcs
is r
elat
ed to
:
a.ai
rcra
ft ca
tego
ry;
b.sp
eed:
spe
ed fo
r ea
ch c
ateg
ory
in C
hapt
er 1
, 1.3
.5;
c.w
ind
spee
d: 4
6 km
/h (
25 k
t) th
roug
hout
the
turn
; and
d.ba
nk a
ngle
: 20
aver
age
or 3
per
sec
ond,
whi
chev
er r
equi
res
less
ban
k.
7.3.
2 7.3.
2 O
bst
acle
cle
aran
ce
Whe
n th
e vi
sual
man
oeuv
ring
(circ
ling)
are
a ha
s be
en e
stab
lishe
d, th
e ob
stac
le c
lear
ance
alti
tude
/hei
ght (
OC
A/H
) is
dete
rmin
ed fo
r ea
ch c
ateg
ory
of a
ircra
ft.
NO
TE
: T
he
info
rmat
ion
in T
able
I-4-
7-3
sho
uld
no
t b
e co
nst
rued
as
op
erat
ing
min
ima.
7.3.
3 7.3.
3 M
inim
um
des
cen
t al
titu
de/
hei
gh
t (M
DA
/H)
Whe
n th
e O
CA
/H is
est
ablis
hed,
an
MD
A/H
is a
lso
spec
ified
to a
llow
for
oper
atio
nal c
onsi
dera
tions
. Des
cent
bel
ow
MD
A/H
sho
uld
not b
e m
ade
until
:
1.vi
sual
ref
eren
ce h
as b
een
esta
blis
hed
and
can
be m
aint
aine
d;
2.th
e pi
lot h
as th
e la
ndin
g th
resh
old
in s
ight
; and
3.th
e re
quire
d ob
stac
le c
lear
ance
can
be
mai
ntai
ned
and
the
airc
raft
is in
a p
ositi
on to
car
ry o
ut a
land
ing.
7.3.
4 7.3.
4 V
isu
al m
ano
euvr
ing
(ci
rclin
g)
area
exc
lusi
on
s
7.3.
4.1
A s
ecto
r in
the
circ
ling
area
whe
re a
pro
min
ent o
bsta
cle
exis
ts m
ay b
e ig
nore
d fo
r O
CA
/H c
alcu
latio
ns if
it is
7.3.
4.1
outs
ide
the
final
app
roac
h an
d m
isse
d ap
proa
ch a
reas
.
7.3.
4.2
Whe
n th
is o
ptio
n is
exe
rcis
ed, t
he p
ublis
hed
proc
edur
e pr
ohib
its c
irclin
g w
ithin
the
entir
e se
ctor
in w
hich
the
7.3.
4.2
obst
acle
is lo
cate
d (s
ee F
igur
e I-
4-7-
2).
7.4 7.
4 M
ISS
ED
AP
PR
OA
CH
PR
OC
ED
UR
E W
HIL
E C
IRC
LIN
G
7.4.
1
If vi
sual
ref
eren
ce is
lost
whi
le c
irclin
g to
land
from
an
inst
rum
ent a
ppro
ach,
the
mis
sed
appr
oach
spe
cifie
d fo
r7.
4.1
that
par
ticul
ar p
roce
dure
sha
ll be
follo
wed
. The
tran
sitio
n fr
om th
e vi
sual
(ci
rclin
g) m
anoe
uvre
to th
e m
isse
d ap
proa
ch
shou
ld b
e in
itiat
ed b
y a
clim
bing
turn
, with
in th
e ci
rclin
g ar
ea, t
owar
ds th
e la
ndin
g ru
nway
, to
retu
rn to
the
circ
ling
altit
ude
or h
ighe
r, im
med
iate
ly fo
llow
ed b
y in
terc
eptio
n an
d ex
ecut
ion
of th
e m
isse
d ap
proa
ch p
roce
dure
. The
indi
cate
d
airs
peed
dur
ing
thes
e m
anoe
uvre
s sh
all n
ot e
xcee
d th
e m
axim
um in
dica
ted
airs
peed
ass
ocia
ted
with
vis
ual
man
oeuv
ring.
7.4.
2
The
circ
ling
man
oeuv
re m
ay b
e ca
rrie
d ou
t in
mor
e th
an o
ne d
irect
ion.
For
this
rea
son,
diff
eren
t pat
tern
s ar
e7.
4.2
requ
ired
to e
stab
lish
the
airc
raft
on th
e pr
escr
ibed
mis
sed
appr
oach
cou
rse
depe
ndin
g on
its
posi
tion
at th
e tim
e vi
sual
refe
renc
e is
lost
.
7.5 7.
5 V
ISU
AL
MA
NO
EU
VR
ING
US
ING
PR
ES
CR
IBE
D T
RA
CK
7.5.
1.1
In th
ose
loca
tions
whe
re c
lear
ly d
efin
ed v
isua
l fea
ture
s pe
rmit
(and
if it
is o
pera
tiona
lly d
esira
ble)
, a S
tate
may
7.5.
1.1
pres
crib
e a
spec
ific
trac
k fo
r vi
sual
man
oeuv
ring
in a
dditi
on to
the
circ
ling
area
.
7.5.
1.2
Sin
ce v
isua
l man
oeuv
ring
with
a p
resc
ribed
trac
k is
inte
nded
for
use
whe
re s
peci
fic te
rrai
n fe
atur
es w
arra
nt7.
5.1.
2
such
a p
roce
dure
, it i
s ne
cess
ary
for
the
fligh
t cre
w to
be
fam
iliar
with
the
terr
ain
and
visu
al c
ues
to b
e us
ed in
wea
ther
cond
ition
s ab
ove
the
aero
drom
e op
erat
ing
min
ima
pres
crib
ed fo
r th
is p
roce
dure
.
7.5.
1.3
Thi
s pr
oced
ure
is b
ased
on
the
airc
raft
spee
d ca
tego
ry. I
t is
publ
ishe
d on
a s
peci
al c
hart
on
whi
ch th
e vi
sual
7.5.
1.3
feat
ures
use
d to
def
ine
the
trac
k, o
r ot
her
char
acte
ristic
feat
ures
nea
r th
e tr
ack,
are
sho
wn.
7.5.
1.4
Not
e th
at in
this
pro
cedu
re:
7.5.
1.4 1.
navi
gatio
n is
prim
arily
by
visu
al r
efer
ence
and
any
rad
io n
avig
atio
n in
form
atio
n pr
esen
ted
is a
dvis
ory
only
;
and
2.th
e m
isse
d ap
proa
ch fo
r th
e no
rmal
inst
rum
ent p
roce
dure
app
lies,
but
the
pres
crib
ed tr
acks
pro
vide
for
man
oeuv
ring
to a
llow
for
a go
-aro
und
and
to a
chie
ve a
saf
e al
titud
e/he
ight
ther
eafte
r (jo
inin
g th
e do
wnw
ind
leg
of th
e pr
escr
ibed
trac
k pr
oced
ure
or th
e in
stru
men
t mis
sed
appr
oach
traj
ecto
ry).
7.5.
2.2
The
dire
ctio
n an
d th
e le
ngth
of e
ach
segm
ent a
re d
efin
ed. I
f a s
peed
res
tric
tion
is p
resc
ribed
, it m
ust b
e7.
5.2.
2
publ
ishe
d on
the
char
t.
7.5.
2.4
When a m
inimum
altitude/height is specified at the beginning of the segment, the length of the final segm
ent is7.5.2.4
adjusted, if necessary, taking into account the descent gradient/angle. This descent gradient/angle is indicated on the
chart.
7.5.3
7.5.3 Pro
tection
area associated
with
the p
rescribed
track
The protection area is based on a corridor w
ith a constant width (T
able I-4-7-4), centred on the nominal track. T
he
corridor starts at the “divergence” point and follows the track, including a go-around for a second visual m
anoeuvring
with prescribed track.
7.5.4
7.5.4 Min
imu
m o
bstacle clearan
ce (MO
C) an
d O
CA
/H
The O
CA
/H for visual m
anoeuvring on prescribed tracks provides the minim
um obstacle clearance (M
OC
) over the
highest obstacle within the prescribed track area. It also conform
s to the limits specified in T
able I-4-7-3 and is not less
than the OC
A/H
calculated for the instrument approach procedure w
hich leads to the visual manoeuvre.
7.5.5
7.5.5 Visu
al aids
Visual aids associated w
ith the runway used for the prescribed track (i.e. sequenced flashing lights, P
AP
I, VA
SIS
, etc.)
are shown on the chart w
ith their main characteristics (i.e. slope of the P
AP
I or VA
SIS
). Lighting on obstacles is
specified on the chart.
Tab
le I-4-7-2. Exam
ple o
f determ
inin
g rad
ii for visu
al man
oeu
vring
(circling
) area for aero
dro
mes at 1000 ft
MS
L
Aircraft
catego
ry/IAS
A/100 kt
B/135 kt
C/180 kt
D/205 kt
E/240 kt
TA
S at 2000 ft M
SL +
25 kt wind
131168
215242
279
Turn radius (nm
)0.69
1.131.85
2.343.12
Straight segm
ent (nm)
0.30.4
0.50.6
0.7
Radius from
threshold
(nm)
1.682.66
4.25.28
6.94
Tab
le I-4-7-3. OC
A/H
for visu
al man
oeu
vring
(circling
) app
roach
Aircraft categ
ory
Ob
stacle clearance
Lo
west O
CH
AA
LM
inim
um
Visib
ility
A295 ft/90 m
394 ft/120 m1.0 nm
/1.9 km
B295 ft/90 m
492 ft/150 m1.5 nm
/2.8 km
C394 ft/120 m
591 ft/180 m2.0 nm
/3.7 km
D394 ft/120 m
689 ft/210 m2.5 nm
/4.6 km
E492 ft/150 m
787 ft/240 m3.5 nm
/6.5 km
Tab
le I-4-7-4. Sem
i-wid
th o
f the co
rrido
r
Aircraft C
atego
ryA
BC
DE
Sem
i-wid
th4593 ft/1400 m
4921 ft/1500 m5905 ft/1800 m
6890 ft/2100 m8530 ft/2600 m
Fig
ure I-4-7-1. V
isual m
ano
euvrin
g (circlin
g ap
pro
ach) area
Fig
ure I-4-7-2. V
isual m
ano
euvrin
g (circlin
g) area —
pro
hib
ition
on
circling
Fig
ure I-4-7-4. A
rea
8
8 C
HA
RT
ING
/AE
RO
NA
UT
ICA
L IN
FO
RM
AT
ION
PU
BL
ICA
TIO
N (
AIP
)
8.2 8.
2 C
HA
RT
ED
AL
TIT
UD
E/F
LIG
HT
LE
VE
LS
In a
dditi
on to
min
imum
IFR
alti
tude
s es
tabl
ishe
d fo
r ea
ch s
egm
ent o
f the
pro
cedu
re, p
roce
dure
alti
tude
s/he
ight
s w
ill
also
be
prov
ided
. Pro
cedu
re a
ltitu
des/
heig
hts
will
, in
all c
ases
, be
at o
r ab
ove
any
min
imum
cro
ssin
g al
titud
e
asso
ciat
ed w
ith th
e se
gmen
t. P
roce
dure
alti
tude
/hei
ght w
ill b
e es
tabl
ishe
d ta
king
into
acc
ount
the
air
traf
fic c
ontr
ol
need
s fo
r th
at p
hase
of f
light
.
8.4.
1.1
The
des
cent
gra
dien
t(s)
/ang
les
used
in th
e co
nstr
uctio
n of
the
proc
edur
e ar
e pu
blis
hed
for
the
final
app
roac
h8.
4.1.
1
segm
ent.
8.4.
1.2
Whe
re th
e di
stan
ce in
form
atio
n is
ava
ilabl
e, d
esce
nt p
rofil
e ad
viso
ry in
form
atio
n fo
r th
e fin
al a
ppro
ach
shou
ld8.
4.1.
2
be p
rovi
ded
to a
ssis
t the
pilo
t to
mai
ntai
n th
e ca
lcul
ated
des
cent
gra
dien
t. T
his
shou
ld b
e a
tabl
e sh
owin
g
altit
udes
/hei
ghts
thro
ugh
whi
ch th
e ai
rcra
ft sh
ould
be
pass
ing
at e
ach
2 km
or
1 N
M a
s ap
prop
riate
.
8.4.
3.1
An
obst
acle
cle
aran
ce a
ltitu
de (
OC
A)
and/
or a
n ob
stac
le c
lear
ance
hei
ght (
OC
H)
is p
ublis
hed
for
each
8.4.
3.1
inst
rum
ent a
ppro
ach
and
circ
ling
proc
edur
e.
8.4.
3.2
A s
trai
ght-
in O
CA
/H is
not
pub
lishe
d w
here
the
final
app
roac
h al
ignm
ent o
r de
scen
t gra
dien
t crit
eria
are
not
8.4.
3.2
met
. In
this
cas
e, o
nly
circ
ling
OC
A/H
are
pub
lishe
d.
8.4.
3.3
Pro
cedu
res
that
req
uire
the
use
of fo
reca
st a
ltim
eter
set
ting
are
so a
nnot
ated
on
the
appr
oach
cha
rts.
8.4.
3.3
8.4.
4.1
Onl
y on
e m
isse
d ap
proa
ch p
roce
dure
is p
ublis
hed
for
each
app
roac
h pr
oced
ure.
8.4.
4.1
8.4.
4.2
If th
e m
isse
d ap
proa
ch p
oint
(M
AP
t) is
def
ined
by
a fa
cilit
y or
fix
at th
e M
AP
t, th
e pr
oced
ure
will
be
anno
tate
d8.
4.4.
2
“Tim
ing
not a
utho
rized
for
defin
ing
the
MA
Pt”
.
8.4.
4.4
The
OC
A/H
for
the
nom
inal
2.5
per
cen
t is
alw
ays
publ
ishe
d on
the
inst
rum
ent a
ppro
ach
char
t (IA
C).
If8.
4.4.
4
addi
tiona
l gra
dien
ts a
re s
peci
fied
in th
e co
nstr
uctio
n of
the
mis
sed
appr
oach
pro
cedu
re, t
hey
and
thei
r as
soci
ated
OC
A/H
val
ues
are
publ
ishe
d as
alte
rnat
ive
optio
ns.
8.4.
4.5
Whe
re o
pera
tiona
lly r
equi
red
to a
void
obs
tacl
es, r
educ
ed s
peed
s as
slo
w a
s th
e IA
S fo
r in
term
edia
te m
isse
d8.
4.4.
5
appr
oach
may
be
used
. In
such
cas
es, t
he p
roce
dure
is a
nnot
ated
“M
isse
d ap
proa
ch tu
rn li
mite
d to
... k
m/h
(kt
) IA
S
max
imum
”.
8.4.
4.6
Whe
n a
grad
ient
oth
er th
an th
e no
min
al g
radi
ent i
s us
ed in
the
cons
truc
tion
of th
e m
isse
d ap
proa
ch p
roce
dure
,8.
4.4.
6
this
is in
dica
ted
in th
e IA
C a
nd, i
n ad
ditio
n to
the
OC
A/H
for
the
spec
ific
grad
ient
, the
OC
A/H
app
licab
le to
the
nom
inal
grad
ient
is a
lso
show
n.
8.4.
5.1
A s
ecto
r in
the
circ
ling
area
whe
re a
pro
min
ent o
bsta
cle
exis
ts m
ay b
e ig
nore
d fo
r O
CA
/H.
8.4.
5.1
8.4.
5.2
Whe
n th
is o
ptio
n is
exe
rcis
ed, t
he p
ublis
hed
proc
edur
e w
ill p
rohi
bit t
he p
ilot f
rom
circ
ling
with
in th
e to
tal s
ecto
r8.
4.5.
2
whe
re th
e ob
stac
le e
xist
s.
8.4.
6.4
Dep
artu
re r
oute
s ar
e la
bele
d as
RN
AV
onl
y w
hen
that
is th
e pr
imar
y m
eans
of n
avig
atio
n ut
ilize
d.8.
4.6.
4
8.4.
6.6
Whe
n pr
oced
ures
are
iden
tifie
d as
“R
NA
V”,
any
of t
he fo
llow
ing
navi
gatio
n se
nsor
s ca
n be
use
d: b
asic
GN
SS
,8.
4.6.
6
DM
E/D
ME
or
VO
R/D
ME
. How
ever
, som
e pr
oced
ures
may
iden
tify
spec
ific
sens
or(s
) th
at a
re r
equi
red
for
the
proc
edur
e, o
r se
para
te p
roce
dure
s m
ay b
e pu
blis
hed,
eac
h id
entif
ying
a p
erm
itted
sen
sor.
NO
TE
: U
nle
ss o
ther
wis
e st
ated
, all
way
po
ints
are
fly
-by
way
po
ints
.8.
4.7 8.
4.7
Des
cen
t g
rad
ien
ts/a
ng
les
for
char
tin
g
Des
cent
gra
dien
ts/a
ngle
s fo
r ch
artin
g sh
all b
e pr
omul
gate
d to
the
near
est o
ne-t
enth
of a
per
cen
t/deg
ree.
Des
cent
grad
ient
/ang
les
shal
l orig
inat
e at
a p
oint
15
m (
50 ft
) ab
ove
the
land
ing
runw
ay th
resh
old.
For
pre
cisi
on a
ppro
ache
s,
diffe
rent
orig
inat
ion
poin
ts m
ay a
pply
. Ear
th c
urva
ture
is n
ot c
onsi
dere
d in
det
erm
inin
g th
e de
scen
t gra
dien
t/ang
le.
8.4.
8 8.4.
8 D
esce
nt
ang
les
for
dat
abas
e co
din
g
Par
agra
ph 8
.4.7
app
lies,
exc
ept o
nly
to d
esce
nt a
ngle
s an
d th
at th
e an
gles
sha
ll be
pub
lishe
d to
the
near
est o
ne
hund
redt
h of
a d
egre
e.
8.4.
9.1
The
des
cent
pat
h re
ache
s a
cert
ain
altit
ude
at th
e F
AF
. In
orde
r to
avo
id o
vers
hoot
ing
the
desc
ent p
ath,
the
8.4.
9.1
FA
F p
ublis
hed
proc
edur
e al
titud
e/he
ight
sho
uld
be 1
5 m
(50
ft)
belo
w th
is a
ltitu
de. T
he p
roce
dure
alti
tude
/hei
ght s
hall
not b
e le
ss th
an th
e O
CA
/H o
f the
seg
men
t pre
cedi
ng th
e fin
al a
ppro
ach
segm
ent.
8.4.
9.2
Bot
h th
e pr
oced
ure
altit
ude/
heig
ht a
nd th
e m
inim
um a
ltitu
de fo
r ob
stac
le c
lear
ance
sha
ll be
pub
lishe
d. In
no
8.4.
9.2
case
will
the
proc
edur
e al
titud
e/he
ight
be
low
er th
an a
ny m
inim
um a
ltitu
de/h
eigh
t for
obs
tacl
e cl
eara
nce.
8.4.
9.3
The
des
igne
d st
abili
zed
desc
ent p
ath
will
cle
ar th
e st
epdo
wn
fix m
inim
um o
bsta
cle
clea
ranc
e al
titud
e.8.
4.9.
3
8.5 8.
5 P
RO
CE
DU
RE
NA
MIN
G F
OR
AR
RIV
AL
AN
D A
PP
RO
AC
H C
HA
RT
S
8.5.
1.2
Pro
cedu
re id
entif
icat
ion
8.5.
1.2
8.5.1.2.1
General. T
he procedure identification shall only contain the name describing the type of radio navigation aid
8.5.1.2.1
providing the final approach lateral guidance. Precision approach system
s such as ILS or M
LS shall be identified by the
system nam
e (ILS, M
LS, etc.). If tw
o radio navigation aids are used for final approach lateral guidance, the title shall
only include the last radio navigation aid used.
For exam
ple: If an ND
B is used as the F
AF
, and a VO
R is used as the last navaid on the final approach to runw
ay 06,
the procedure shall be identified as VO
R R
wy 06. If a V
OR
is used for the initial approach followed by a final approach
to Rw
y 24 using an ND
B, the procedure shall be identified as N
DB
Rw
y 24.
8.5.1.2.2
Additional navaids. If additional navigations aids are required (such as fix form
ations or transition routes) for8.5.1.2.2
the approach procedure, they shall be specified on the plan view of the chart, but not in the title.
8.5.1.2.3
Multiple procedures. A
single approach chart may portray m
ore than one approach procedure when the
8.5.1.2.3
procedures for the intermediate approach, final approach and m
issed approach segments are identical. If m
ore than
one approach procedure is depicted on the same chart, the title shall contain the nam
es of all the types of navigation
aids used for final approach lateral guidance, separated by the word “or”. T
here shall be no more than three types of
approach procedure on one chart.
For exam
ple: ILS or N
DB
Rw
y 35L
8.5.1.2.4
Helicopter approach shall be identified by the navigation aid type used for final approach guidance, follow
ed8.5.1.2.4
by the final approach track.
For exam
ple: VO
R 235
8.5.1.2.5
Circling approach. W
hen only circling minim
a are provided on a chart, the approach procedure shall be8.5.1.2.5
identified by the last navaid providing final approach guidance followed by a single letter, starting w
ith the letter A.
When there are tw
o or more approaches at an airport (or a nearby airport), a different letter shall be used. If the IF
R
portion of the procedure is the same but there are different circling tracks for the sam
e procedure, only one procedure
with one title should be prom
ulgated and the different circling procedures indicated in the procedure, only one
procedure with one title should be prom
ulgated and the different circling procedures indicated in the procedure. The
suffix letter shall not be used again for any procedures at that airport, at any other airport serving the same city, or at
any other airport in the same S
tat, serving a city with the sam
e name.
For exam
ple: VO
R-A
VO
R-B
ND
B-C
8.5.1.3
Duplicate procedure identification
8.5.1.3
8.5.1.3.1
A single letter suffix, starting w
ith the letter Z, follow
ing the radio navigation aid type shall be used if two or
8.5.1.3.1
more procedures to the sam
e runway cannot be distinguished by the radio navigation aid type only.
For exam
ple: VO
R Z
Rw
y 20 VO
R Y
Rw
y 20
8.5.1.3.2
The single letter suffix shall be used as follow
s:8.5.1.3.2
1.w
hen two or m
ore navigation aids of the same type are used to support different approaches to the sam
e
runway;
2.w
hen two or m
ore missed approaches are associated w
ith a comm
on approach, each approach shall be
identified by a single letter suffix;
3.if different approach procedures using the sam
e radio navigation type are provided for different aircraft
categories; and
4.if tw
o or more arrivals are used to a com
mon approach and are published on different charts, each
approach shall be identified by a single letter suffix. If additional radio navigation aids are required for the
arrival, they shall be specified on the chart's plan view.
For exam
ple:
ILS Z
RW
Y 20 (“D
NA
VO
R A
rrival” shown in the plan view
)
ILS Y
RW
Y 20 (“C
AB
VO
R A
rrival” shown in the plan view
)
8.5.1.4.1
All navigation equipm
ent that is required for the execution of the approach procedure and not mentioned in
8.5.1.4.1
the procedure identification shall be identified in notes on the chart.
For exam
ple:
“VO
R required” on an N
DB
approach.
“Dual A
DF
required” when required on an N
DB
approach where tw
o AD
Fs are required.
“When inbound from
XX
X N
DB
, change over to YY
Y N
DB
at midpoint.”
“DM
E required” on a V
OR
/DM
E arc approach.
8.5.1.5
Minim
um B
oxes8.5.1.5
The O
CA
/H for each aircraft category shall be published in the m
inimum
box on the chart. Where an O
CA
/H is
predicated on a specific navigation aid (e.g. stepdown fixes), or a specific R
NA
V functionality (e.g. LN
AV
/VN
AV
), or an
RN
P value, this shall be clearly identified.
Exam
ples:
OC
A/O
CH
CA
T A
CA
T B
CA
T C
CA
T D
CA
T H
CA
T I
210 ft (170 ft)210 ft (170 ft)
220 ft (180 ft)230 ft (190 ft)
210 ft (170 ft)
RN
P 0.3
290 ft (250 ft)290 ft (250 ft)
290 ft (250 ft)290 ft (250 ft)
290 ft (250 ft)
LN
AV
/VN
AV
560 ft (520 ft)560 ft (520 ft)
560 ft (520 ft)560 ft (520 ft)
560 ft (520 ft)
LN
AV
710 ft (670 ft)710 ft (670 ft)
710 ft (670 ft)710 ft (670 ft)
710 ft (670 ft)
VO
R/D
ME
740 ft (700 ft)740 ft (700 ft)
740 ft (700 ft)740 ft (700 ft)
740 ft (700 ft)
VO
R800 ft (760 ft)
800 ft (760 ft)800 ft (760 ft)
800 ft (760 ft)800 ft (760 ft)
Tab
le I-4-8-1. Ch
arted altitu
des/flig
ht levels
Fig
ure I-4-8-2. P
roced
ure altitu
de/h
eigh
t vs. min
imu
m altitu
des w
ith step
do
wn
fix
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