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RWANDA CIVIL AVIATION AUTHORITY

RCAA-MOS-ANS001

MANUAL OF STANDARDS FOR AIR NAVIGATION

SERVICES

(MOS-ANS)

PART I V

Construction of Visual and Instrument Flight Procedures

Second Edition

March 2015

Manual of Standards-ANS Part IV- Construction of Visual and Instrument Flight Procedures

Foreword

The Director General, under Article 8 of the law No.75/2013 of 11/9/2013, is empowered to issue

instructions in relation to the provisions of the said Law and related regulations, to ensuring safety

of civil aviation

Pursuant to the Regulation 4 of Annex XXI (Air Navigation Services) to the Ministerial

Regulations N° 02/MOS/TRANS/015, the Manual of Standards for Air Navigation Services

(MOS-ANS) is issued by the Authority to prescribe standards and requirements to be met by air

• navigation services providers.

The standards in MOS-ANS are based mainly on standards and recommended practices stipulated

in Annexes 3, 4, 5, 10, 11, 12 and 15 to the Convention on International Civil Aviation (the

Chicago) and in the Procedures for Air Navigation Services — Air Traffic Management (PANS-

ATM) and with such modifications as may be determined by the Authority to be applicable in

Rwanda.

Amendments to MOS-ANS is a responsibility of the Authority. Readers should forward advice of

errors, inconsistencies or suggestions for improvement to the Authority.

• This edition supersedes the First Edition of June 2014

Director General

Rwanda Civil Aviation Autho

• Rwanda Civil Aviation Authority March 2015


ii Rwanda Civil Aviation Authority March 2015

DISTRIBUTION LIST

Serial No. Issued to Date

01. Director General

02. Director ANS

03. Director FSS

04. Chief ATC

05. Chief AIM

06. FSS library

07.

08.

09.

10.

11.

12.


iii Rwanda Civil Aviation Authority March 2015

RECORD OF AMENDMENTS

Amendment Number Amendment Date Date Entered Entered By


iv Rwanda Civil Aviation Authority March 2015

TABLE OF CONTENTS

FOREWORD………………………………………………………………………………....i

DISTRIBUTION LIST…………………………………………….………………………………...ii

RECORD OF AMENDMENT……………………………………….……………………………..iii

CHAPTERS CHAPTER 1. DEFINITIONS AND ABBREVIATIONS ........................................................ 1-1

1.1 Definition .................................................................................................................. 1-1

1.2 Abbreviations .......................................................................................................... 1-3

CHAPTER 2. INTRODUCTION.......................................................................................... 2-1

2.1 General ................................................................................................................. 2-1

CHAPTER 3. INSTRUMENT FLIGHT PROCEDURE DESIGN ORGANISATION ................ 3-1

3 .1 Organisation ............................................................................................................ 3-1

3.2 Instrument Flight Procedure Design Manual ............................................................. 3-1

3.3 Documents and Records Control System ...................................................................... 3-2

CHAPTER 4. FLIGHT PROCEDURE DESIGN .................................................................... 4-1

4.1 Introduction .......................................................................................................... 4-1

4.2 CAA oversight .......................................................... Error! Bookmark not defined.

4.3 PANS-OPS (Construction of visual and instrument flight procedures) – ...................... 4-1

Operational Requirements ................................................................................................ 4-1

4.4 Operational Personnel requirements ......................................................................... 4-1

4.5 Resource Requirements ............................................................................................. 4-3

4.6 Design of Instrument Flight Procedures ........................................................................ 4-4

4.7 Publication of instrument flight procedures .................................................................. 4-5

4.8 Maintenance of instrument flight procedures ................................................................. 4-6

4.9 Errors in published instrument flight procedures ............................................................ 4-6

4.10 Management of records ............................................................................................. 4-7

4.11 Design Criteria—Instrument Flight Procedures ........................................................... 4-7

CHAPTER 5. PROCEDURE DESIGN INFORMATION ACQUISITION ............................... 5-1

5.1 Information Acquisition .............................................................................................. 5-1


v Rwanda Civil Aviation Authority March 2015

CHAPTER 6. INSTRUMENT FLIGHT PROCEDURE DESIGN PROCESS ........................... 6-2

6.1 Introduction ............................................................................................................... 6-2

6.2 Procedure Design ....................................................................................................... 6-2

6.3 Procedure Design Documentation ............................................................................ 6-2

6.4 Ground and Flight Validation ..................................................................................... 6-3

CHAPTER 7. PROCEDURE DESIGN AUTOMATION ........................................................ 7-1

7.1 General ..................................................................................................................... 7-1

7.2 Procedural Design Automation................................................................................ 7-1

CHAPTER 8. GENERAL CRITERIA AND PROCEDURES FOR ESTABLISHMENT OF

AERODROME OPERATING MINIMA ............................................................................... 8-1

8.0 Introduction ............................................................................................................... 8-1

8.1 Aerodrome Operating Minima ..................................................................................... 8-1

8.2 Establishment of Obstacle Clearance Altitude/Height (OCA/H) ...................................... 8-2

APPENDIX

APPENDIX 1 Instrument Flight Procedure Design Process……………..…………………APP1-1


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Rwanda Civil Aviation Authority March 2015

CHAPTER 1. DEFINITIONS AND ABBREVIATIONS

1.1 Definition

Consultation. A conference between two or more people to consider a particular question.

Conceptual design. High-level graphical and/or textual description of the designer's interpretation

of the stakeholders’ requirements.

Designer. A person adequately trained who performs the design of an instrument flight procedure.

Flight procedure design. The complete package that includes all the considerations that went into

the development of an instrument flight procedure.

Flight procedure design process. The process which is specific to the design of instrument flight

procedures leading to the creation or modification of an instrument flight procedure.

Instrument flight procedure. A description of a series of predetermined flight manoeuvres by

reference to flight instruments, published by electronic and/or printed means.

Instrument flight procedure design organization. An organisation responsible for the design

and maintenance of visual and instrument flight procedures

Instrument flight procedure designer. A person who has acquired and maintained the required

competency level to design flight procedures in accordance with the applicable criteria.

Instrument flight procedure process. The overarching process from data origination to the

publication of an instrument flight procedure.

Integrity (aeronautical data). A degree of assurance that an aeronautical data and its value has

not been lost or altered since the data origination or authorized amendment.

Planned departure route. A notified instrument flight rule departure (IFR) route linking the

aerodrome or a specific runway of the aerodrome with a specified significant point, normally on

the boundary of controlled airspace associated with the aerodrome.

Procedure. A specified way to carry out an activity or a process (see ISO 9000:2000 Quality

management systems — Fundamentals and vocabulary, section 3.4.5).


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Process. A set of interrelated or interacting activities which transforms inputs into outputs (see

ISO 9000:2000 Quality management systems — Fundamentals and vocabulary, section 3.4.1);

hence “flight procedure design (FPD) process” or “instrument flight procedure process”.

Quality record. Objective evidence which shows how well a quality requirement is being met or

how well a quality process is performing. Quality records normally are audited in the quality

evaluation process.

Review. An activity undertaken to determine the suitability, adequacy and effectiveness of the

subject matter to achieve established objectives

(see ISO 9000:2000 Quality management systems — Fundamentals and vocabulary, section

3.8.7).

Software validation. Acknowledgement, derived from a series of tests, of the compliance of an

automation system with the applicable standards.

Functional validation. Confirmation of the correct implementation of automation functions and

of the compliance of the human machine interface with the user requirements.

Validation with reference to criteria. Confirmation through a series of tests of the compliance of

the results with reference to applicable criteria.

Standard instrument arrival. A designated instrument flight rule arrival (IFR) route linking a

significant point, normally on an ATS route, with a point from which a published instrument

approach procedure can be commenced.

Standard instrument departure. A designated instrument flight rule (IFR) departure route

linking the aerodrome or a specific runway of the aerodrome with a specified significant point,

normally on a designated ATS route, at which the enroute phase of a flight commences.

Validation. Confirmation, through the provision of objective evidence, that the requirements for

a specific intended use or application have been fulfilled. The activity whereby a data element is

checked as having a value that is fully applicable to the identity given to the data element, or a set

of data elements that is checked as being acceptable for their purpose.

Verification. Confirmation, through the provision of objective evidence, that specified

requirements have been fulfilled. The activity whereby the current value of a data element is

checked against the value originally supplied.


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1.2 Abbreviations

AIP - Aeronautical Information Publication

AIS - Aeronautical Information Services

ATC - Air Traffic Control

ATS - Air Traffic Services

CRM - Collision Risk Model

FIR - Flight Information Region

ICAO - International Civil Aviation Organisation

IFP - Instrument Flight Procedure

IFR - Instrument Flight Rules

MOS - Manual of Standards

OJT - On-the-Job Training

PANS-OPS - Procedure for Air Navigation Services – Aircraft Operations

RCAA - Rwanda Civil Aviation Authority

FSS - Flights and Safety Services


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CHAPTER 2. INTRODUCTION

2.1 General

2.1.1 This manual provides standards and requirements for the design and maintenance of visual

and instrument flight procedures (IFP). This is to ensure that all published IFP intended for use by

aircraft operating under instrument flight rules (IFR) in Kigali flight information region (FIR) meet

ICAO requirements for instrument flight procedures.

2.1.2 The IFP design organization shall ensure that the quality and safety of the procedure design

products are assured through the review, verification, coordination and validation at appropriate

points in the process, so that corrections could be made at the earliest opportunity in the process.

2.1.3 In the interest of safety, the IFP design organization shall implement the provisions of this

manual and any other guidance given in a consistent manner, using processes that will minimize

the possibility of errors, identify errors that do occur before they impact safety, and provide for

continuous improvement of the procedure design process in order to eliminate or reduce future

errors.

2.1.4 Where there is a difference between a standard in this Manual and that of the above-

mentioned ICAO documents, the standard in this Manual shall prevail.

2.1.5 In this Manual, standards are preceded by the word “shall”, whereas recommended practices

are preceded by the word “should”. The IFP design organization shall comply with all standards

at all times and should endeavor to comply with all recommended practices.

2.1.6 When the IFP design organization is not able to comply with any standards specified or

referenced in this Manual, the IFP design organization shall apply to FSS Division for exemption

or deviation from the relevant standards. Applications shall be supported in writing with the

reasons for such exemption or deviation including any safety assessment or other studies

undertaken and where appropriate, an indication of when compliance with the current standards

can be expected.

2.1.7 Any exemption or deviation granted to the IFP design organization shall also be recorded in

the operations manual. The operations manual shall also contain the details of the exemption or

deviation, such as the reason that the exemption or deviation was requested and any resultant

limitations or conditions imposed.


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2.1.9 The IFP design organization shall ensure that the units of measurement as specified in the

Manual of Standards Part III Section 2– Units of Measurement to be used in Air and Ground

Operations are used in the design of instrument flight procedures where applicable.


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CHAPTER 3. INSTRUMENT FLIGHT PROCEDURE DESIGN ORGANISATION

3 .1 Organisation

3.1.1 The IFP design organization shall maintain an appropriate instrument design office to enable

the IFP designer to carry on design work in instrument flight procedures in accordance with the

requirements set out in this Manual.

3.1.2 The IFP design organization shall ensure that the designs of instrument flight procedure are

in accordance with:

a) applicable standards set out or referred to in ICAO Doc 8168;and

b) applicable standards as set out in this Manual.

3.1.3 The IFP design organization shall make provisions for a person(s) trained in IFP design to

check and verify independently the plans of each instrument flight procedure designed.

Note – A reference to verifying an instrument flight procedure is a reference to the process of

checking the procedure (including all data, computations and drawings for the procedure) in

accordance to the applicable standards set out in this manual.

3.2 Instrument Flight Procedure Design Manual

3.2.1 The IFP design organisation shall develop and maintain operations manual. The operations

manual shall serve to demonstrate how the service provider will comply with the requirements set

out in this manual of standards.

3.2.2 The contents of the operations manual shall include but not limited to the following:

a) the information required of the IFP design organisation as mentioned in this Manual; and

b) a description of the IFP design office that shows the role, responsibilities and job functions of

the IFP design office personnel who are responsible for ensuring the compliance of the

organisation with the requirements in subparagraph (a).

3.2.3 The IFP design organisation shall:

a) keep the operations manual in a readily accessible form;

b) ensure that the IFP designer has ready access to the operations manual; and

c) amend the operations manual whenever necessary to keep its content up to date.


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3.2.4 The IFP design organisation shall submit a copy of the most current operations manual to the

Director of FSS for review and recommendation for approval by the Director General RCAA.

3.3 Documents and Records Control System

3.3.1 The IFP design organisation shall establish and put into effect, a system for controlling

documents and records relating to the instrument flight procedures on which the designer carries

on design work, including the policies and procedures for making, amending, preserving and

disposing of those documents and records.

3.3.2 The IFP design organisation shall keep and retain documents and records, or copies of them

or extracts from them, available for inspection.


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CHAPTER 4. FLIGHT PROCEDURE DESIGN

4.1 Introduction

4.1.1 The design of procedures in accordance with the ICAO PANS-OPS criteria assumes normal

operations. It is the responsibility of the operator to provide contingency procedures for abnormal

and emergency operations.

4.1.2 The criterion described in Doc 8168 includes both conventional as well as area navigation

and satellite based procedures for all phases of flight.

4.1.3 The criteria to be used for the establishment of aerodrome operating minima will be as

prescribed by the ANSP

4.3 PANS-OPS (Construction of visual and instrument flight procedures) –

Operational Requirements

4.3.1 IFP design organisation to establish a procedure design office or entity to be responsible for

the development and maintenance of visual and instrument flight procedures.

4.3.2 The IFP design organisation may when necessary contract the service to another agency or

entity subject to such conditions as may be prescribed by the ANSP.

4.3.3 The IFP design organization shall develop job descriptions for its PANS-OPS technical staff

further to the guidelines provided in section 4.4.4.2 below.

4.4 Operational Personnel requirements

4.4.1 The IFP design organisation providing an instrument flight procedure service shall:-

i) employ, contract, or engage sufficient personnel to plan, design, verify, and maintain the

instrument flight procedures provided by the organization.

ii) establish a procedure for initially assessing, training, and maintaining, the competence of those

personnel involved in the planning, design, verification, and maintenance of instrument flight

procedures.

4.4.2 Minimum Qualifications and experience of Procedure designers

4.4.2.1 The IFP design organisation shall ensure that a person designing or amending a flight

instrument procedure demonstrates required competency level for flight procedure design. IFP

designers shall acquire and maintain this competency level through training and supervised on-

the-job training (OJT).


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4.4.2.2 Before an IFP designer is assigned any design duties she/he shall be able to meet the

following requirements:-

a) successful completion of the ICAO PANS-OPS course for the relevant flight procedure type;

b) a minimum of five years aviation experience in any of the following fields namely as a pilot,

air traffic controller, aeronautical information officer,

Engineer or equivalent experience; and

c) completion of a minimum of two approved flight procedure designs under the supervision of a

competent procedure designer.

d)Familiarity with CAD and GIS software applications

4.4.3 Training for IFP Designers

4.4.3.1 The training for IFP designers shall include an initial training and recurrent training at

periodic intervals.

4.4.3.2 The IFP design organisation shall ensure that the IFP designer is able to demonstrate a

basic level of competency through training that includes at least the following elements:

a) overview of ICAO Standards and Recommended Practices (SARPs) relating to IFP design and

promulgation;

b) knowledge of information contained in ICAO Doc 8168 – PANS-OPS, and other related ICAO

provisions relevant to procedure designs;

c) general criteria in IFP designing;

d) non-precision approach design;

e) precision approach design;

f) instrument departure designs;

g) criteria for RNAV, GNSS and PBN; and

h) practical exercises in the design of procedures.

4.4.3.3 The IFP design organisation shall ensure that the IFP designer is able to demonstrate a

basic level of competency through recurrent training that includes at least the following elements:

a) knowledge about updates in ICAO provisions and other provisions pertaining to procedure

design; and

b) maintenance and enhancement of knowledge and skills in the design of procedures.

4.4.3.4 OJT is aimed at permitting the new IFP designer to integrate his basic knowledge with

actual practice. The IFP design organisation shall ensure that new IFP designers undergo an

adequate, supervised OJT.


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4.4.3.5 The competency of the IFP designer shall be subject to periodic verification by FSS

Directorate to ensure continued compliance with the requirements in this manual.

4.4.3.6 The IFP design organisation shall maintain training records for their IFP designers.

4.4.4 Functions and Responsibilities for procedure designers

4.4.4.1 The function of the of the procedure design engagement is twofold ie to ensure:-

a) provision of accurate and operationally useable procedures in an environment that is

increasingly dynamic and sensitive to the intrusive nature of aircraft operations

b) continued professional development in the fields of air navigation, PANS-OPS criteria and tools

and methods for design and evaluation of flight procedures

4.4.4.2 Designated Procedure Designers shall be able to accomplish the following

responsibilities:-

a) Design, revise and maintain all types of instrument flight procedures when called upon for of

all airports and ATS routes within Kigali Flight Information Region, according to the ANSP’s

specifications.

b) Review, verify, maintain and guarantee a quality assurance in the flight procedure design.

c) Maintain a well structured database for obstacles assessment.

d) The preparation for and where requested, participation in, flight validation of new or amended

procedures.

e) Assessments of the impact of man-made obstructions and of hazardous activities on instrument

flight procedures.

f) Assessments of airspace requirements for protection of the IFR flight procedures and technical

input in airspace design process.

g) Preparation of submissions to CAA and AIM for publication of the developed IFP.

h) Perform other related duties as assigned by the Team Leader/Chief Designer.

4.5 Resource Requirements

The IFP design organisation providing an instrument flight procedure service shall:-

a). have available equipment that is appropriate for the design, design verification, flight

validation, and maintenance of all the types of instrument flight procedure that are designed by the

entity;


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Note: Some of the services like flight validation may be contracted, however the IFP design

organisation shall endeavour to comply with the provisions of Doc 8168 Part I Section 2 chapter

4 (Quality Assurance) para 4.6.6.

b). have access to relevant and current data including, but not limited to, aeronautical data, land

contour data, and obstacle data for the design, design verification, flight validation, and

maintenance of the instrument flight procedures developed by, and maintained by, the

organization; and

c). hold or have ready access to copies of relevant documentation comprising technical standards,

practices, and instructions, and any other documentation that may be necessary for the design,

design verification, flight validation, and maintenance of all the types of instrument flight

procedures.

d). establish a procedure for ensuring that:-

i) personnel have access to the data referred to in paragraph (b) for all the types of instrument flight

procedures; and

ii) the data referred to in paragraph (b) is current, traceable, and meets the required level of

verifiable accuracy for the design, design verification, flight validation, and maintenance of

instrument flight procedures.

e). establish a procedure for controlling all documentation required by paragraph

(c) to ensure that—

i) the documentation is reviewed and authorized by an appropriate person before issue and use;

and

ii) current issues of relevant documentation are available to personnel if they need access to the

documentation; and

iii) every obsolete document is promptly removed from every point of issue and use; and

iv) a change to documentation is reviewed and authorized by an appropriate person before issue

and use; and

v) the current version of every item of documentation can be identified to prevent the use of

superseded material.

4.6 Design of Instrument Flight Procedures

1) The IFP design organisation providing an instrument flight procedure service shall establish

procedures for ensuring that every instrument flight procedure, is:-

a). designed or amended using methods ensuring that the procedure meets the applicable

requirements and standards prescribed in 4.11; and

b). independently verified, before flight validation, by a qualified person who is independent of

the person directly responsible for the design; and


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c). flight validated in accordance with the procedures required under paragraph (b), to ensure

that—

i) the instrument flight procedure allows aircraft using the procedure to manoeuvre consistently

within safe operating practices and pilot workloads for the categories of aircraft that the procedure

is intended for; and

ii) the instrument flight procedure provides azimuth and distance information, and vertical

guidance information for a precision approach, in accordance with ICAO standards for the

operation of aircraft to ensure that an aircraft using the procedure remains clear of obstacles; and

iii) visual guidance systems and cues for the runway are appropriate for the instrument flight

procedure and are not confused by lighting, laser sky displays, or any other visual distraction.

2) The IFP design organisation shall establish procedures for conducting the flight validation of

an instrument flight procedure as required by paragraph (1) (c).

3) The flight validation procedures required under paragraph (c) above shall include the use of

equipment that—

a). has the precision, and accuracy traceable to appropriate standards, that are necessary for the

validation being performed; and

b). has known measurement uncertainties including, but not limited to, the software, firmware and

crosswind uncertainties; and

c). records the actual flight path of the validation aircraft, and

d). is checked before being released for use, and at intervals not exceeding the calibration intervals

recommended by the manufacturer, to establish that the system is capable of verifying the integrity

of the instrument flight procedure, and

e). is operated in accordance with flight validation system procedures and criteria by persons who

are competent and current on the system used.

4.7 Publication of instrument flight procedures

4.7.1 The IFP design organisation shall establish a procedure to ensure that—

a). an instrument flight procedure is not published or made available for operational use unless it

has been flight validated and approved .

b). the initial publication of, or any change to, an instrument flight has been accurately published.

c). the date that the instrument flight procedure is intended to come into effect is clearly stated.

d). The IFP design organisation shall ensure that instrument flight procedures designs/charts, are

provided to the Aeronautical Information Service (AIS) provider for publication in the AIP.

e). the designs/charts published in the AIP shall be produced in accordance with the provisions

contained in the documents listed below:

i) ICAO Doc 8168 Volumes I and II - Procedures for Air Navigation Services – Aircraft Operations

(PANS-OPS). ii) ICAO Doc 8697 – Aeronautical Chart Manual.

iii) Manual of ANS Standards Part III – Section 1 and 2.


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4.7.2 The aeronautical charts included in the AIP shall be kept up-to-date by means of

replacement sheets where necessary. Significant amendments or revisions in the IFP shall be

clearly indicated in the revised charts.

4.8 Maintenance of instrument flight procedures

a). The IFP design organisation providing an instrument flight procedure service shall establish

procedures for maintenance of instrument flight procedures in accordance with the requirements

of this section.

b). the procedures required by paragraph (a) shall include details for every instrument flight

procedure to be reviewed, and flight validated if necessary,

i) on a periodic basis (at intervals not more than five years) ensuring that the instrument flight

procedure continues to meet the applicable standards and requirements of this section; and

ii) if there is a change in any of the data referred to in requirement (4.5) (b) that may affect the

integrity of the instrument flight procedure.

c). the procedure required under paragraph (a) shall include and document the grounds and criteria

for establishing or changing the interval between the periodic maintenance reviews for each

instrument flight procedure.

4.9 Errors in published instrument flight procedures

4.9.1. The IFP design organisation providing an instrument flight procedure service shall

establish procedures for recording, investigating, correcting, and reporting, any identified error,

and any identified non-conformance or suspected nonconformance with the standards and

requirements of this section, in an instrument flight procedure that is approved or maintained by

the entity.

4.9.2. The procedure required by paragraph (4.9.1) shall require that—

a) an instrument flight procedure is immediately withdrawn from operational use if the error or

non-conformance referred to in paragraph (1) affects, or may affect, the safety of an aircraft

operation; and

b) the error or non-conformance is corrected, and certified by a senior person who is appropriately

authorized.

c)the correction required by paragraph (b) is clearly identified and promulgated by the most

appropriate means relative to the operational significance of the error or non-conformance; and

d) the source of the error or non-conformance is identified, and—

i) If possible, eliminated to prevent a recurrence; and

ii) preventive action is taken to ensure that the source of the error or non-conformance has not

affected the integrity of any other instrument flight procedure; and


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e) the RCAA is immediately notified, of a promulgated information incident relating to an error or

non-conformance referred to in paragraph (4.9.1).

4.10 Management of records

a) The IFP design organisation providing an instrument flight procedure service shall establish

procedures for the management of records that are required for the organization’s functions

relating to the design, certification and maintenance of instrument flight procedures.

b) The management of records under paragraph (a) includes the identification, collection, indexing,

storage, safekeeping, accessibility, maintenance and disposal of records.

4.11 Design Criteria—Instrument Flight Procedures

4.11.1 Every instrument flight procedure shall be designed in accordance with the requirements of

this section and in accordance with the appropriate design processes, standards, guidelines, and

aeronautical data quality requirements contained in the following:

a) ICAO Documents—

i) Doc 8168, Procedures for Air Navigation Services – Aircraft Operations — Volume I Flight

Procedures, and Volume II, Construction of Visual and Instrument Flight Procedures:

ii) Doc 8697, Aeronautical Chart Manual:

iii) Doc 9365, Manual of All-Weather Operations:

iv) Doc 9613 Performance Based Navigation Manual — Volume I Concept and Implementation

Guidance, and Volume II Implementing RNAV and RNP:

v) Doc 9881, Guidelines for Electronic Terrain, Obstacle and Aerodrome Mapping Information:

vi) Doc 9274 - AN/904 Manual on the Use of the Collision Risk Model (CRM) for ILS operations;

vii) Doc 9368 - AN/911 Instrument Flight Procedure Construction Manual;

viii) Doc 9906 - AN/472 Quality Assurance Manual for Flight Procedure Design;

ix) Doc 9674 - AN/946 World Geodetic System 1984 (WGS-84) Manual;

x) ICAO; Manual on Airspace Planning Methodology for the

Determination of Separation Minima Doc 9689;

xi) ICAO, Global Navigation Satellite System (GNSS) Manual, Doc 9849.

b) Standards contained in—

i) Manual of ANS Standards Part III Section Three (Aeronautical Information

Services) and One (Aeronautical Charts)

ii) ICAO Annex 6, Operation of Aircraft.

iii) Manual of ANS Standards Part I Section I (Air Traffic Services).

iv) Manual of Aerodrome Standards.


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c) Any other guideline or standard that is applicable to a particular type of instrument flight

procedure and is acceptable to the RCAA.

4.11.2 The design of an instrument flight procedure shall—

a) be coordinated with all appropriate air traffic service providers; and

b) be compatible with any air traffic service and associated procedure that is provided within the

area or areas of airspace where the instrument flight procedure is intended to be established; and

c) take into account—

i) any noise abatement procedures

ii) any bylaws or other legislation restricting aircraft operations; and

iii) the classification and any associated designation of the airspace in which the instrument flight

procedure is to be established and any adjacent airspace that may be affected by the procedure;

and

iv) the effect that the proposed instrument flight procedure may have on any other instrument flight

procedure established in the airspace.

4.11.3 An instrument flight procedure shall not be designed on or use a ground based aeronautical

facility unless the aeronautical facility is installed and operated as per the provisions of the Air

Navigation Regulations.


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CHAPTER 5. PROCEDURE DESIGN INFORMATION ACQUISITION

5.1 Information Acquisition

5.1.1 Current and complete survey data and information is crucial to the design of safe IFP. The

IFP design organisation shall ensure that the survey and subsequent IFP design activities are

controlled and monitored by a person(s) trained in procedure design.

5.1.2 In the obstacle survey for procedure design, the IFP designer shall consider that:

a) all obstacles be accounted for. Items, such as trees and heights of tall buildings shall be

accounted for either by physical examination of the site or by addition of a suitable margin above

terrain contours; and

b) the accuracy of the vertical and horizontal data obtained may be adjusted by adding an amount

equal to the specified survey error to the height of all measured obstructions and by making a

corresponding adjustment for specified horizontal error.

5.1.3 The procedure design information shall be coordinated with all relevant stakeholders. As

input for the procedure design process the following aspects need to be assessed:

a) airport, navigation aid, obstacle, terrain coordinate and elevation data, based on verified surveys

and complying with Manual of Standards for ANS Part I and III and the Manual of Aerodrome

Standards;

b) airspace requirements;

c) user requirements – the needs of Air Traffic Service provider and operators who will use this

procedure;

d) airport infrastructure such as runway classification, lighting, communications, runway

markings, and availability of local altimeter setting;

e) environmental considerations; and

f) any other potential issue associated with the procedure.

5.1.4 The provisions of the ICAO Doc. 9674 - AN/946 World Geodetic System 1984 (WGS-84)

Manual should be observed.


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CHAPTER 6. INSTRUMENT FLIGHT PROCEDURE DESIGN PROCESS

6.1 Introduction

6.1.1 The Instrument Flight Procedure Design process (see Appendix 1) encompasses the

acquisition of data, design and promulgation of procedures. It starts with compilation and

verification of the many inputs and ends with ground and/or flight validation of the finished

product, and documentation for publication.

6.1.2 IFP shall be accompanied by a narrative, which describes the procedure in textual format.

6.2 Procedure Design

6.2.1 Procedures shall be designed according to ICAO Doc 8168 – PANSOPS criteria.

Coordination with all concerned parties shall continue throughout the procedure design and

validation process to ensure that the procedure meets the needs of the user and the community.

6.2.2 Each new or revised procedure shall be verified by a person(s) trained in procedure design

other than the one who designed the procedure, to ensure compliance with applicable criteria.

6.2.3 Published procedures shall be subject to periodic review to ensure that they continue to

comply with changing criteria, and meets user requirements. The maximum interval for this review

is five years.

6.3 Procedure Design Documentation

6.3.1 The documentation provided by the IFP designer is divided into three categories and

includes:

a) documentation required for publication in the AIP in accordance with Manual of Standards for

ANS Part III;

b) documentation required to maintain transparency concerning the details and assumptions used

by the IFP designer, which should include supporting information/data used in the design, such as:

i) controlling obstacle for each segment of the procedure; effect of environmental considerations

on the design of the procedure;

ii) infrastructure assessment;

iii) airspace constraints;

iv) for modifications or amendments to existing procedures, the reasons for any changes; and

v) for any deviation from existing standards, the reasons for such a deviation and details of the

mitigations applied to assure continued safe operations.

c) additional documentation required to facilitate ground and flight validation of the procedure.


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6.3.2 All calculations and results of calculations shall be presented in a manner that enables the

reader to follow and trace the logic and resultant output. A record of all calculations shall be kept

in order to prove compliance to or variation from the standard criteria.

6.3.3 Formulae used during calculation shall be the standard formulae as stated in

ICAO Doc 8168 and related ICAO publications. Units of measurement and conversion factors

between such units shall be in accordance to ICAO Annexes 4, 5 and 6.

6.3.4 Rounding of results shall follow the standard guidelines in ICAO Doc 8168 and related ICAO

publications. Rounding shall only be made at the publication stage to facilitate usable figures on

maps and charts. Where rounding is required at earlier stages rounding shall be made to the

pessimistic consideration, i.e. obstacles heights rounded up, speeds rounded up, turn altitudes

rounded down etc.

6.3.5 All documentation shall undergo a final verification for accuracy and completeness prior to

validation and publication.

6.3.6 All documentation shall be retained to assist in recreating the procedure in the future in the

case of incidents and for periodic review and maintenance. The periodic retention shall not be less

than the operational lifetime of the procedure.

6.4 Ground and Flight Validation

6.4.1 Validation

6.4.1.1 Validation is the necessary final quality assurance step in the procedure design process,

prior to publication. The purpose of validation is the verification of all obstacle and navigation

data, assessment of fly ability of the procedure. Validation normally consists of ground validation

and flight validation.

6.4.2 Ground Validation

6.4.2.1 Ground validation is a review of the entire instrument flight procedure package by a

person(s) trained in procedure design and with appropriate knowledge of flight validation issues.

It is meant to arrest errors in criteria and documentation, and evaluate on the ground, to the extent

possible, those elements that will be evaluated in a flight validation. Issues identified in the ground

validation should be addressed prior to any flight validation.

6.4.2.2 The ground validation would also determine if flight validation is needed for modifications

and amendments to previously published procedures.


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6.4.3 Flight Validation

6.4.3.1 Flight validation of instrument flight procedures should be carried out as part of the initial

record and should also be included as part of the periodic quality assurance programme. It shall be

accomplished by a qualified and experienced flight inspector.

6.4.3.2 The objectives of the flight validation of instrument flight procedures are to:

a) provide assurance that adequate obstacle clearance has been provided;

b) verify that the navigation data to be published, as well as that used in the design of the procedure,

is correct;

c) verify that all required infrastructure, such as runway markings, lighting, and communications

and navigation sources, are in place and operative;

d) conduct an assessment of flyability to determine that the procedure can be safely flown; and

e) evaluate the charting, required infrastructure, visibility and other operational factors.

6.4.3.3 Flight validation should be apart from flight inspection. Flight inspection of IFP is required

to assure that the appropriate radio navigation aids adequately support the procedure. This is

carried out as part of a formal flight inspection programme and is performed by a qualified flight

inspector using an appropriately equipped aircraft.

6.4.3.4 The IFP designer shall be the originator of all data applicable to conduct a flight validation

provided to the flight inspection operations activity. The IFP designer should be prepared to

provide briefings to the flight inspection crews in those cases where flight procedures have unique

application or special features.

6.4.3.5 The IFP designer may participate in the initial validation flight to assist in its evaluation

and obtain direct knowledge of issues related to the procedure’s design from the flight inspection

pilot and/or inspector.


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CHAPTER 7. PROCEDURE DESIGN AUTOMATION

7.1 General

7.1.1 Procedure design automation tools have the potential to reduce errors in the procedure design

process, as well as to standardize the application of the PANS-OPS criteria.

7.1.2 ICAO produces several tools automating elementary portions of the procedure design

criteria, where the consequences of error are particularly significant to safety. Included in these

tools are the PANSOPS Obstacle Assessment Surface (OAS) Software and the PANSOPS

Software (CD-101), providing a means to evaluate the total risk of impact with an obstacle or the

ground on precision approaches.

7.2 Procedural Design Automation

7.2.1 The IFP design organisation shall ensure that the software packages used in the design of

procedures have been validated. A description of the procedures to be used to ensure that all

equipment, including software is operated in accordance with the manufacturer’s operating

instructions and manuals, shall be made readily available to the IFP designer.

7.2.1 The IFP design organisation shall ensure that the provisions of ICAO Doc 9906 are adhered

to in terms of software validation and use.


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CHAPTER 8. GENERAL CRITERIA AND PROCEDURES FOR ESTABLISHMENT OF

AERODROME OPERATING MINIMA

8.0 Introduction

Guidance on the establishment of aerodrome operating minima can be found in the ICAO Doc

9365 – Manual of all-weather operations.

Detailed guidance on establishment of Obstacle Clearance Altitude/Height (OCA/H) in

relationship to aerodrome operating minima is contained in ICAO Doc 8168 – OPS/611 Aircraft

Operations, Volume II.

8.1 Aerodrome Operating Minima

8.1.1 Aerodrome operating minima means the limits of usability of an aerodrome for:

a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud

conditions;

b) landing in precision approach and landing operations, expressed in terms of visibility and/or

runway visual range and decision altitude/height (DA/H) as appropriate to the category of the

operation;

c) landing in approach and landing operations with vertical guidance, expressed in terms of

visibility and/or runway visual range and decision altitude/height (DA/H); and

d) landing in non-precision approach and landing operations, expressed in terms of visibility and/or

runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud

conditions.

8.1.2 Aerodrome operating minima are established in order to ensure a desired level of safety for

aeroplane operations at an aerodrome by limiting these operations in specified weather conditions.

Such minima are generally expressed differently for take-off and for landing. For take-off, which

commences with the aeroplane at rest, limitations are usually stated in terms of horizontal visibility

and in some instances by both horizontal visibility and cloud base. For the approach to landing

where the aeroplane is already in flight, generally a limit on the instrument approach is established,

called decision altitude/height (DA/H) or minimum descent altitude/height (MDA/H) together

with a horizontal visibility limitation.

8.1.3 In establishing the aerodrome operating minima which will apply to any particular operation,

full account shall be taken of:


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a) the type, performance and handling characteristics of the aeroplane;

b) the composition of the flight crew, their competence and experience;

c) the dimensions and characteristics of the runways which may be selected for use;

d) the adequacy and performance of the available visual and non-visual ground aids;

e) the equipment available on the aeroplane for the purpose of navigation and/or control of the

flight path during the approach to landing and the missed approach;

f) the obstacles in the approach and missed approach areas and the obstacle clearance

altitude/height for the instrument approach procedures;

g) the means used to determine and report meteorological conditions; and

h) the obstacles in the climb-out areas and necessary clearance margins

8.1.4 The flight phases to be considered in the determination of aerodrome operating minima are:

a) take-off and initial climb;

b) final approach and landing; and

c) ground movement from the aeroplane stand to the start of take-off, and from the end of the

landing roll to the aeroplane stand.

8.1.5 Category II and Category III instrument approach and landing operations shall not be

authorized unless RVR information is provided.

8.1.6 For instrument approach and landing operations, aerodrome operating minima below 800 m

visibility should not be authorized unless RVR information is provided.

8.2 Establishment of Obstacle Clearance Altitude/Height (OCA/H)

8.2.1 OCA/H is one of the factors taken into account in establishing operating minima for an

aerodrome. The OCA/H is based on clearing obstacles by a specified minimum obstacle clearance

(MOC). In some situations, an additional margin is added to the MOC, or an absolute lower limit

should be applied, which will override the OCA/H.

8.2.1.1 In certain cases the MOC and/or the OCA/H must be increased. This may involve:

a) an additional margin that is added to MOC;

b) a percentage increase in OCA/H; and

c) applying a lower limit (a minimum value) to OCA/H; as described below.

8.2.1.2 Additional margin applied to MOC

a) Mountainous areas.


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When procedures are designed for use in mountainous areas, consideration must be given to

induced altimeter error and pilot control problems which result when winds of 37 km/h (20 kt) or

more move over such areas. Where these conditions are known to exist, MOC should be increased

by as much as 100 per cent.

Procedures specialists and approving authorities should be aware of the hazards involved and make

proper addition, based on their experience and judgment, to limit the time in which an aircraft is

exposed to lee-side turbulence and other weather phenomena associated with mountainous areas.

This may be done by increasing the minimum altitude/height over the intermediate and final

approach fixes so as to preclude prolonged flight at a low height above the ground. The operator’s

comments should also be solicited to obtain the best local information. Such increases should be

included in the Aeronautical Information Publication (AIP), Section GEN 3.3.5, “Minimum flight

altitude”. These criteria are applicable to non-precision approach procedures only.

8.2.1.3 Percentage increase in OCA/H

a) Remote altimeter setting. When the altimeter setting is derived from a source other than the

aerodrome, and more than 9 km (5 NM) remote from the threshold, the OCA/H shall be increased

at a rate of 0.8 m for each kilometre in excess of 9 km (5 ft for each nautical mile in excess of 5

NM) or a higher value if determined by local authority. In mountainous areas or other areas where

reasonably homogenous weather cannot always be expected, a procedure based on a remote

altimeter setting source should not be provided. In all cases where the source of the altimeter

setting is more than 9 km (5 NM) from the threshold, a cautionary note should be inserted on the

instrument approach chart identifying the altimeter setting source.

b) Remote altimeter setting source (RASS) in mountainous areas

i) The use of RASS in mountainous areas requires additional calculations to determine the correct

OCA/H. The calculation uses the formula

OCA/H = 2.3x + 0.14z (non SI)

OCA/H = 0.4x + 0.14z (SI)

Where: OCA/H is the RASS increased altitude/height value (m/ft);

X is the distance from the RASS to the landing area (km/NM); and

Z is the difference in elevation between the RASS and the landing area (m/ft).


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These formulas are used where no intervening terrain adversely influences atmospheric pressure

patterns. The use of this criteria is limited to a maximum distance of 138 km (75 NM) laterally or

an elevation differential of 1 770 m (6 000 ft) between the RASS and the landing area. An example

calculation in nautical miles and feet is illustrated in the figure below.

Figure 1: Remote altimeter setting source (RASS) in mountainous areas

ii) Where intervening terrain adversely influences atmospheric pressure patterns, the OCA/H shall

be evaluated in an Elevation Differential Area (EDA). The EDA is defined as the area within 9 km

(5 NM) each side of a line connecting the RASS and the landing area, including a circular area

enclosed by a 9 km (5 NM) radius at each end of the line. In this case, z becomes the terrain

elevation difference (m/ft) between the highest and lowest terrain elevation points contained in the

EDA. An example of a calculation in nautical miles and feet is illustrated in Figure 5.

8.2.1.4 Lower limit (a minimum value) applied to OCA/H

a) Forecast altimeter setting. When the altimeter setting to be used with procedures is a forecast

value obtained from the appropriate meteorological office, the OCA/H shall be increased by a

value corresponding to the forecasting tolerance for the location as agreed by the meteorological


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office for the time periods involved. Procedures which require the use of forecast altimeter setting

shall be suitably annotated on the approach charts.

b) Final approach track intersecting the extended runway centre line between 5º and 30º. When

the final approach track intersects the extended runway centre line between 5º and 30º a lower

limit is applied to OCA/H

c) Final approach track intersecting the extended runway centre line at more than 30º or descent

gradient exceeding 6.5 per cent. When the final approach track intersects the extended runway

centre line at more than 30º, or the descent gradient exceeds 6.5 per cent, the OCA/H for visual

manoeuvring (circling) becomes the lower limit and is applied to the approach procedure.

d)Visual manoeuvring (circling). For visual manoeuvring (circling) a lower limit consisting of the

OCA/H for the associated instrument approach procedure is applied.

The OCA/H for visual manoeuvring (circling) shall provide the minimum obstacle clearance

(MOC) over the highest obstacle in the visual manoeuvring (circling) area-

a) above the lower limits; and

b) not less than the OCA/H calculated for the instrument approach procedure which leads to the

circling manoeuvre.

Circling procedures are not provided for helicopters. When a helicopter instrument approach is

followed by visual manoeuvring, the OCH shall not be less than 75 m (246 ft).

8.2.1.5 Precision approach procedures/approach procedures with vertical guidance (APV)

a) OCA/H. In a precision approach procedure (or APV), the OCA/H is defined as the lowest

altitude/height at which a missed approach must be initiated to ensure compliance with the

appropriate obstacle clearance design criteria.

b) Reference datum. The OCA is referenced to mean sea level (MSL). The OCH is referenced to

the elevation of the relevant runway threshold.

8.2.1.5 Non-precision approach procedure (straight-in)

a) OCA/H. In a non-precision approach procedure, the OCA/H is defined as the lowest altitude or

alternatively the lowest height below which the aircraft cannot descend without infringing the

appropriate obstacle clearance criteria.


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1) aerodrome elevation; or

2) runway threshold elevation when the threshold elevation is more than 2 m (7 ft) below the

aerodrome elevation.

8.2.1.7 Visual manouevring (circling) procedure

a) OCA/H. same as in the non-precision approach procedure.


the aerodrome elevation.


Rwanda Civil Aviation Authority September 2014 app1-1

APPENDIX 1 Instrument Flight Procedure Design Process

Figure 2: Instrument flight procedure process


Rwanda Civil Aviation Authority September 2014 app1-1