Text Instrument Flight Procedures

PART 3 INSTRUMENT FLIGHT PROCEDURES 3.
FOREWORD
Considering as desirable a measure of international uniformity of operational

practices, ICAO, with the “Procedures for Air Navigation Service -- Aircraft
Operations” (PANS--OPS, doc. 8168) recommends criteria for the design of
instrument flight procedures.
The PANS--OPS consist of 2 volumes:
-- Volume I: Flight Procedures
-- Volume II: Construction of Visual and Instrument Flight Procedures.
Volume I ”Flight Procedures” describes operational procedures for the guidance
of flight operations personnel. It also outlines the various parameters on which
the criteria in Volume II are based so as to illustrate the need for flight crews (and
other flight operations personnel) to adhere strictly to the published
procedures in order to achieve and maintain an acceptable level of safety in
operations.
Volume II ”Construction of Visual and Instrument Flight Procedures” is intended
for the guidance of procedures specialists and describes the essential obstacle
clearance requirements for the achievement of safe, regular instrument flight
operations. It provides the basic guidelines to States and organizations producing
instrument flight procedures that will result in uniform practices for departure,
en--route, holding, arrival and approach instrument flight procedures.
Both volumes present coverage of operational practices which, although beyond
the scope of Standards and Recommended Practices of the ICAO Annexes, are
nonetheless recommended to contracting States for world--wide application.
This Part, complying with the intentions of PANS--OPS Vol. I, reports information
and operating criteria as contained in said document supplemented as
appropriate by JAA (JAR--OPS 1) requirements.
Alitalia Group operating procedures contained in the OM/GB, AOMs and/or Part
8 of this Handbook, are based on PANS--OPS doc. 8168.
PILOT’S HANDBOOK SEP 2001

3.2 PART 3 INSTRUMENT FLIGHT PROCEDURES
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SEP 2001 PILOT’S HANDBOOK

PART 3 INSTRUMENT FLIGHT PROCEDURES 3.3
INTRODUCTION
Obstacle clearance is the primary safety consideration in the design of

en--route and terminal area instrument flight procedures.
From the operational point of view it is stressed that the obstacle clearance
applied in the design of each instrument flight procedure is considered to be the
minimum required for an acceptable level of safety in operations.
The implementation of en--route and terminal area instrument flight procedures is
the responsibility of contracting States; however, while uniform application of the
basic procedures in PANS--OPS is very desirable, latitude is permitted for the
development of detailed procedures which may be needed to satisfy local
conditions: States shall in this case provide for the publication in their Aeronautical
Information Publications (AIP) of the significant differences between their
procedures and the related ICAO procedures.
1 OBSTACLE CLEARANCE CRITERIA
1.1 Protected airspace

For each instrument flight procedure segment, straight or curvilinear, a specified
protection volume of airspace is defined, symmetrically bounded by planes or
curved surfaces (PANS--OPS surfaces) below and on each side of the published
course.
The volume of airspace to be protected is based on navigation systems
accuracy, flight technical errors and operational parameters, with defined
tolerances values as described below.
NOTE: A tolerance value is the maximum acceptable deviation from a nominal
value of a required performance; such tolerance value is generally established on
statistical calculation methods applied to the average, most probable or
ineliminable errors.
The aeroplane is assumed to be on the published track where track guidance is
provided; where track guidance is not provided, appropriate margins are added to
protected airspaces.
Within such protected airspaces all obstacles are analyzed by the procedure
designer and a predetermined minimum obstacle clearance is applied above the
highest of such obstacles to determine minimum safe altitudes/heights for use by
pilots in flight. See Attachment C.
1.2 Navigation systems accuracy

On board navigation systems considered are based on the use of ICAO Annex 10
MF, VHF and UHF radiofacilities (NDB, VOR, VORDME, ILS) or on area
navigation principles.

Navigation systems accuracies are based on minimum system performance

factors which are:
-- for the use of radio facilities: ground station tolerance, airborne receiving
system tolerance, flight technical error;
-- for area navigation (RNAV) systems: position determination tolerances, data
computation cumulative errors, navigation data base errors, flight technical
error.
For details see par. 3 and 5 of this Part.
NOTE: For ATC radar track guidance (vectoring) and/or position fixing, radar
azimuth resolution errors, controller technical tolerance and flight technical error
are considered.
1.3 Flight technical error

Navigation guidance as made available on board by a navigation system may be
used by the pilot to control the aeroplane path in one of three modes:
-- manual, with raw data displayed on one or more instruments;
-- manual with Flight Director (FD);
-- automatic (AFCS).
A flight technical error (FTE) is associated with each of the three modes, to
represent the accuracy with which the aeroplane path is controlled, i.e. the
difference between the indicated aeroplane position and the commanded (or
intended) position.
FTE associated with manual modes depends on such factors as wind conditions,
experience, workload and fatigue of the pilot; FTE associated with AFCS is a
function of the autopilot gain, the AFCS manufacturing specifications, the phase
of flight, etc.
FTE decreases (i.e. accuracy increases) from the manual mode with raw data to
AFCS mode.
Blunder errors are not considered.
NOTE: Blunder errors are pilot’s gross errors in judgment or due to inattentiveness
or misunderstandings that cause the aeroplane to stray significantly from the
intended track.
1.4 Operational parameters

Operational parameters and tolerances refer to the aeroplane manoeuvres
(speed, turns, climb gradients, etc.), wind and air temperature effects, flight
technical tolerances (pilot’s reaction times, delays in timing, etc.).
1.4.1 Speed -- Aeroplane categories -- Turns -- Gradients
Aeroplane performance has a direct effect on the airspace needed to perform the
various manoeuvres associated with the conduct of instrument flight procedures.

The most significant performance factor is speed. Accordingly, maximum

airspeeds may be prescribed. In particular, to provide a standardized basis for
relating aeroplane manoeuverability to specific phases of instrument flight
procedures (e.g. turns in departure, initial and final approach, circling, missed
approach), five aeroplane categories have been established, in order of
increasing speed, based on 1.3 VS in the landing configuration at the maximum
certificated landing weight (VAT for ICAO).
The aeroplane categories are designated by the letters A thru E and are usually
referred to by their letter designation. See Attachment A.
Normally, procedures are designed to provide protected airspace and obstacle
clearance for aeroplanes up to and including category D (since cat. E is
appropriate to higher performance aeroplanes such as the military ones).
However, where airspace requirements are critical, procedures may be restricted
to lower speed categories. Alternatively, the procedure may specify a maximum
IAS for a particular segment without reference to aeroplane categories.
In all cases, in the design of an instrument flight procedure indicated airspeeds are
converted to true airspeeds as appropriate for the altitude considered and a
temperature ISA+15°; effects of unfavourable wind (omnidirectional or head/tail
wind predetermined or statistical component) are introduced.
Turning radii and associated parameters are calculated or derived from graphs.
See Attachment B.
The maximum bank angle is 25° except where a lower value is specified, e.g. for
instrument departures.
Climb gradients assume that all engines are operating.
Descent gradients optimum and maximum values are specified. The optimum is
the operationally preferred descent gradient which should only be exceeded by
the cartographer where alternative means of satisfying obstacle clearance
requirements are impracticable. The maximum gradient shall not be exceeded.
At least in the case of the final approach segment for non--precision approach
procedures and, preferably, also for other approach segments where appropriate,
the descent gradient(s) used in the construction of the procedure shall be
published.
All gradients are expressed in percent and/or ft/NM; suitable conversion tables
are provided to pilots for rate of climb/descent determination as a function of
ground speed.
1.4.2 Flight technical tolerances
Maximum tolerances (and related space or distance consumed in flight), not to be
considered as errors, for basic manoeuvering such as heading accuracy, speed,
reaction times, bank establishment, delays in timing, etc. are introduced in the
procedure design as follows:
-- speed: no tolerance above maximum speed where a maximum speed is
prescribed;

-- heading: ± 5°;
-- fix overheading appreciation: +6 sec (reduced to +3 sec for MAPt and turning
point in a turning departure or in a missed approach procedure);
-- bank establishment: 5 sec for a 25° bank; 3 sec for a 15° bank;
-- timings: ± 10 sec.

2 COMPLIANCE WITH INSTRUMENT FLIGHT PROCEDURES -- USE

OF CHARTS
Pilots of IFR flights shall comply with the instrument flight procedures as approved
and published by the State where the flight is operated.
NOTE: Instrument flight procedures published by States (including significant
differences, if any, from ICAO PANS--OPS) are reproduced in the Alitalia Group
Route Manual as necessary to satisfy the needs of scheduled and unscheduled
operations.
It is essential that pilots comply with the information depicted on en--route
navigation charts and instrument flight procedure charts and with the appropriate
maximum speeds, where prescribed, to remain within the areas developed for
obstacle clearance purposes. It is therefore necessary that flight crew members
be thoroughly familiar with the cartographic codes and symbols of the charts used.
An ATC clearance to deviate from a published route may be accepted provided
obstacle clearance criteria are observed and full account is taken of the operating
conditions.
All tolerance values cited in this Part are not intended as allowed intentional
tolerances for pilots in the aeroplane flight path control.

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3 RADIONAVIGATION PROCEDURES
3.1 Radionavigation accuracy

As anticipated in par. 1.1, for navigation systems using VOR, DME, NDB and ILS
signals, accuracy tolerance values have been adopted which are based on
ground and airborne equipment tolerances plus a predetermined flight technical
error. For track--keeping accuracy the following tolerance values have been
determined:
S VOR radial: ± 5,2° (including ± 2,5° flight technical error)
S NDB bearing: ± 6,9° (including ± 3° flight technical error)
NOTE 1: For an intersecting radial or bearing, the tolerance value is smaller since
the flight technical error is not considered.
S ILS localizer: ± 2,4° (including ± 2° flight technical error)
S DME distance: ± (0,25 NM + 1,25% of slant distance) NM.
DME
3 NM at 100 NM slant distance
NOTE 2: DME distance accuracy tolerance should not be mistaken for the slant
range error, i.e. the difference between the ground distance and the DME--
measured distance from the aeroplane to the ground antenna (slant distance).
Slant range error is negligible when the aeroplane is at a distance 1 NM or more
for each 1000 ft above the ground DME antenna elevation (i.e. at more than 24
NM in the figure):
Displayed distance
24 000 ft (4 NM)
(slant distance)
Ground DME
antenna
5 10 15 20 25 30
Ground distance

It is greatest when the aeroplane is overhead the DME antenna, at which time the
DME on board receiver will display the aeroplane height in NM (e.g. 5 NM at
30.000 ft, because 1 NM = 6000 ft).
3.2 Fix tolerance areas

As a consequence of the accuracy tolerances, the position of a published
en--route or terminal area fix, as determined by the pilot during flight, may be
anywhere within an area which surrounds the nominal position of the fix: the fix
tolerance area.
NOTE: Terminal area fixes include the initial, intermediate and final approach fix;
in addition, a fix may be provided and published to mark the turning point in an
instrument departure, the missed approach point in a non precision approach or
a missed approach turning point.
The dimensions of a fix tolerance area are determined according to the accuracy
of the navigational system which supplies the information to define the fix, as
follows:
S Intersections: the fix tolerance area is enclosed within the intersection of the
appropriate tolerance sectors irrespective of the aeroplane height:
Fix tolerance area Nominal fix
VOR
Published course
(radial or NDB
NDB
bearing)
Intersecting radial
Along
track
tolerance
VOR
DME arc Nominal fix
VORDME
Fix tolerance area

S overhead a VOR or NDB: the fix tolerance area is based on a circular inverted
cone of ambiguity which starts at the point where the pilot first recognizes it
(e.g. for a full scale deflection of the radial used); it is thus proportional to the
aeroplane height:
Cone effect area

at the crossing
height (h)
Fix tolerance area Cone effect area
overhead a VOR
VOR 50_-- NDB 40_ Published

radial
S overhead an ILS outer marker: the fix longitudinal tolerance (minor axis) is ±
0,25 NM at the typical crossing heights on final:
Height (ft)
Direction of flight
6000
3000
0
1.0 0.5 0 0.5 1.0 Fix longitudinal
tolerance (NM)
3.3 Minimum sector altitudes

Minimum sector altitudes (MSA) apply within a radius of 25 NM of the radio facility
on which an instrument approach is based and within predetermined sectors.
The sectors should normally coincide with the four magnetic compass quadrants.
However, when topographical or other conditions make it desirable, the number
and the boundaries of the sectors may be chosen to obtain the most favourable
minimum sector altitudes.

Each minimum sector altitude provides a clearance of 1000 ft (300 m) over the
highest obstacle in the respective sector; over high terrain or mountainous areas,
obstacle clearance up to 2000 ft (600 m) shall be provided.
180_
090_ 270_
VOR--NDB
360_
NOTE 1: If an obstacle outside the 25 NM circle but within 30 NM is higher than

the highest obstacle within the corresponding sector, then the relevant minimum
sector altitude shall be calculated by taking the highest obstacle.
NOTE 2: For a sector centred on a VOR/DME or
NDB/DME, in addition to the normal MSA, a lower VOR DME
MSA may be published for an inner sector with a Lower MSA

specified radius less than 25 NM. within 10 NM
Pilots should routinely consider minimum sector

altitudes both before take--off and before descent:
in case of need, MSAs may be observed during
departure; in arrivals MSAs must be observed whenever the aeroplane is not
established on a published route.
3.4 Instrument departure procedures
3.4.1 General
Instrument departure procedures design considers areas and obstacle clearance
criteria for the instrument departure phase of flight, covering climb from the
departure end of the runway (or of the clearway) to a point where obstacle
clearance criteria associated with the next phase of flight (i.e. en--route, holding,
etc.) are applicable.
Instrument departure procedures assume that all engines are operating.
It is the responsibility of the operator the provision of contingency procedures
required to provide for any situation in which the aeroplane is unable to utilize an
instrument departure procedure (e.g. 1--eng. out condition).

In order to ensure acceptable clearance above obstacles during the departure

phase, instrument departure procedures may be published as specific routes to
be followed or as omnidirectional departures, together with procedure design
gradients and details of significant obstacles.
NOTE: The procedure design gradient (PDG) is computed by the procedure
designer; it is not intended as an operational limitation for operators who
assess departure obstacles in relation to aeroplane performance, taking
into account the availability of appropriate ground/airborne equipment.
3.4.2 Design
The design of an instrument departure procedure is, in general, dictated by the
terrain surrounding the aerodrome, but may also cater for ATC requirements or
airspace restrictions.
Obstacles have to be considered in determining whether restrictions to departures
are to be prescribed. Departure restrictions are detailed in the published departure
information to pilots.
Where obstacles cannot be cleared by the appropriate margin when the
aeroplane is flown on instruments, adequate take--off operating minima, in terms
of visibility and ceiling, are established to permit visual flight clear of obstacles.
It is assumed that pilots will not compensate for wind effects when being radar
vectored; and will compensate for known or estimated wind effects when flying
departure routes also when expressed as tracks to be made good.
A departure procedure commences at the departure end of the runway (DER), i.e.
the end of the runway or clearway as appropriate and is based, for the various
aeroplane categories, on an all--engine minimum procedure design gradient
(PDG) of 3.3% (200 ft/NM) or an increased gradient if required to achieve
minimum obstacle clearance where it is impracticable to define a departure route
to avoid obstacles.
NOTE 1: A departure procedure is normally designed to accommodate as many
aeroplanes categories as possible. Where otherwise required, the applicability to
specific categories is clearly annotated.
Gradients steeper than 3,3% shall be specified, in account of obstacles, to an
altitude/height after which the minimum PDG of 3,3% may be resumed.
NOTE 2: Route Manual SID charts indicate all eng. procedure design gradient
above 1500 ft and if steeper than 3,3%.
Where a suitably located DME exists or suitably located RNAV waypoints can be
established, additional specific height/distance information for obstacle
avoidance may be published (e.g. ”reach 3500 ft by DME 8 ”) to provide pilots with
a means of monitoring the aeroplane climb performance.
NOTE 3: A note shall be included whenever the published PDG is based only on
airspace restrictions.

Gradients govern departure profiles till the point where the 3.3% minimum
gradient (or the PDG determined by significant obstacles, if steeper), measured
along the nominal flight track, reaches the minimum altitude/height authorized for
the next phase of flight (en--route, holding or approach).
At this point the departure procedure ends and is marked by a significant point.
3.4.3 Instrument departure routes
Where track guidance is provided, instrument departure routes are published, of
two basic types: straight and turning.
3.4.3.1 Straight departures
Wherever possible, a straight departure route aligned (within±15°) with the
runway centre line will be specified.
3.4.3.2 Departures with turns
When a departure route requires a turn of more than 15_, a turning departure is
constructed. Turns may be specified at an altitude/height or at a fix, with a bank
angle of 15_.
Straight ahead flight path is assumed until a height of at least 400 ft above
aerodrome level (AAL).
Since the point of lift--off will vary, a turn at 400 ft AAL is assumed to be initiated
not sooner than 600 m from the beginning of the runway. If the turn has to be
initiated later, (e.g. at the DER) this information is annotated on the chart.
Maximum speeds for turning departures are as specified in Attachment A.
Wherever lower limiting speeds are promulgated, they must be complied with to
remain within the appropriate area. If an aeroplane requires a higher speed, then
the pilot must request an alternative departure procedure.
3.4.4 Omnidirectional departures
Where no track guidance is provided in the procedure, omnidirectional departures
are developed to allow outbound tracks in any direction.
General criteria as for departure routes are applied.
Where obstacles preclude omnidirectional turns at 400 ft AAL, the procedure will
specify a 3,3% (or higher) gradient straight climb to an altitude/height before turns
are permitted (for example “climb straight ahead to .... ft before turning .....” ).
3.4.5 Standard instrument departure (SID)
A standard instrument departure (SID) is a preestablished route linking an
aerodrome (or a specified runway of an aerodrome) with a specified significant
point, normally on a designated ATS route, at which the en--route phase of a flight
commences. It is published in graphical and textual form, with associated
minimum altitudes and/or altitude restrictions.
To reduce radiotelephony communication each SID is identified by a plain
language designator ( e.g. “BRECON 1 departure” ) and a corresponding coded
designator (BCN 1).

The fix where the SID terminates (BRECON) figures first; a number from 1 to 9
indicates the valid SID; whenever a SID is amended, the next higher number is
assigned to the designator.
To distinguish between two or more SID which relate to the same significant point
(and therefore are assigned the same basic indicator) a different letter (except T
and O) is appended in the designator (e.g. “BRECON 1 ALPHA” ).
The plain language designator only shall be used in voice communications. The
term “departure” is an integral element of the plain language designator.
3.5 En--route obstacle clearance

3.5.1 State minimum flight altitudes
Minimum IFR flight altitudes shall be determined and promulgated by a State for
each ATS route over its territory to provide a minimum clearance above the
controlling obstacle located within the protected area concerned.
NOTE 1: A State may establish minimum flight altitudes/FLs along an ATS route,
higher than for obstacle clearance purposes, e.g. for ATC requirements.
Where no such minimum flight altitudes have been established, an IFR flight shall
be flown (except as necessary for take--off and landing) at an altitude (or height)
which is
a) over high terrain or in mountainous area, at least 2000 ft above the highest
obstacle located within 4 NM of the estimated position of the aeroplane;
b) elsewhere, 1000 ft above the highest obstacle located within 4 NM of the
estimated position of the aeroplane.
NOTE 2: The estimated position will take account of the navigation accuracy
which can be achieved on the relevant route segment, having regard to the
navigational facilities available on the ground and in the aeroplane.
3.5.2 Minimum en--route altitude (MEA)
A minimum en--route altitude ensures the prescribed obstacle clearance in
instrument flight conditions in the protected area along a route defined by VOR
radials or NDB bearings; in addition, a proper reception of the relevant
radiofacilities guidance signals shall be assured.
NOTE: For accurate navigation along ATS routes segments defined by VOR’s,
pilots are expected to transfer primary navigational reference from the VOR
behind the aeroplane to the next VOR ahead at the midpoint of the segment being
flown, unless a different change--over point has been established and published
on the chart.
Barometric altimeters errors in MEA application due to significant
deviations of air temperature from ISA, turbulence or to disturbed air flow

for winds in excess of 50 kt across mountain ranges are to be considered

and corrected by pilots. See OM/GB 8.1. par. 3.5 sub. 3.5.1.
3.5.3 Lowest FL
Unless otherwise prescribed by the State concerned, the lowest usable flight level
is that flight level which corresponds to, or is immediately above, the established
minimum flight altitude.
ATC units shall, when circumstances warrant it, determine the lowest usable flight
level or levels for the whole or parts of the control area for which they are
responsible, and consider it when assigning flight levels or pass it to pilots on
request.
NOTE 1: The lowest usable en--route flight level is above the applicable MEA
whenever the atmospheric pressure is below standard in the area of operation: for
QNH below 1013.2 hPa, the minimum FL is higher than MEA 30 ft/1 hPa; the
result shall be rounded to next higher 500 or 1000 ft. For example for MEA 14000
ft and QNH 1013.2 to 996 hPa, the corresponding minimum FL is 145.
See graph “Relationship of FLs to altitudes” in Route Manual, Part 1, sect.
Meteorology.
NOTE 2: A permanent lowest usable FL may be determined by a State on the
basis of the lowest QNH statistically probable in the concerned area.
3.5.4 Operator’s minimum flight altitudes -- Minimum grid altitudes
Pending the obligation of a State to determine minimum flight altitudes, an
operator is permitted to establish own minimum flight altitudes provided they are
not lower than those established by a State.
An operator shall specify the method to determine minimum flight altitudes and
shall include this method in the operations manual.
The method shall consider:
a) the accuracy and reliability with which the position of the aeroplane can
be determined;
b) the inaccuracies in the indications of the altimeters used;
c) the characteristics of the terrain (e.g. sudden changes in elevation);
d) the probability of encountering unfavourable meteorological condition
(e.g. severe turbulence and descending air currents);
e) possible inaccuracies in aeronautical charts; and
f) airspace restrictions.
In addition to minimum safe altitudes (MEA) along ATS (or Company) routes, the
minimum safe grid altitudes (MGA) concept is applied to ensure obstacle
clearance in instrument flight conditions, in relation to the nature of the terrain
overflown, also outside published routes and for the entire coverage of navigation
charts, irrespective of the ATS structure of airspace. See Attachment D.

3.6 Standard instrument arrivals

3.6.1 General
When necessary or where an operational advantage is obtained, standard
instrument arrival routes (STAR) are published for transition from the en--route
phase to the approach phase by linking a significant point normally on an ATS
route with a point from which an instrument approach procedure can be
commenced. Associated minimum altitudes and/or altitude restrictions are also
specified.
Navigational track guidance is provided; where a straight track is not possible, a
DME arc (minimum radius 10 NM) may provide track guidance for all or a portion
of an arrival route.
NOTE: A STAR in certain cases may be considered as constituting a straight--in
initial approach. (See par. 3.9.2.)
3.6.2 STARs identification

A STAR may serve one or more aerodromes within a terminal area. Each STAR
shall be identified by a plain language designator (e.g. “KODAP 2 ALPHA
ARRIVAL”) and a corresponding coded designator (KODAP 2A).
NOTE: The full five letter name--code KODAP, which identifies a significant point
not marked by a radionavigation facility, shall be used in a coded designator.
The significant point where the STAR begins (KODAP) figures first; numbers and
letters are appended as for SIDs.
The plain language designator only shall be used in voice communications. The
term “arrival” is an integral element of the plain language designator.
3.7 Holding procedures

3.7.1 Holding fix -- Shape and terminology associated with holding pattern
An instrument holding pattern is normally referred to a holding fix, i.e. a
radio--facility or an intersection.
The shape (”racetrack”) and associated terminology are, for a right--turn pattern,
the following:
Abeam Holding side
Inbound turn
Outbound leg
Outbound turn
Inbound leg
Holding fix Non--holding side

For a left--turn pattern, the figure is symmetrical about the inbound track.
All holding patterns depict tracks and pilots should attempt to maintain the
track by making allowance for known wind by applying corrections both to
heading and timing during entry and while flying in the holding pattern.
3.7.2 Minimum holding altitude (MHA)
The minimum holding altitude provides a clearance of 1000 ft (300 m) over the
highest obstacle in the protected area. The clearance decreases to 200 ft (60 m)
at the boundary of the buffer area. See Attachment C.
Over high terrain or mountainous areas, obstacle clearance up to a total of 2000
ft (600 m) or more shall be provided to accommodate the possible effects on the
performance of altimeters of turbulence, downdraughts and other meteorological
phenomena.
A maximum holding altitude (or FL) may also be prescribed due to airspace
structure requirements.
3.7.3 Speeds -- Rate of turn
3.7.3.1 Maximum speeds
Holding patterns shall be entered and flown at or below the following indicated
airspeeds irrespective of the aeroplane category:
Altitude / FL (1) Normal conditions Turbulence conditions

up to 14000 ft (FL 140) 230 kt 280 kt (3)
inclusive 170 kt (2) 170 kt (2)
above 14000 ft to 20000
ft (FL 200) inclusive 240 kt (4) 280 kt or
0.8
0 8 Mach,
Mach
above 20000 ft to 34000 whichever is less (3)
ft (FL 340) inclusive 265 kt (4)
above 34000 ft (FL 340) 0.83 Mach
(1) Altitudes or flight levels depending upon the required altimeter setting.
(2) For CAT A and B aeroplanes only.
(3) To be used for holding only after prior clearance with ATC, unless the charts indicate that the
holding area can accommodate these higher holding speeds.
(4) Wherever possible, 280 kt should be used for holding procedures associated with airway route
structures.
NOTE: Different maximum holding speeds may be prescribed by a State.

Since holding patterns shall be entered at a speed not higher than the appropriate
maximum value shown above, speed reduction, if necessary, should be started 2
to 3 minutes before reaching the holding fix.

3.7.3.2 Climbing shuttle

Where a holding pattern is designated as climbing pattern (“shuttle”) and used by
aeroplanes which operate at indicated speeds for climb higher than the maximum
IAS for holding, the holding area should be adjusted accordingly and the reference
speed should be published.
3.7.3.3 Turns
All turns are to be made at a bank angle of 25_ or at the standard rate of turn of 3_
per second, whichever requires the lesser bank.
NOTE: No bank adjustments during turns for wind effect correction are
considered in the protected area construction.
3.7.4 Entry
3.7.4.1 Right--turn pattern
Entry in a right--turn holding pattern shall be, according to heading, in relation to
the three sectors shown in the following figure, recognizing a zone of flexibility of
5_ on either side of the sector boundaries:
S Sector 1 procedure (parallel entry):

a) having reached the fix, turn left onto an outbound heading:
1) for a period of time not exceeding, in still air, 1 min if below or at 14000
ft (FL 140) or 11/2 min if above 14000 ft (FL 140) where timing is
specified, or
2) where a DME distance is specified, until the appropriate limiting DME
distance is attained, then
b) turn left onto the holding side to intercept the inbound track or to return to
the fix; and then

c) on second arrival over the holding fix, turn right to follow the holding
pattern.
S Sector 2 procedure (offset entry):
a) having reached the fix, turn onto a heading to make good a track making
an angle of 30_ from the reciprocal of the inbound track on the holding
side (”teardrop”); then
b) fly outbound:
1) for a period of time not exceeding in still air, 1 min if below or at 14000
ft (FL 140) or 11/2 min if above 14000 ft (FL 140) where timing is
specified,
or
2) where a DME distance is specified, until the appropriate limiting DME
distance is attained, then
c) turn right to intercept the inbound holding track; then
d) on second arrival over the holding fix, turn right to follow the holding
pattern.
S Sector 3 procedure (direct entry): having reached the fix, turn right to follow
the holding pattern.
3.7.4.2 Left--turn pattern
For left--turn holding patterns, the corresponding entry and holding procedures are
symmetrical, with respect to the inbound holding track, to right--turn patterns.
70°
3
2
30°
1
3
70°
3.7.4.3 Entry restrictions

Restrictions to entry standard manoeuvres may be published in particular cases,
such as “Sector 1 entries not authorized” or “Entry restricted to inbound track” or

“Omnidirectional entries (i.e. from any of the 3 sectors) authorized not below ... ft”
(altitude higher than MHA).
3.7.5 VOR radials / VORDME patterns

Where the holding fix is a VOR radials intersection, the entry tracks are limited to
the radials (or reciprocals) defining the intersection; the entry procedure is as
appropriate for the entry sector (see 3.7.4.1 and .2 above). The inbound leg may
be prescribed either
-- towards the facility:
VOR
Holding fix
VOR
-- or away from the facility:
VOR
Holding fix
VOR
Where the holding fix is a VOR/DME intersection, the entry tracks are limited to
either the VOR radial, the DME arc defining the intersection or alternatively along
a specific entry radial to the VOR/DME fix at the end of the outbound leg, as
published.
NOTE 1: A DME arc (with a radius not less than 10 NM) entry procedure is
specified only when there are operational difficulties which preclude the use of
other entry procedures.
S Entry along the VOR radial defining the intersection:
VORDME
Holding fix
30_
VORDME
Holding fix

S Entry along the DME arc defining the intersection:
DME outbound
limiting distance
Sector 1 entry
VORDME
DME outbound
limiting distance
Holding fix
VORDME
Holding fix
Sector 3 entry
NOTE 2: In the case of an inbound leg away from the facility where the distance
from the holding fix to the VOR/DME station is short or where airspace
conservation is essential, a limiting Limiting
radial may be specified. If the limiting radial
radial is encountered first, it should
be followed until a turn inbound is
initiated, at latest where the limiting
VORDME
DME distance is reached. Holding fix
3.7.6 Outbound leg

Having entered the holding pattern, on the second and subsequent arrivals over
the fix turn to fly an outbound track
-- for the maximum time appropriate to the altitude/FL where timing is required.
Outbound timing begins over or abeam the fix whichever occurs later. If the
abeam position cannot be determined, timing shall start when turn to
outbound is completed.
Or
-- until the appropriate limiting DME distance is attained, where such distance is
specified.
At the end of the outbound leg, turn so as to realign the aeroplane on the inbound
track.
Due allowance should be made in both heading and timing to compensate for the
effects of wind to ensure the inbound track is regained before passing the holding
fix inbound. In making these corrections full use should be made of the indications
of the estimated or known wind. See Part 8 of this Handbook.

NOTE: Where a limiting radial is also published, this radial should not be
trespassed.
3.7.7 Leaving the pattern

When clearance is received specifying the time to leave the holding fix, the pilot
should adjust the pattern within the limits of the established holding procedure in
order to leave the holding fix at the time specified.
3.8 Instrument approach procedures

3.8.1 General
The design of an instrument approach procedure is, in general, dictated by the
terrain surrounding the aerodrome, the type of operations contemplated and the
aeroplanes to be accommodated, airspace restrictions.
Whenever possible, the procedure designer constructs straight--in approaches,
i.e. direct straight or arc segments from the en--route phase to the intermediate or
final approach.
For aerodromes where no sufficient distance is available to accommodate the
required loss of altitude before reaching the final approach radio--facility, the
procedure is configured so as to first overfly the final approach facility at a safe (or
higher) altitude, then loose altitude as necessary with a second overfly of the
facility (if suitably located) for the final approach.
A specified range of speeds (IAS) is assumed for each aeroplane category in
providing protected airspace for obstacle clearance for initial and final approach
and for the circling manoeuvre. See Attachment A.
To elaborate an approach procedure, cartographers divide it in segments: the
initial, intermediate, final and missed approach segment; each segment
begins and ends at designated fixes or points.
Only those segments which are required by local conditions are included and for
each of them an associated protected area is provided by considering a
predetermined minimum obstacle clearance.
A final obstacle clearance altitude (OCA) and/or obstacle clearance height (OCH)
is associated with each instrument approach procedure; aerodrome operating
minima for landing operations are based on such OCA/OCHs.
3.8.2 Initial approach
3.8.2.1 Straight--in
A straight--in approach commences at the distance from the aerodrome
appropriate to accommodate the required loss of altitude of arriving aeroplanes,
with direct transition to the intermediate or final approach without the need to
perform a reversal or racetrack procedure over the final radiofacility.

In a straight--in approach track guidance (along a VOR radial, NDB bearing,

specified radar vector or a combination thereof) is normally provided along the
initial approach segment to the intermediate fix, with a
maximum angle of interception of 90_ for an ILS approach IAF
and 120_ for a non--precision approach. _
When the angle exceeds 70_, a radial, bearing, radar

vector or DME information providing at least 2
NM of lead shall be identified to assist in
IF
anticipating the turn onto the intermediate
approach course.
NOTE 1: For a subsequent

ILS approach, an interception
angle not exceeding 30_ is
desirable in order to permit ILS straight--in approach
automatic pilot to be coupled
to the localizer.
The optimum descent gradient is 4% (2,3° = 243 ft/NM); _
where a higher descent gradient is necessary to avoid IAF
obstacles, the maximum value used by procedures
designers is 8% (4,5° = 486 ft/NM).
If continuous track guidance to the intermediate fix is not possible, a dead
reckoning (DR) segment is provided for a distance not exceeding 10 NM:
IF
DR segment
Straight--in approach with DR segment
IF IAF
DR segment 275° IAF

Where straight tracks are not possible, a DME arc may provide track guidance for
all or a portion of a straight--in initial approach.
The minimum arc radius shall be 7 NM. An arc may join the intermediate approach
track at or before the intermediate fix. When the angle of intersection of the arc
and the track exceeds 70_, a radial providing at least 2 NM of lead shall be
identified to assist in anticipating the turn onto the intermediate approach track:
Lead DME distance
DME--arc straight--in approach
Lead radial
VORDME
LOM
IF
When terminal area radar is employed, aeroplanes may be vectored to a fix, or

onto the intermediate or final approach track, at a point where the approach may
be continued by the pilot through reference to pilot--interpreted navigation aids
and to the instrument approach chart or be completed visually.
NOTE 2: A published arrival route or a STAR in certain cases may be considered
as constituting a straight--in initial approach: in such cases the approach
procedure commences at the intermediate fix.
3.8.2.2 Reversal procedure/racetrack pattern initial approach

Where no suitable initial approach fix or intermediate fix is available to construct
a straight--in approach procedure, the procedure begins over the final approach
radio facility with a reversal procedure or a racetrack pattern initial approach (low
altitude initial approach).
Reversal procedure: the reversal procedure may be in the form of a procedure
turn or of a base turn. Entry is restricted to a specific direction or sector and a
particular pattern, normally a base turn or procedure turn, is prescribed; to remain
within the protected airspace requires strict adherence to the directions and timing

specified. It should be noted that the airspace provided for these procedures does
not permit a racetrack manoeuvre to be conducted unless so specified.
There are three generally recognized manoeuvres related to the reversal
procedure, each with its own airspace characteristics:
a) 45_/180_ procedure turn: it starts at a radiofacility or fix and consists of
-- a straight outbound leg with track guidance, timed or limited by a radial or
DME distance; then
-- a 45_ turn; then
-- a straight outbound leg without track guidance, timed 1 min from the start
of the turn for cat. A and B aeroplanes and 1 min 15 seconds from the start
of the turn for cat. C and D aeroplanes; then
-- a 180_ turn in the opposite direction to intercept the inbound track.
Start of turn Start of turn

by timing defined by a fix
45_ / 180_ procedure turn
NOTE 1: In this and in the following figures the thin tracts depict the no track
guidance parts.
The 45_/180_ procedure turn is alternative to the 80_ / 260_ procedure turn as
in b) below unless specifically excluded.
b) 80_/260_ procedure turn: it starts at a radiofacility or fix and consists of

-- a straight outbound leg with track guidance, timed or limited by a radial or
DME distance; then
-- a 80_ turn; then
-- a 260_ turn in the opposite direction to intercept the inbound track:
Start of turn
by timing Start of turn
defined by a fix
80_ / 260_ procedure turn

The 80_/260_ procedure turn is alternative to the 45_/180_ procedure turn as

in a) above unless specifically excluded.
NOTE 2: The duration of the initial outbound leg of a procedure turn may be
varied in accordance with aeroplane categories in order to reduce the
over--all length of the protected area.
c) Base ( “teardrop” ) turn, consisting of a specified outbound track and timing or
DME distance from a radiofacility, followed by a turn intercept the inbound
track. The outbound track and/or the timing may be different for the various
categories of aeroplanes.
End of outbound End of outbound leg by
leg by timing a radial or DME
distance
Base turns
NOTE 3: The divergence (degrees) between the outbound and the inbound
track equals TAS/5t where t = outbound time in minutes for TAS higher than
170 kt.
NOTE 4: A particular form of base turn is used by certain States: the

outbound track joins the intermediate /final approach course by means of a
DME arc:
.
VORDME
Racetrack procedure: a racetrack procedure consists of a turn from the inbound

track through 180_ from overhead the radiofacility or fix on to the outbound track,
for 1,2 or 3 minutes (specified in 1/2 min. increments), followed by a 180_ turn in
the same direction to return to the inbound track:

Start of timing End of outbound leg by timing,

a radial or DME distance.
Racetrack patterns
As an alternative to timing, the outbound leg may be limited by a DME distance or

radial/bearing intersection.
Normally a racetrack procedure is used when aeroplanes arrive overhead the fix
from various directions. However, as for entry in a holding pattern, entry in a
racetrack procedure may be restricted to specific routes (e.g. the inbound radial)
specified in the chart.
NOTE 4: Racetrack procedures are published when entry into a reversal
procedure is not practical. They may also be specified as alternative to reversal
procedures to increase operational flexibility (in this case they are not necessarily
published separately).
3.8.2.3 Flight procedures for reversal and racetrack procedures

Reversal procedures shall be entered from a track within ± 30_ of the outbound
track of the reversal procedure. However, 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:
30°
30°
Direct entry sector for reversal procedures
>30°
30°
Direct entry sector for base turns
Arrivals outside the ± 30_ entry sector must properly enter a racetrack pattern to
align the aeroplane with the outbound track.

For a racetrack pattern, unless the procedure specifies particular restrictions,

enter the procedure in a manner comparable to that prescribed for holding pattern
entry with the following considerations:
a) offset entry from sector 2 shall limit the time on the 30_ offset track to 1 min 30
sec, after which the pilot is expected to turn to a heading parallel to the
outbound track for the remainder of the outbound time. If the outbound time is
only 1 min, the time on the 30_ offset shall be 1 min also:
30°
b) parallel entry shall not return directly to the radiofacility without first
intercepting the inbound track when proceeding to the final approach;
c) all manoeuvering shall be done in so far as possible on the manoeuvering

side of the inbound track.
Speed restrictions may be specified in addition to, or instead of, aeroplane
category appropriate maximum speed to ensure that the aeroplane remains within
the protected areas.
Turns are based on the bank angle giving a rate of turn of 3_/sec, maximum 25_.
NOTE: For TAS higher than 170 kt the bank angle will therefore always be 25_.
See Attachment B.
The aeroplane shall cross the fix or facility and then be flown outbound on the
specified track descending as necessary to the specified altitude. No descent is
considered during turns. If a further descent is specified after the inbound turn, this
descent shall not be started until established on the inbound track.
Where airspace is critical and extension of the outbound leg beyond 1 min is not
possible, the descent may be achieved by more than one orbit in the racetrack
(”shuttle”).
Outbound timing in a racetrack procedure: when the procedure is based on a
radiofacility, outbound timing starts from abeam the facility or on attaining the
outbound heading, whichever comes later. When the procedure is based on a fix,
outbound timing starts from attaining the outbound heading.

The turn onto the inbound track should be started within the specified time
(adjusted for wind) or when encountering any DME distance or the radial/bearing
specifying a limiting distance, whichever occurs first.
Due allowance should be made in both heading and timing to compensate for the
effects of wind to regain the inbound track as accurately and expeditiously as
possible to achieve a stabilized approach. In making these corrections, full use
should be made of estimated or known winds.
When a DME distance or radial/bearing is specified, it shall not be exceeded when
flying on the outbound track.
3.8.3 Intermediate approach

In a straight--in approach the intermediate segment begins at a designated
intermediate fix (IF); in a reversal or racetrack initial approach, the intermediate
segment begins as soon as the aeroplane is established on the inbound track after
a procedure turn or base turn or on the inbound leg of the racetrack procedure. In
both cases, track guidance is provided inbound.
The intermediate segment ends at the final approach point (FAP) in an ILS
approach, at the final approach fix (FAF) in a non--precision approach.
Where no final approach fix is specified, the whole inbound track is the final
approach segment.
The track to be flown in the intermediate approach is normally the same as the
final approach track. Where this is not practicable and the final approach fix in a
non--precision procedure is a radio facility, the intermediate track shall not differ
from the final approach track by more than 30_.
The length of the intermediate approach segment shall not be less than 5 NM
(except as provided for ILS) nor more than 15 NM, measured along the track to be
flown. The optimum length is 10 NM. A distance greater than 10 NM should not be
used unless an operational requirement justifies a greater distance.
Because the intermediate approach segment is used to prepare the aeroplane
speed and configuration for entry into the final approach segment, it should be
shallow or flat. If a descent is necessary, the maximum permissible gradient is 5%
(2,86 or 304 ft/NM) with a subsequent horizontal segment prior to the final
approach, of minimum length 1.5 NM to allow sufficient distance for the pilot to
decelerate the aeroplane and change configuration as necessary before final
approach.
For ILS approaches the optimum length of the intermediate approach segment is
5 NM. The distance between the point of interception with the localizer course and
the interception with the glide path (FAP) should be sufficient to permit the pilot to
stabilize and establish the aeroplane on the localizer course prior to intercepting
the glide path, taking into consideration the angle of interception with the localizer
course.

Minimum values for that distance vary from 1.5 NM to 3 NM for angles of
interception 60_ to 90_; however, these minimum values should only be used if
usable airspace is restricted.
The maximum length of the segment is governed by the requirement that it be
located wholly within the service volume of the localizer signal, and should
normally not exceed 25 NM from the localizer antenna.
NOTE: One or more additional fixes on the localizer course line not farther than 8
NM before the final approach point (FAP), may be published to help avoid false
localizer captures.
3.8.4 Final approach

3.8.4.1 General
The final approach may be made to a runway for a straight--in landing, or to a
runway (or the aerodrome) for a circling.
The final approach segment is aligned with a runway whenever possible. Track
guidance is provided for the instrument part of the final approach, i.e. from the final
approach point (FAP) to the applicable DA/DH in an ILS approach, from the final
approach fix (FAF) (where specified) to the missed approach point (MAPt) in a
non--precision approach.
NOTE: Where no final approach fix is specified, the whole inbound segment is the
final approach segment.
Where terrain or other constraints cause the final approach course alignment or
descent gradient to fall outside the criteria for a straight--in landing, a circling
approach will be specified (See Attachment E and par. 6 of this Part). The final
approach course for a subsequent circling procedure in certain cases may be
aligned to pass over some portion of the usable landing surface of the aerodrome.
A descent slope/gradient exceeding the optimum value (shown in 3.8.4.2 and .3
below), but not exceeding the maximum value, is adopted and published where
alternative means of satisfying obstacle clearance requirements are impracticable
in the procedure design; in such cases attention shall be paid to the resulting rates
of descent, which should not exceed 1000 ft/min (as for example on a slope of
3,3_ with a ground speed of 170 kt).
3.8.4.2 ILS final approach
The ILS final approach segment begins at the final approach point (FAP), i.e. a
point--in--space on the centre line of the localizer where the intermediate approach
altitude intersects the nominal glide path.
The FAP may be marked by a fix.
Optimum and maximum ILS glide path slopes/gradients are:

-- minimum: 2,5_ (4.4% = 270 ft/NM)

-- optimum: 3_ (5.2% = 320 ft/NM)
-- max for cat. II/III operations: 3_
-- max for cat. I operations: 3.5_ (6.1 % = 370 ft/NM).
The width of the ILS final approach area is much narrower than those of
non--precision approaches. Descent on the glide path must never be initiated until
the aeroplane is within the tracking tolerance of the localizer.
The ILS obstacle clearance surfaces assume that the pilot does not normally
deviate from the centre line more than half a scale deflection after being
established on track. Thereafter he should adhere to the on--course, on--glide path
position since a more than half course sector deviation or a more than half course
fly--up deflection combined with other allowable system tolerances could place
the aeroplane in the vicinity of the edge or bottom of the protected airspace where
loss of protection from obstacles can occur.
The final approach area contains a fix or facility (outer marker) that permits
verification of the glide path/altimeter relationship. The outer marker (or an
equivalent DME fix) is normally used for this purpose. Prior to crossing the fix,
descent may be made on the glide path to the published fix crossing altitude.
Descent below the published crossing altitude should not be made prior to
crossing the outer marker or equivalent fix.
NOTE: It is assumed that the barometric altimeter reading on crossing the OM is
correlated by pilots with the published altitude considering temperature error as
and when applicable.
An ILS final approach ends at the applicable DA/DH (or after passing the runway
threshold in no DH operations) provided the aeroplane is on the glide path.
3.8.4.3 Non--precision final approach
A non--precision final approach begins at the final approach fix point (FAF) and
ends at the missed approach point (MAPt). The FAF is sited on the final approach
track at a distance that permits selection of the final approach configuration and
descent from intermediate approach altitude to the MDA applicable either for a
straight--in landing or for a circling. The optimum distance for locating the FAF
relative to the threshold is 5 NM. The maximum length should not normally be
greater than 10 NM.
The FAF is crossed at, or above, the specified altitude and descent is then
initiated. The descent gradient is published, and where range information is
available, descent profile information is provided.
NOTE 1: It is assumed that the barometric altimeter reading on crossing the FAF
is correlated by pilots with the published altitude considering temperature error
when OAT is significantly below ISA.

A non--precision final approach without final approach fix may be designed when
an aerodrome is served by a single radio facility located on or near the aerodrome
and no other facility is suitable to form a FAF.
The procedure will indicate a minimum altitude for a reversal procedure or
racetrack; descent to MDA is made once the aeroplane is established inbound on
the final approach course.
Since 50 ft are added to OCA/H, for a same terrain overflown on final, MDA/H with
no FAF are higher than with FAF. See Attachment E.
Optimum and maximum slopes/gradients are:
-- optimum: 2,86_ (5% = 304 ft/NM)
-- maximum: 3,7_ (6,5% = 400 ft/NM).
Descent gradients steeper than the optimum should not be used unless all other
means to avoid obstacles have been attempted since such gradients may result
in rates of descent which exceed the recommended limits for some aeroplanes.
For approaches with no FAF, the maximum gradient shall determine rates of
descent of 655 ft/min for cat. B aeroplanes, 1000 ft/min for cat. C and D
aeroplanes, at their maximum final approach speed.
Attention should be paid because such maximum rates of descent can easily be
exceeded in particular environmental conditions (high elevation aerodromes, tail
wind component, etc.).
NOTE 2: For ILS approaches with inoperative glide path, the final descent
gradient should be the same as for the full ILS procedure.
NOTE 3: For SRE approach see par. 4.3 of this Part.
3.8.5 Missed approach

3.8.5.1 General -- The missed approach point
A missed approach procedure, designed to provide protection from obstacles
throughout the missed approach manoeuvre, is established for each instrument
approach procedure. It specifies a point where the missed approach begins and
a point or an altitude where it ends. The approach is assumed to be discontinued
-- not beyond 900 m after the threshold in ILS cat. III approaches (since no OCH
is associated with ILS cat. III operations);
-- not below the applicable DA/DH in ILS cat. I and II approaches;
-- not below the applicable MDA and not beyond the missed approach point
(MAPt) whichever comes first, in non precision approaches.
Therefore, for an ILS cat. I and II approach the missed approach point (MAPt) is
identified by the point of intersection of the ILS glide path with the applicable DA/H
and, consequently, it is never beyond the runway threshold.

ILS glide path
MAPt
DA/DH
MAPt for cat. I/II ILS approach
For non precision approaches the missed approach point may be identified by a
fix or at a specified distance from the final approach fix (FAF). The optimum
location is over the runway threshold. Where obstacles in the missed approach
area require a MAPt before the threshold, the procedure designer shall locate the
MAPt not farther than the point where the OCA/H intersects the nominal descent
path:
MAPt extreme position MAPt recommended

before threshold position
OCA/H
MAPt for non--precision approach
Where there are no obstacles in the missed approach area, the MAPt may be
located after the runway threshold.
NOTE: The non precision final approach segment ends in any case at the MAPt
irrespective of the position of the MAPt, not below MDA.
In a discontinued approach this
segment to be flown not below MDA
Nominal descent path
MAPt: end of final

MDA approach by definition
If the MAPt position is at or beyond the threshold, the aeroplane flight path, in case
the approach is discontinued, is therefore supposed to be not below MDA (in level
flight or climbing according to the operator’s standard procedure) to ensure
continuity of obstacle clearance in instrument flight conditions in the transition to
the MAPt.

When the MAPt is defined by a fix, the distance from the FAF to the MAPt is
normally published as well, and may be used by the pilot for timing to the MAPt.
In those cases where timing alone may not be used, the procedure shall be
annotated “Timing not authorized for defining the MAPt” and the MAPt must be
identified by the fix.
When the MAPt is not defined by a fix and only the distance from the FAF is
published, the MAPt has to be determined by timing.
It is expected that the pilot will fly the missed approach procedure as published. In
the event the approach is discontinued prior to arriving at the missed approach
point, the pilot shall proceed climbing straight ahead to the missed approach point
or turning point if published in a position beyond the MAPt, following the published
missed approach course and climbing to the required altitude in order to remain
within the protected airspace.
For an approach discontinued below DA/MDA or after the MAPt see par. 3.8.5.5
below.
For discontinued circlings, missed approach procedures are not designed and the
recommended techniques shall be applied. (See Part 8 of this Handbook).
3.8.5.2 Missed approach climb gradient

Normally the missed approach climb gradient is 2,5%; with the approval of
appropriate authority, gradients of 3%, 4% or 5% may be used for aeroplanes
whose climb performance permits an operational advantage to be thus obtained.
When a gradient higher than 2,5% is used, this will be indicated on the instrument
approach chart; in addition to the DA/MDA for the specific gradient used, a higher
DA/MDA applicable to the nominal gradient 2,5% may also be shown.
NOTE: The nominal climb gradient of 2.5% cannot be used by all aeroplanes
when operating at or near maximum certificated landing weight and engine--out
conditions. The operation of such aeroplanes needs special consideration at
aerodromes critical due to obstacles in the missed approach area and may result
in a special procedure being established with a possible increase in the DA/H or
MDA.
3.8.5.3 Phases of the missed approach

In the design of a missed approach procedure, cartographers consider three
phases: initial, intermediate and final missed approach.
The initial phase begins at the missed approach point (MAPt) and ends at the
point where the climb is established; no turns are specified in this phase.
In the intermediate phase the climb is continued, normally straight ahead. It
extends to the first point where 50 m (164 ft) obstacle clearance is obtained and
can be maintained. In the intermediate missed approach it is assumed that the

pilot will begin track corrections; the published track may change by a maximum
of 15_ from that of the initial missed approach phase.
MAPt
30 m (98 ft)
50 m (164 ft)
DA/MDA
Initial Intermediate missed Final

missed approach missed
approach approach
Phases of a missed approach
The final phase begins at the point where 50 m (164 ft) obstacle clearance is first
obtained and can be maintained. It extends to the point where a new approach,
holding or a return to en--route flight is initiated. Turns may be prescribed in this
phase.
3.8.5.4 Turning missed approach
Turns in a missed approach procedure are only prescribed where terrain or other
factors make a turn necessary. When turns greater than 15_ are required, they
shall not be prescribed until at least 50 m (164 ft) of vertical clearance above
obstacles has been ensured. The turning point (TP) may be:
-- the MAPt itself; or
-- a designated radiofacility or fix beyond the MAPt; or
-- the passing of a designated altitude (an additional fix or distance may be
specified to limit early turns); or
-- “as soon as practicable”, i.e. as soon as the climb has been established.
3.8.5.5 Balked landing
An instrument approach may be discontinued at any point below DA/MDA (or after
the MAPt). Because the manoeuvre (balked landing) is supposed to be initiated
with the aeroplane aligned with, or on the runway (i.e. after touch--down), the
airspace to be protected is smaller than that if the approach is discontinued at
DA/MDA.
On non--precision instrument runways protection is ensured by ICAO Annex 14
take--off climb surface; the non--precision operating minima should afford an initial
visual obstacle clearance till interception of the published missed approach
procedure.
On precision instrument runways protection is ensured by ICAO Annex 14 balked
landing surface which commences 1800 m after the threshold (or runway end if

shorter) with a slope of 3,3 % (lowest gradient for all--eng. balked landing); the
distance of 1800 m assumes that the latest point for a pilot to initiate a balked
landing is the end of the touchdown zone lighting, and that changes to aeroplane
configuration to achieve a positive climb gradient with all engine operating will
normally require a further distance of 900 m (equivalent to a maximum time of
about 15 sec). See Attachment F.
NOTE: All the above references to ICAO Annex 14 obstacle limitation surfaces
are referred to code number 3 and 4 runways, i.e. 1200 m or more long. See
Attachment F.

INTENTIONALLY BLANK

4 RADAR VECTORING
From among the radar uses provided for air traffic services, positive navigation
assistance in terminal areas only is examined here, i.e. the provision of vectors in
departure and arrival for direct routes, vectors away from or around areas of
adverse weather if feasible, fixes identification, etc.; surveillance radar approach
(SRE) is included.
4.1 Radar accuracy

A terminal radar accuracy tolerances are based on mapping accuracies (normally
3% of the distance to the antenna), azimuth resolutions (reduced to some extent
to account for the controller interpretation of target centre), flight technical
tolerance (which recognizes communication lag as well as speed of the
aeroplanes) and controller technical tolerance due to sweep speed of the antenna
and the speed of the aeroplanes.
The radar controller is responsible for adjusting the radar display(s) and for
carrying out adequate checks on the accuracy thereof, in accordance with the
technical instructions prescribed by the appropriate authority for the radar
equipment concerned.
Radar should not normally be the primary method of fix identification for pilots;
however, where a terminal area radar can provide the service, it may identify any
terminal area fix with an accuracy tolerance of ± 0.8 NM within 20 NM and 1.7 NM
within 40 NM from the antenna.
NOTE: En--route surveillance radar may be used for initial and intermediate
approach fixes identification.
4.2 Radar vectoring

4.2.1 General
Radar vectoring is achieved by a radar controller issuing to the pilot specific
heading which will enable him to maintain the aeroplane on the assigned track.
NOTE: See Part 4 of this Handbook for radar vectoring general rules and for use
of radar in the approach control service.
Vectors to departing aeroplanes may be provided to facilitate an expeditious and
efficient departure flow and to expedite climb to cruising level.
Vectors to arriving aeroplanes may be provided
-- by an en--route surveillance radar, to the initial approach segment not beyond
the intermediate approach fix; or
-- by a terminal area radar, not beyond the final approach point (or fix) for a
pilot--interpreted instrument approach or to a point from which a surveillance
radar approach (SRE) can be made or from which the pilot reports that he is
able to complete a visual approach.

In terminating radar vectoring, the radar controller shall instruct the pilot to resume
own navigation, giving the aeroplane position and appropriate instructions as
necessary if the aeroplane is not on a published route (e. g. in departures,
magnetic track and distance to a significant point of the previously assigned route
or to an en--route navigation aid; in arrivals, to an approach navigation aid).
4.2.2 Minimum altitudes
When vectoring an IFR flight at low altitudes, the radar controller shall issue
clearances such that the prescribed obstacle clearance will exist at all times until
the point where the pilot will resume own navigation.
To this end, the radar controller shall be in possession of full and up--to--date
information regarding the published minimum flight altitudes within the area of
responsibility and the established minimum vectoring altitudes.
4.2.3 Minimum radar vectoring altitudes
Minimum vectoring altitudes, to be applied for tactical radar vectoring, shall be
established for the entire area within the operational coverage of the radar. This
area may be subdivided to gain relief from obstacles which are clear of the area
in which flight is to be conducted. The subdivision boundaries are depicted on the
video map.
A minimum clearance of 300 m (1000 ft) shall be provided over all obstacles within
the area or each subdivision, except that clearance over a prominent obstacle, if
displayed as a permanent echo on the radar scope, may be discontinued after the
aeroplane has been observed to pass the obstacle.
4.2.4 Compliance with the assigned minimum safe altitude
Compliance with the assigned minimum safe altitude is strictly responsibility of the
pilot: the radar controller could not detect inadvertent aeroplane descent below
such altitude.
4.3 Surveillance radar (SRE) approach

4.3.1 General
For a surveillance radar approach, azimuth and range information only are
provided to the pilot. The controller has no indication of the aeroplane altitude
or position relative to the nominal glide path.
Radar vectoring is provided to a point from which the SRE approach can be
commenced.
The initial approach fix (IAF) is the position at which radar contact with the
aeroplane for the purpose of executing a SRE approach has been established.
The initial and intermediate approach phases comprise those parts of the
approach from the time radar vectoring is initiated for the purposes of positioning
the aeroplane for a final approach until the pilot reports that he is ready to

commence the surveillance radar approach, with the aeroplane established in

level flight on the final approach track at the appropriate speed prior to intercepting
the nominal glide path.
The intermediate segment begins at the radar fix where the initial approach track
intersects the intermediate approach track. The point of intersection is the
intermediate fix (IF). The intermediate segment extends along the intermediate
track inbound to the point where it intersects the final approach track, with an
angle not exceeding 30°. This radar fix is the final approach fix (FAF).
For a straight--in landing, the final approach track shall coincide with the extended
runway centre line. For circling approaches, the final approach track may be
aligned to cross the aerodrome manoeuvering area or to intercept the downwind
leg of the circling pattern.
The optimum glide slope/gradient is 2,86° (5% = 304 ft/nm); the maximum 3,7°
(6,5% = 400 ft/nm).
The radar controller shall:
a) at or before the commencement of the final approach, inform the pilot of the
point at which the surveillance radar approach will be terminated for a
subsequent straight--in landing or circling approach;
b) inform the pilot when the aeroplane is approaching the point at which descent
should begin and, just before reaching that point, instruct him to descend and
check the applicable MDA;
c) except as provided in the Note 2 below, pass distance from touchdown
normally at each NM;
d) transmit pre--computed altitudes through which the aeroplane should be
passing to maintain the glide path, at each NM at the same time as the
distance.
NOTE 1: Typical height values for a 3° slope and 50 ft at threshold are the
following:
1900 ft at 6 NM 1000 ft at 3 NM
1600 ft at 5 NM 600 ft at 2 NM
1300 ft at 4 NM 500 ft at 1.5 NM
The threshold elevation is added by the controller and each resulting value
transmitted as the pre--computed altitude appropriate to the distance.
Since azimuth and range information only are available to the controller,
possible aeroplane deviations below/above the glide path are not detected.
e) inform the pilot at regular intervals of the aeroplane position in relation to the
extended centre line of the runway and give heading corrections as necessary
to bring the aeroplane back on the extended centre line in case of lateral
deviations;

f) terminate the approach:

i) at a distance of 2 NM (or less; see Note 2 below) from touchdown; or
ii) before the aeroplane enters an area of continuous radar clutter; or
iii) when the pilot reports that he can continue visually
whichever is the earliest.
NOTE 2: When, as determinated by the appropriate ATS authority, the
accuracy of the radar equipment permits, a surveillance radar approach may
be continued to a prescribed point less than 2 NM from touchdown, in which
case:
a) distance and altitude information shall be given at each half NM;
b) transmission should not be interrupted for intervals of more than five
seconds while the aeroplane is within a distance of 4 NM from touchdown.
4.3.2 Missed approach
The point where the SRE approach is terminated (not beyond the runway
threshold) constitutes the missed approach point (MAPt) for the approach.

5 AREA NAVIGATION
(to be added later)

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6 CIRCLING
A circling approach is the visual phase after completing an instrument approach,
to bring an aeroplane into position for landing on a runway which is not suitably
located for a straight--in landing.
NOTE: A State may prohibit circling in certain aerodromes or for predetermined
runways of an aerodrome.
6.1 The circling area

The visual manoeuvering (circling) area is the area where obstacle clearance is
considered for aeroplanes circling visually to land; it is determined by drawing arcs
centred on each runway threshold and joining those arcs with tangent lines.
The radius R is related to the aeroplane category since it equals twice the
appropriate radius of turn of the aeroplane at the maximum prescribed circling
speed plus a straight segment. See Attachment C.
NOTE: At manoeuvering speeds less than the maximum circling speed and 25°
bank angle, the aeroplane is flown within the protected area with ample margins.
6.2 Restricted sectors

Particular sectors of a circling area where prominent obstacles exist are not
considered; such sectors, where circling is prohibited, are clearly indicated in the
approach charts; an angular margin, with reference to the runway centre line, for
final alignment is contemplated.
NOTE: Such margin equals the divergence of the Annex 14 approach surface, i.e.
8,5° for instrument runways and 5,75° for non--instrument runways.

Circling area
Extended runway centre line
Obstacle
Extended runway centre line

Lateral manoeuvre margin
No circling in this sector
6.3 Missed approach while circling

As no missed approach procedures for circling are published, specific operating
techniques are recommended. See Part 8 of this Handbook.

7 THE AERODROME OPERATING MINIMA
7.1 General
JAA require that operators specify aerodrome operating minima for take--off and
landing, established in accordance with JAR--OPS 1, for each departure,
destination or alternate aerodrome to be used.
The method of determination of such minima must be acceptable to the civil
aviation authority of the State of the operator. In addition such minima shall not be
lower than any that may be established by the State in which the aerodrome is
located, except when specifically approved by the State.
NOTE 1: ICAO does not require that a State establishes aerodrome operating
minima.
Low visibility operations, including operating minima, shall be approved by the
authority.
NOTE 2: For flight planning purposes, forecast weather conditions at destination
and alternate aerodromes are considered in relation to planning minima, which
are the applicable landing operating minima modified with appropriate
precautionary criteria.
7.2 Definition
7.2.1 Visual references
Aerodrome operating minima are the limits of usability of an aerodrome consistent
with the minimum required visual references the pilot needs to evaluate the
position and control the flight path of the aeroplane during take--off and landing
operations.
The required visual references are deemed to be:
-- for take--off, that section of the runway markings and/or lights generally
accepted as sufficient to ensure guidance to control the aeroplane in the event
of a discontinued take--off in adverse circumstances or of a continued take--off
after failure of the critical power unit; where there is specific need to see and
avoid obstacles on departure, additional conditions (e.g. ceiling) must be
specified;
-- for a straight--in landing, that section of the visual aids/lights or of the
approach area, as applicable, which should have been in view for sufficient
time for the pilot to have made an assessment of the aeroplane position and
rate of change of position, in relation to the desired flight path.
NOTE: For ILS cat. III operations see par. 7.4.2 below.
-- for a circling approach, the runway environment before turning on final;
thereafter as for a straight--in landing.

7.2.2 Elements
Aerodrome operating minima are expressed:
a) for take--off, in terms of RVR and/or visibility and, if required, ceiling.
NOTE 1: The relevant chart will specify the ceiling minimum where required,
with the associated visibility value.
b) for straight--in landing after an ILS approach, in terms of visibility and/or RVR
and decision altitude/height (DA/H) as appropriate to the category of the
operation;
c) for straight--in landing after a non--precision approach, in terms of visibility
and/or RVR, minimum descent altitude/height (MDA/H) and, if required,
ceiling.
NOTE 2: For non--precision approaches, minima for straight--in landing are
only published if alignment and descent gradient criteria for final approach
are satisfied. If these criteria are not met, circling minima are published. See
Attachment E.
NOTE 3: The relevant chart will specify whether a ceiling minimum is
required; such value is generally equal to or higher than the MDH, according
to the concerned State rule.
d) for visual manoeuvering and landing in a circling or side--step approach, in
terms of visibility and minimum descent altitude/height (MDA/H) and, if
required, ceiling.
7.2.3 Weather minima

For visual approaches a State may require minimum values for ceiling and
visibility, to be considered as “weather minima” since for obstacle clearance no
OCA/H is associated with visual approaches.
Therefore a ceiling minimum alone, without an associated MDH, shall not be
considered as an MDH as no obstacle protection is assured: safety margins over
the obstacles are to be determined visually by the pilot.
7.3 Factors affecting operating minima

7.3.1 Establishment
In establishing the operating minima for an aerodrome, an operator must take full
account of:
1) type, performance and handling characteristics of the aeroplane;
2) composition of the flight crew, their competence and experience;
3) dimensions and characteristics of the runways which may be selected for use;
4) adequacy and performance of the available visual and non--visual ground aids;

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

the flight path, as appropriate, during take--off, approach, flare, landing,
roll--out and missed approach;
6) obstacles in the approach, missed approach and climb--out areas required for
the execution of contingency procedures and necessary clearance;
7) obstacle clearance altitude/height (OCA/H) for the instrument approach
(except ILS cat. III) or circling and
8) means used to determine and report meteorological conditions at the
aerodrome.
7.3.2 Inoperative components -- Reduced aeroplane performance
Operating minima established as recommended above are subject to appropriate
increments, before or during flight, whenever the aerodrome equipment or
facilities components are temporarily not available or the aeroplane necessary
equipment or performance capacity are less than normal.
7.4 Operating minima values
7.4.1 Take--off minima

The basic value of 500 m RVR/VIS for day only operations and for all aeroplane
categories may be reduced to RVR values not lower than those in OM/GB,
according to the aeroplane category and to the adequacy and performance of the
available runway visual aids and/or of airborne guidance systems.
7.4.2 Approach and landing minima
7.4.2.1 Non--precision and ILS cat. I approach

Minima values are in general developed by first adding to the appropriate OCH a
margin for the effect of the operational factors as detailed in par. 7.3 above, to
produce, in the case of non--precision approaches or circling procedures, a
minimum descent height (MDH) or, in the case of ILS cat. I and II, decision height
(DH) and DH (RA). See following figures and Attachment E.
In particular:
-- a non--precision approach MDH shall not be lower than
S the relevant OCH; or
S 250 ft for ILS “no glide path” or VORDME approaches;
S 300 ft for VOR or NDB approaches
S 250 ft (or higher according to the SRE termination point) for SRE
approaches
irrespective of the aeroplane category;

Minimum Descent Altitude (MDA)

Margin or
Minimum Descent Height (MDH)
based on operational
consideration of:
-- ground/airborne
equipment characteristics
-- crew qualifications
-- aeroplane performance MDH lower limit:
-- meteorological conditions -- ILS no g.p., VOR/DME: 250 ft
-- aerodrome characteristics
-- location of guidance aid -- VOR, NDB: 300 ft
relative to runway -- SRE: 250 ft or higher according to MAPt position
-- etc.
Obstacle Clearance Altitude (OCA)
or
Obstacle Clearance Height (OCH)
Minimum Obstacle Clearance (MOC) for final

approach for all aeroplanes:
-- 295 ft without FAF
-- 246 ft with FAF
NOTE: MOC may include an additional margin
in mountainous terrain and is increased for
excessive length of final approach segment
and for remote and/or forecast altimeter
settings.
Height of the highest obstacle in

the final approach area.
Aerodrome elevation
or threshold elevation
if more than 7 ft below
aerodrome elevation.
Mean sea level
Relationship of obstacle clearance altitude/height (OCA/H) to MDA/MDH for

non--precision approaches (examples with a controlling obstacle in the final approach
area; OCA/H may be raised for missed approach requirements).

Decision Altitude (DA)

Margin or
based on operational consideration of: Decision Height (DH) (1)
-- category of operation
-- ground/airborne equipment
characteristics
-- aeroplane performance
-- meteorological conditions
-- aerodrome characteristics DH lower limit:
-- terrain profile/radio altimeter -- Cat. I: 200 ft
-- pressure error/pressure altimeter -- Cat. II: 100 ft RA
-- etc.
Obstacle Clearance Altitude (OCA)

or
Obstacle Clearance Height (OCH)
(1) DH for cat. II approaches to be referred to radioaltimeter.
Margin, dependent on aeroplane

approach speed, height loss in
missed approach and altimetry
and adjustable for steep glide
paths and high altitude
aerodromes.
Height of the highest approach obstacle or of

the highest equivalent missed approach
obstacle, whichever is greater.
NOTE: Identification of obstacle is dependent
on:
-- category of operation
-- ILS geometry (glide path angle, distance
from localizer antenna to runway threshold,
reference datum height and localizer course
width)
-- aeroplane dimensions
-- missed approach climb gradient
-- missed approach turnpoint
-- use of autopilot (Cat. II operations only)
Threshold elevation
Mean sea level
Relationship of obstacle clearance altitude/height (OCA/H) to DA/DH/DH(RA) for ILS

cat. I and II approaches.

Minimum Descent Altitude (MDA)

or
Margin Minimum Descent Height (MDH)
for circling
based on operational
consideration of:
-- aeroplane characteristics
-- meteorological conditions
-- aerodrome characteristics MDH lower limit:
-- etc. -- Category A: 400 ft
-- Category B. 500 ft
-- Category C: 600 ft
The OCH shall not be less than: -- Category D: 700 ft
-- Category A: 394 ft
-- Category B. 492 ft
-- Category C: 591 ft
-- Category D: 689 ft
Minimum Obstacle Clearance (MOC) for all

aeroplanes:
-- Category A & B: 295 ft
-- Category C & D : 394 ft
NOTE: MOC may include an additional margin
in mountainous terrain and is increased for
remote and/or forecast altimeter settings.
Height of the highest obstacle in

circling area.
Aerodrome elevation.
Mean sea level
Relationship of obstacle clearance altitude/height (OCA/H) to MDA/MDH for circling.

-- an ILS cat. I DH shall not be lower than:

S the minimum DH if specified in the Aeroplane Flight Manual; or
S the minimum height to which the ILS under consideration can be used in
instrument flight conditions;
S the OCH for the aeroplane category; or
S 200 ft.
To a MDH or DH a predetermined RVR or visibility value (as appropriate for the
aeroplane category and level of completeness of runway markings and lights) is
associated.
A DH or MDH is transformed to DA/MDA by adding the appropriate threshold
elevation (or aerodrome elevation in the case of circling MDA).
NOTE: An aeroplane with a basic airworthiness approval for IFR operations is
eligible to perform ILS approaches down to a decision height of 200 ft, assuming
that the necessary ILS receiver(s) and instruments and their installation have
been approved. Supplementary airworthiness criteria are necessary to perform
ILS approaches down to decision heights below 200 ft to 100 ft (cat. II) and below
100 ft (cat. III).
7.4.2.2 ILS cat. II
An ILS cat. II DH (RA) shall not be lower than :
S the minimum DH, if specified in the Aeroplane Flight Manual; or
S the minimum height to which the ILS under consideration can be used in
instrument flight conditions; or
S the OCH for the aeroplane category; or
S the DH to which the flight crew is authorized to operate; or
S 100 ft RA.
According to the selected DH value, the predetermined RVR as appropriate for
the aeroplane category is associated.
NOTE: To obtain the corresponding radioaltimeter reading, cat. II DH (RA) values
may have to be corrected according to the terrain profile before the runway
threshold.
Cat. II approaches shall be autocoupled to below DH (but not below the minimum
autopilot engagement height if automatic landing capability is not available or an
automatic landing is not desired).
7.4.2.3 ILS cat. III
Cat. III approaches shall be autocoupled; use of automatic landing is considered
necessary in order to achieve the desired success rate and to preserve the safety
level. Such a system also ensures that the aeroplane is within the obstacle free

zone (see Attachments C and F) during approach and any go--around so that
there is no need of an OCH in determining a DH.
Although the original ICAO operational objective for category III did not include or
require the use of a decision height, JAR--OPS 1 require the use of a DH for all
fail--passive and for some fail--operational operations. Certain operations require
the specification of a DH at or below 50 ft RA.
The main purposes of the decision height are to specify the lowest height at which
the pilot must be assured that the aeroplane is being satisfactorily delivered to the
runway, with adequate visual reference available for control of the initial part of the
landing roll and to give an acceptable low probability of touching the ground
should the approach be discontinued when using fail--passive or fail--operational
hybrid systems. It is desirable that the decision height be late in the flare after the
major pitch changes have taken place.
Also for fail--operational systems, operators may establish a DH as a
precautionary measure to ensure that the aeroplane flight path is correctly aimed
to the touch--down zone of the runway.
Most category III fail--operational operations, with or without DH, specify in
addition an alert height (AH) between 100 and 300 ft RA, at which the satisfactory
operation of a fail--operational automatic landing system is confirmed.
An ILS cat. III DH (RA) shall not be lower than:
S the minimum DH if specified in the Aeroplane Flight Manual; or
S the minimum height to which the ILS under consideration can be used without
the required visual reference; or
S the DH to which the flight crew is authorized to operate.
Operations with no DH may be only conducted with aeroplanes with a
fail--operational landing system with automatic ground roll control (or ground roll
guidance) and provided that
S the operation is authorized in the Aeroplane Flight Manual;
S the ILS and the aerodrome facilities can support operations with no decision
height; and
S the operator has an approval for cat. III operations with no DH.
Regarding RVR values, there exists an unknown probability that, although the
visibility is reported to be adequate, denser fog patches may lie on the runway;
therefore, it is thought prudent to add a margin to the minimum required to control
the ground roll. Accordingly the RVR lowest limit varies from 200 m to 75 m
depending on the aeroplane ground roll control/guidance equipment available
(none, fail--passive, fail--operational hybrid, fail--operational).
7.4.3 Circling minima
A circling MDH, valid for the entire circling area (except restricted sectors as
published), i.e. for all the usable runways of an aerodrome, shall not be lower than:

S the circling OCH for the aeroplane category; or

S 500 ft for category B, 600 ft for cat. C, 700 ft for cat. D aeroplanes; or
S the highest straight--in DH/MDH for the instrument approaches which
precede the circling.
Circling MDHs are transformed to MDA by adding the aerodrome elevation.
NOTE: Further increments may be added by an operator according to its
operating policy or in a case--by--case basis.
Visibility values to be associated with a circling MDH, if referred to the aeroplane
radius of turn (at the respective prescribed maximum circling speed, ISA, SL),
should be 2800 m for cat.B, 3700 m for cat.C and 4600 m for cat. D aeroplanes.
7.5 Applicability of operating minima

The published minima for take--off or for a specific type of approach procedure are
applicable if:
S the ground equipment required for the intended procedure is operative;
S the required aeroplane systems are operative;
S the required aeroplane performance criteria are met;
S the crew is qualified accordingly.
Operations to the applicable minima, as they result according with items above, or
as increased for temporary failures or deficiencies of ground equipment, failure of
a required aeroplane system or diminished aeroplane performance, are to be
performed, in relation to the aerodrome actual weather conditions (including
significant deviations below ISA of OAT when below 0°C), in compliance with
Company policies and directives as detailed in the OM/GB.
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PART 3 INSTRUMENT FLIGHT PROCEDURES 3.

Considering as desirable a measure of international uniformity of operational

PILOT’S HANDBOOK SEP 2001

SEP 2001 PILOT’S HANDBOOK

Obstacle clearance is the primary safety consideration in the design of

1 OBSTACLE CLEARANCE CRITERIA

1.1 Protected airspace

1.2 Navigation systems accuracy

PILOT’S HANDBOOK SEP 2001

Navigation systems accuracies are based on minimum system performance

1.3 Flight technical error

1.4 Operational parameters

SEP 2001 PILOT’S HANDBOOK

The most significant performance factor is speed. Accordingly, maximum

PILOT’S HANDBOOK SEP 2001

SEP 2001 PILOT’S HANDBOOK

2 COMPLIANCE WITH INSTRUMENT FLIGHT PROCEDURES -- USE

PILOT’S HANDBOOK SEP 2001

SEP 2001 PILOT’S HANDBOOK

3.1 Radionavigation accuracy

3 NM at 100 NM slant distance

PILOT’S HANDBOOK SEP 2001

3.2 Fix tolerance areas

Fix tolerance area Nominal fix

DME arc Nominal fix

Fix tolerance area

SEP 2001 PILOT’S HANDBOOK

Cone effect area

VOR 50_-- NDB 40_ Published

3.3 Minimum sector altitudes

PILOT’S HANDBOOK SEP 2001

NOTE 1: If an obstacle outside the 25 NM circle but within 30 NM is higher than

MSA may be published for an inner sector with a Lower MSA

Pilots should routinely consider minimum sector

SEP 2001 PILOT’S HANDBOOK

In order to ensure acceptable clearance above obstacles during the departure

PILOT’S HANDBOOK SEP 2001

SEP 2001 PILOT’S HANDBOOK

3.5 En--route obstacle clearance

PILOT’S HANDBOOK SEP 2001

for winds in excess of 50 kt across mountain ranges are to be considered

SEP 2001 PILOT’S HANDBOOK

3.6 Standard instrument arrivals

3.6.2 STARs identification

3.7 Holding procedures

Holding fix Non--holding side

PILOT’S HANDBOOK SEP 2001

Altitude / FL (1) Normal conditions Turbulence conditions

above 34000 ft (FL 340) 0.83 Mach

NOTE: Different maximum holding speeds may be prescribed by a State.

SEP 2001 PILOT’S HANDBOOK

3.7.3.2 Climbing shuttle

S Sector 1 procedure (parallel entry):

PILOT’S HANDBOOK SEP 2001

3.7.4.3 Entry restrictions

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3.7.5 VOR radials / VORDME patterns

-- or away from the facility:

S Entry along the VOR radial defining the intersection:

PILOT’S HANDBOOK SEP 2001

S Entry along the DME arc defining the intersection:

3.7.6 Outbound leg

SEP 2001 PILOT’S HANDBOOK